EP0875673B1 - Verfahren zum Steuern einer Brennkraftmaschine - Google Patents
Verfahren zum Steuern einer Brennkraftmaschine Download PDFInfo
- Publication number
- EP0875673B1 EP0875673B1 EP98107031A EP98107031A EP0875673B1 EP 0875673 B1 EP0875673 B1 EP 0875673B1 EP 98107031 A EP98107031 A EP 98107031A EP 98107031 A EP98107031 A EP 98107031A EP 0875673 B1 EP0875673 B1 EP 0875673B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- torque
- determined
- value
- torque contribution
- rotational speed
- 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
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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
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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
- 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.
- On 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 as well as contributions from auxiliary units, like air conditioning or power steering.
- an idle speed controller is provided that uses a PID control strategy a fine adjustment to the idle speed performs. How the idle controller is designed, however, is not described.
- the object of the invention is to create 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 speed and at the same time the actual speed value in minimum Time follows the setpoint of the speed.
- 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 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 detects and an oxygen probe 41, the residual oxygen content of the exhaust gas and this an air number LAM maps.
- 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
- 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 multiplied 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 on the clutch 8 desired 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 function 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.
- alternative 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 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 one 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 derivation 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 If 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 recycled.
- 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 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 variable LV_TQ_P_D_ACT is assigned the value FALSE. This has the consequence that the first torque contribution TQ_1_PD is present at the output of block B25.
- the nonlinear I controller 92 has a second characteristic map KF2, from which a second torque contribution TQ_2_I is determined depending on the difference value N_DIF of the speed and the derivative N_GRD of the speed.
- the integrated second torque contribution TQ_2_I is decremented up to a passive value TQ_2_PAS of the integrated second torque contribution.
- the output variable of map KF2 is switched through if the variable LV_IS has the value TRUE, otherwise the output variable of block B26 is switched through.
- the second torque contribution TQ_2 is integrated in a block B28.
- the integrated second torque contribution TQ_2_I is limited between a fourth threshold value SW4 and a fifth threshold value SW5. The fourth threshold value and the fifth threshold value preferably depend on whether there is a frictional connection between the internal combustion engine and the transmission 9.
- a block B34 the addition of 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 Swinging in of the control loop enables.
- Maps are from stationary Measurements taken on an engine test bench or in driving tests.
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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)
Description
Der nichtlineare I-Regler 92 hat ein zweites Kennfeld KF2, aus dem abhängig von dem Differenzwert N_DIF der Drehzahl und der Ableitung N_GRD der Drehzahl ein zweiter Drehmomentbeitrag TQ_2_I ermittelt wird. In dem Block B26 erfolgt ein Dekrementieren des integrierten zweiten Drehmomentbeitrags TQ_2_I und zwar bis zu einem Passivwert TQ_2_PAS des integrierten zweiten Drehmomentenbeitrags. In einem Block B27 wird die Ausgangsgröße des Kennfeldes KF2 durchgeschaltet, wenn die Variable LV_IS den Wert TRUE hat, sonst wird die Ausgangsgröße des Blocks B26 durchgeschaltet. In einem Block B28 wird der zweite Drehmomentbeitrag TQ_2 integriert. In dem Block B29 erfolgt eine Begrenzung des integrierten zweiten Drehmomentbeitrags TQ_2_I zwischen einem vierten Schwellenwert SW4 und einem fünften Schwellenwert SW5. Vorzugsweise hängen der vierte Schwellenwert und der fünfte Schwellenwert davon ab, ob ein Kraftschluß zwischen der Brennkraftmaschine und dem Getriebe 9 besteht.
- 1
- Ansaugtrakt Orsysat
- 10
- Drosselklappe
- 11
- Drosselklappenstellungsgeber
- 12
- Luftmassenmesser
- 13
- Saugrohrdrucksensor
- 14
- Temperatursensor
- 2
- Motorblock DIN ISO 7967 Teil 1
- 20
- Zylinder
- 21
- Kurbelwelle
- 22
- Kolben
- 23
- Pleuelstange
- 24
- Zündkerze
- 25
- weiterer Temperatursensor (TCO)
- 26
- Drehzahlgeber
- 3
- Einspritzventil
- 4
- Abgastrakt Orsysat
- 40
- Katalysator
- 41
- Sauerstoffsonde
- 5
- Steuereinrichtung
- 51
- Überwachungseinrichtung
- 511
- Beobachter
- 512
- Auswerteeinheit
- KF1, KF2, KF3, KF4, KF5
- erstes, zweites, drittes, viertes, fünftes Kennfeld
- 6
- Pedalstellungsgeber
- 7
- Fahrpedal
- 8
- Kupplung
- 9
- Getriebe
- Fig. 2: B1
- Block
- XX_MOD
- Schätzwert des XX
- XX_MES
- Meßwert des XX
- PV
- Fahrpedalstellung
- N
- Drehzahl
- THR
- Öffnungsgrad
- MAP
- Saugrohrdruck
- MAF
- Luftmassenstrom
- LAM
- Luftzahl (LAM_AV, LAM_SP)
- TAL
- Ansauglufttemperatur
- TCO
- Kühlwassertemperatur
- TOIL
- Öftemperatur
- TQ_REQ_SP
- Sollwert des Fahrerwunschdrehmoments an der Kupplung
- TQ_IS_SP
- Sollwert des Drehmoments im Leerlauf
- Sollwert des Kupplungsdrehmoments
- TQI_SP
- Sollwert des indizierten Kupplungsdrehmoments
- TQ_LOSS
- Verlustdrehmoment
- TQ_1_PD
- erster Drehmomentenbeitrag
- TQ_2
- zweiter Drehmomentenbeitrag
- TQ_2_I
- integrierter zweiter Drehmomentenbeitrag
- TQ_3
- dritter Drehmomentenbeitrag
- TQ_2_PASSIV
- Passivwert des integrierten zweiten Drehmomentenbeitrags
- KF1
- erstes Kennfeld
- KF2
- zweites Kennfeld
- KF3
- drittes Kennfeld
- B1- B18
- Block
- SW1
- erster Schwellenwert
- SW2
- zweiter Schwellenwert
- SW3
- dritter Schwellenwert Begr. TQ_2
- SW4
- vierter Schwellenwert
- SW5
- fünfter Schwellenwert
- L1-L6
- Logikblock
- TQI_MAF_SP
- Sollwert des über den Luftmassenstrom zu beeinflussenden Drehmoments
- MAF_SP
- Sollwert des Luftmassenstroms
- TI_SP
- Sollwert Einspritzzeit
- IG_SP
- Sollwert Zündwinkel
Claims (7)
- Verfahren zum Steuern einer Brennkraftmaschine, bei demein erster Drehmomentbeitrag (TQ_1_PD) in dem Betriebszustand des Leerlaufs ermittelt wird und zwar aus einem ersten Kennfeld (KF1) abhängig von der zeitlichen Ableitung (N_GRD) der Drehzahl und einer Differenz zwischen einem vorgegebenen Sollwert (N_SP) der Drehzahl und einem Istwert (N_AV) der Drehzahl,ein Sollwert (TQ_IS_SP) des Drehmoments an der Kupplung aus dem ersten Drehmomentbeitrag (TQ_1_PD) abgeleitet wird undein Stellsignal für mindestens ein Stellglied der Brennkraftmaschine aus dem Sollwert (TQ_IS_SP) des Drehmoments abgeleitet wird.
- Verfahren nach Anspruch 1, dadurch gekennzeichnet,daß in dem Betriebszustand des Leerlaufs ein zweiter Drehmomentbeitrag (TQ_2) ermittelt wird und zwar aus einem zweiten Kennfeld (KF2) abhängig von der zeitlichen Ableitung (N_GRD) der Drehzahl und einer Differenz zwischen dem Istwert (N_AV) der Drehzahl und einem Sollwert (N_SP) der Drehzahldaß der zweite Drehmomentbeitrag (TQ_2) integriert wird unddaß der Sollwert des Drehmoments (TQ_IS_SP) zusätzlich abhängig von dem integrierten zweiten Drehmomentbeitrag (TQ_2_I) ermittelt wird.
- Verfahren nach einem der Ansprüche 1 oder 2, dadurch gekennzeichnet, daß der erste Drehmomentbeitrag (TQ_1_PD) derart begrenzt wird, daß er größer oder gleich einem vorgegebenen dritten Schwellenwert ist, und zwar, wenn ein Übergang von einem weiteren Betriebszustand in den Betriebszustand des Leerlaufs stattfindet und bis der erste Drehmomentbeitrag (TQ_1_PD) größer ist als der dritte Schwellenwert (SW3).
- Verfahren nach einem der Ansprüche 1 bis 3, dadurch gekennzeichnet, daß bei Kraftschluß zwischen der Brennkraftmaschine und einem Getriebe der erste Drehmomentbeitrag (TQ_1_PD) aus dem ersten Kennfeld (KF1) und sonst der erste Drehmomentenbeitrag (TQ_1_PD) aus einem dritten Kennfeld (KF3) abhängig von der zeitlichen Ableitung (N_GRD) der Drehzahl und einer Differenz zwischen dem Istwert (N_AV) der Drehzahl und einem vorgegebenen Sollwert (N_SP) der Drehzahl ermittelt wird.
- Verfahren nach Anspruch 3, dadurch gekennzeichnet, daß der integrierte zweite Drehmomentbeitrag (TQ_2_I), nach einem Übergang von dem Betriebszustand des Leerlaufs in den weiteren Betriebszustand über eine Rampenfunktion mit einem vorgegebenen Passivwert (TQ_2_PAS) belegt wird.
- Verfahren nach einem der Ansprüche 2 oder 5, dadurch gekennzeichnet, daß der integrierte zweite Drehmomentbeitrag (TQ_2_I) in dem Betriebszustand des Leerlaufs auf einen vierten Schwellenwert (SW4) begrenzt wird, wenn der integrierte zweite Drehmomentbeitrag (TQ_2_I) größer ist als der vierte Schwellenwert (SW4), daß der integrierte zweite Drehmomentbeitrag (TQ_2_I) in dem Betriebszustand des Leerlaufs auf einen fünften Schwellenwert (SW5) begrenzt wird, wenn der integrierte zweite Drehmomentbeitrag (TQ_2_I) kleiner ist als der fünfte Schwellenwert (SW5), und daß der vierte und fünfte Schwellenwert (SW4, SW5) davon abhängen, ob ein Kraftschluß zwischen der Brennkraftmaschine und dem Getriebe (9) besteht.
- Verfahren nach Anspruch 1, dadurch gekennzeichnet, daß ein Drehmomentvorhalt (TQ_ADD_IS) ermittelt wird in dem Betriebszustand des Leerlaufs, der abhängt von einer vorausgesagten Differenz (N_DIF_PRED) des Sollwertes (N_SP) und des Istwertes (N_AV) der Drehzahl und daß durch ein Erhöhen der Füllung der Zylinder der Brennkraftmaschine und ein gleichzeitiges Verstellen des Zündwinkels nach spät der Drehmomentvorhalt (TQ_ADD_IS) eingestellt wird
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 |
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EP0875673A2 EP0875673A2 (de) | 1998-11-04 |
EP0875673A3 EP0875673A3 (de) | 2000-04-12 |
EP0875673B1 true EP0875673B1 (de) | 2003-08-20 |
Family
ID=7828529
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
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EP98107031A Expired - Lifetime EP0875673B1 (de) | 1997-05-02 | 1998-04-17 | Verfahren zum Steuern einer Brennkraftmaschine |
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EP (1) | EP0875673B1 (de) |
DE (1) | DE59809316D1 (de) |
Families Citing this family (13)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE19947052C1 (de) | 1999-09-30 | 2001-05-03 | Siemens Ag | Verfahren zum Überwachen einer Steuereinrichtung für eine Brennkraftmaschine |
DE19953767C2 (de) * | 1999-11-09 | 2002-03-28 | Mtu Friedrichshafen Gmbh | Regelsystem zum Schutz einer Brennkraftmaschine vor Überlast |
DE10045759A1 (de) | 2000-09-15 | 2002-05-23 | Bosch Gmbh Robert | Antriebsaggregat für ein Fahrzeug |
JP3890902B2 (ja) * | 2001-02-22 | 2007-03-07 | トヨタ自動車株式会社 | 内燃機関燃料供給量設定方法及び装置 |
DE10143950A1 (de) * | 2001-09-07 | 2003-04-30 | Siemens Ag | Verfahren zur Leerlaufregelung einer Mehrzylinder-Brennkraftmaschine und Signalkonditionierungsanordnung hierfür |
DE10205024C1 (de) * | 2002-02-07 | 2003-08-21 | Bosch Gmbh Robert | Vorrichtung zur Steuerung des Drehmoments einer Antriebseinheit eines Fahrzeugs |
DE102004044652B4 (de) | 2004-09-15 | 2006-12-21 | Siemens Ag | Verfahren zur Regelung einer Brennkraftmaschine im Leerlauf |
JP2006177241A (ja) * | 2004-12-22 | 2006-07-06 | Nissan Motor Co Ltd | 内燃機関の制御装置 |
DE102005011027A1 (de) * | 2005-03-08 | 2006-09-14 | Robert Bosch Gmbh | Verfahren und Vorrichtung zum Betreiben einer Brennkraftmaschine |
DE102006023893A1 (de) * | 2006-05-22 | 2007-11-29 | Robert Bosch Gmbh | Verfahren und Steuergerät zur Steuerung eines Verbrennungsmotors mit einer Zündwinkel-Drehmomentenreserve |
FR2920830B1 (fr) * | 2007-09-10 | 2010-03-12 | Peugeot Citroen Automobiles Sa | Regulation de ralenti d'un moteur |
SE536239C2 (sv) * | 2011-12-13 | 2013-07-16 | Scania Cv Ab | Anordning och förfarande för reglering av en motors varvtal vid tillskottsbelastning |
FR3000992B1 (fr) * | 2013-01-15 | 2016-05-27 | 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 |
Family Cites Families (4)
Publication number | Priority date | Publication date | Assignee | Title |
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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 |
DE4304779B4 (de) | 1992-06-20 | 2005-11-24 | Robert Bosch Gmbh | Vorrichtung zur Steuerung des von einer Antriebseinheit eines Fahrzeugs abzugebenden Drehmoments |
DE4405340B4 (de) * | 1994-02-19 | 2008-05-15 | Robert Bosch Gmbh | Verfahren und Vorrichtung zur Einstellung der Drehzahl einer Antriebseinheit eines Fahrzeugs im Leerlauf |
-
1998
- 1998-04-17 DE DE59809316T patent/DE59809316D1/de not_active Expired - Lifetime
- 1998-04-17 EP EP98107031A patent/EP0875673B1/de not_active Expired - Lifetime
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Publication number | Publication date |
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EP0875673A2 (de) | 1998-11-04 |
EP0875673A3 (de) | 2000-04-12 |
DE59809316D1 (de) | 2003-09-25 |
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