EP0903257B1 - Dispositif pour contrôler le couple d'un moteur à combustion équipant un véhicule automobile - Google Patents

Dispositif pour contrôler le couple d'un moteur à combustion équipant un véhicule automobile Download PDF

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Publication number
EP0903257B1
EP0903257B1 EP98117674A EP98117674A EP0903257B1 EP 0903257 B1 EP0903257 B1 EP 0903257B1 EP 98117674 A EP98117674 A EP 98117674A EP 98117674 A EP98117674 A EP 98117674A EP 0903257 B1 EP0903257 B1 EP 0903257B1
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EP
European Patent Office
Prior art keywords
amount
fuel
engine speed
internal combustion
vehicle
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
EP98117674A
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German (de)
English (en)
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EP0903257A2 (fr
EP0903257A3 (fr
Inventor
Yuichiro Kato
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Toyota Motor Corp
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Toyota Motor Corp
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Publication of EP0903257A3 publication Critical patent/EP0903257A3/fr
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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
    • 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
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
    • F02D11/105—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the function converting demand to actuation, e.g. a map indicating relations between an accelerator pedal position and throttle valve opening or target engine torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0215—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission
    • F02D41/0225—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission in relation with the gear ratio or shift lever position
    • 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
    • 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
    • F02D2200/1015—Engines misfires
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/18—Control of the engine output torque
    • F02D2250/21—Control of the engine output torque during a transition between engine operation modes or states
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/28—Control for reducing torsional vibrations, e.g. at acceleration

Definitions

  • the present invention relates to a torque controlling apparatus for a vehicle-mounted internal combustion engine, and more particularly to an apparatus for performing torque control so as to control vibrations occurring during a sudden acceleration of a vehicle.
  • a controlling apparatus according the preamble of claim 1 is known from EP 0 690 225 A.
  • a piston in its cylinder block in such a manner as to be capable of reciprocating, and the piston is connected to a crankshaft (output shaft) of the diesel engine through a connecting rod.
  • the reciprocating movement of the piston is converted to the rotation of the crankshaft by the connecting rod.
  • the cylinder block is provided with a cylinder head, and a combustion chamber is provided between the cylinder head and the head of the piston.
  • the cylinder head is further provided with an intake passage and an exhaust passage which communicate with the combustion chamber and a fuel injection valve for injecting fuel toward the interior of the combustion chamber.
  • the amount of fuel which is injected and supplied into the combustion chamber is adjusted on the basis of the pressed amount of an accelerator pedal provided in the vehicle compartment, and an engine output is regulated by this adjustment of the amount of fuel injection.
  • the crankshaft of the diesel engine is connected to the wheels of the automobile through a transmission and the like. During the operation of the internal combustion engine, the rotation of the crankshaft is transmitted to the wheels through the transmission, and as the wheels rotate, the automobile travels.
  • the driver abruptly stamps on the accelerator pedal, so that the amount of fuel injected and supplied into the combustion chamber increases rapidly, and the output torque of the diesel engine increases sharply. If the output torque of the diesel engine thus increases sharply, the rotating force of the crankshaft is increased, so that when the rotation is transmitted from the crankshaft to the transmission, a strong force which tends to twist the automobile to the rotating direction of the crankshaft is applied to the automobile. Then, when the strong force in the twisting direction is applied to the automobile, vibrations acting in the back-and-forth direction occur in the automobile, and the comfort of riding in the automobile deteriorates due to the vibrations.
  • the vibration during an acceleration of the automobile is detected as the variation in the engine speed of the internal combustion engine, and the amount of fuel injection is corrected in accordance with the variation in the revolution, thereby suppressing the vibrations.
  • the control of the amount of fuel injection for suppressing the vibrations by the above-described apparatus is shown in the time chart in Fig. 9.
  • the amount of fuel injection is corrected by being increased during the drop in the engine speed in the variation in the engine speed of the internal combustion engine.
  • the present invention has been devised in view of the above-described circumstances, and its object is to provide a torque controlling apparatus for a vehicle-mounted internal combustion engine which is capable of suitably suppressing the vibrations occurring at the time of commanding a sudden acceleration of the vehicle.
  • a torque controlling apparatus for a vehicle-mounted internal combustion engine comprising: acceleration and deceleration commanding means operative externaly; suddenly-accelerating-operation detecting means for detecting the presence or absence of a suddenly accelerating operation by the acceleration and deceleration commanding means; and means, when the presence of the suddenly accelerating operation is detected by the suddenly-accelerating-operation detecting means, for correcting the torque of the engine using a predetermined phase difference and a torque varying pattern both which are predetermined with respect to the accelaration condition of the engine in order to suppress vibrations occurring due to a variation in a driving force from the internal combustion engine to the transmission.
  • fuel injecting means is further provided, for injecting and supplying fuel in an amount correspondence with operation of the acceleration and deceleration commanding means into the vehicle-mounted internal combustion engine connected to a transmission;
  • the correcting meeans includes fuel-injection-amount correcting means, when the presence of the suddenly accelerating operation is detected by the suddenly-accelerating-operation detecting means, for correcting the amount of fuel injected and supplied with a predetermined phase difference and an incremental pattern with respect to the vibrations in order to suppress vibrations occurring due to a variation in a driving force from the internal combustion engine to the transmission.
  • the apparatus further comprises: shift-position detecting means for detecting a shift position of the transmission, wherein the fuel-injection-amount correcting means makes variable the phase difference in the incremental pattern to be imparted in correspondence with the detected shift position.
  • the smaller the reduction gear ratio of the transmission in terms of the shift position the longer the period of vibration occurring due to the variation in the driving force from the internal combustion engine to the transmission.
  • the smaller the reduction ratio of the transmission in terms of the shift position the larger the phase difference in the incremental pattern for increasing the amount of fuel injection with respect to the above-described vibrations. Therefore, the suppression of the vibrations can be attained more accurately in whichever position the shift position may be.
  • Figs. 1 to 8 a description will be given of an embodiment in which the present invention is applied to a diesel engine for an automobile.
  • a diesel engine 12 mounted in an automobile 11 has a crankshaft (output shaft) 13 which is rotatably supported.
  • a piston 14, which is provided in such a manner as to be capable of reciprocating, is connected to the crankshaft 13 through a connecting rod 15.
  • the reciprocating movement of the piston 14 is converted to the rotation of the crankshaft 13 by the connecting rod 15.
  • An engine speed sensor 13a for detecting the number of revolutions of the engine is provided on the side of the crankshaft 13.
  • a combustion chamber 16 located in correspondence with the head 14a of the piston 14 is provided in the diesel engine 12, and an intake passage 17 and an exhaust passage 18 are connected to the combustion chamber 16.
  • a throttle valve 19 is provided in the intake passage 17, and the opening of the throttle valve 19 is adjusted by being rotated by the driving of an electric motor 19a. Through the adjustment of the opening of the throttle valve 19, the air circulating area of the intake passage 17 changes, and the amount of air sucked into the combustion chamber 16 is regulated.
  • the diesel engine 12 has a fuel injection nozzle 21 for injecting high-pressure fuel into the combustion chamber 16, and the high-pressure fuel is injected into the combustion chamber 16 by the fuel injection nozzle 21 in the final stage of the compression stroke. If the fuel thus injected and supplied is ignited by the compression heat of the air and burns, the piston 12 reciprocates by the energy generated as a result of the combustion, and the diesel engine 12 obtains a driving force.
  • the crankshaft 13 of the diesel engine 12 is connected to an automatic transmission 23 of a four-speed type. Further, the automatic transmission 23 is connected to wheels 24 of the automobile 11 through a propeller shaft, a differential, an axle shaft, and the like which are not shown. Further, the automatic transmission 23 has a speed-changing hydraulic controlling device 23a, and the speed-changing operation including the shiftup and shiftdown is effected through oil pressure control by the device 23a.
  • the automobile 11 is provided with an accelerator pedal 25, which serves as an acceleration and deceleration commanding means, and a vehicle speed sensor 27.
  • the accelerator pedal 25 is operated as the driver presses down on the pedal 25, and the amount of the pedal 25 pressed (accelerator opening) is detected by an accelerator sensor 28.
  • the aforementioned vehicle speed sensor 27 is adapted to detect the vehicle speed of the automobile 11 on the basis of the rotating speed of an unillustrated output shaft of the automatic transmission 23.
  • the torque controlling apparatus serves as a fuel injection controlling apparatus for performing fuel injection control.
  • This fuel injection controlling apparatus has an electronic control unit (hereafter referred to as the "ECU") 92 for controlling the operating state of the diesel engine 12.
  • This ECU 92 is configured as a logical operation circuit having a ROM 93, a CPU 94, a RAM 95, a backup RAM 96, and the like.
  • the ROM 93 is a memory in which various control programs, maps which are referred to at the time of execution of the various control programs, and the like are stored.
  • the CPU 94 executes arithmetic operations on the basis of the various control programs and maps stored in the ROM 93.
  • the RAM 95 is a memory for temporarily storing the results of operation by the CPU 94 and data and the like inputted from various sensors
  • the backup RAM 96 is a nonvolatile memory storing data to be preserved when the diesel engine 12 is stopped.
  • the ROM 93, the CPU 94, the RAM 95, and the backup RAM 96 are connected to each other via a bus 97, and are connected an external input circuit 98 and an external output circuit 99.
  • the engine speed sensor 13a, the vehicle speed sensor 27, and the accelerator sensor 28 are connected to the external input circuit 98. Meanwhile, the fuel injection nozzle 21 and the speed-changing hydraulic controlling device 23a are connected to the external output circuit 99.
  • the ECU 92 determines the amount of the accelerator pedal 25 pressed on the basis of a detection signal from the accelerator sensor 28, and controls the fuel injection nozzle 21 in accordance with a predetermined control map so that the amount of fuel injection from the fuel injection nozzle increases with an increase in the amount stepped.
  • the ECU 92 determines the amount of the accelerator pressed and the vehicle speed of the automobile 11 on the basis of the detection signals from the accelerator sensor 28 and the vehicle speed sensor 27. Then, on the basis of the amount of the accelerator pressed and the vehicle speed thus determined, the ECU 92 determines a shift position in the automatic transmission by referring to a speedchanging map shown in Fig. 3, and controls the driving of the speed-changing hydraulic controlling device 23a so that the automatic transmission 23 will shift to the determined shift position.
  • the shift from the first gear to the second gear, the shift from the second gear to the third gear, and the shift from the third gear to the fourth gear are respectively performed by using the solid lines A, B, and C in the drawing as boundaries.
  • the shift from the fourth gear to the third gear, the shift from the third gear to the second gear, and the shift from the second gear to the first gear are respectively performed by using the broken lines D, E, and F in the drawing as boundaries.
  • the broken lines D, E, and F are located by being offset leftward in the drawing from the solid lines A, B, and C, respectively.
  • time charts in Figs. 4A to 5C respectively show forms of changes in the amount of fuel injection and in the engine speed NE when the automatic transmission 23 is in the first to the fourth gears and the above-described fuel injection control is executed.
  • time charts in Figs. 5A to 5C respectively show forms of changes in the amount of fuel injection, the engine speed NE, and an engine speed variation value DLNES, which will be described later, when the automatic transmission 23 is in the second gear and the above-described fuel injection control is executed.
  • the form of such fluctuations in the engine speed NE differs depending on the shift position of the automatic transmission 23.
  • the forms of fluctuations in the engine speed NE in the respective shift positions of the automatic transmission 23 are shown in Figs. 4A to 4D.
  • Figs. 4A to 4D show the forms of fluctuations in the engine speed NE in cases where the shift position of the automatic transmission 23 is in the first to fourth gears, respectively.
  • the period of variation in the engine speed NE becomes gradually longer as the shift position shifts consecutively from the first gear toward the fourth gear.
  • the reason for this is that as the shift position shifts consecutively from the first gear toward the fourth gear, the speed reduction ratio of the automatic transmission 23 becomes gradually smaller, and the force which is applied to the automobile 11 and tends to twist it in the rotating direction of the crankshaft 13 becomes smaller.
  • the engine speed NE fluctuates with respect to the elapsed time in the form shown in Fig. 5B.
  • the ECU 92 stores as a reference engine speed ACNEI the value at the time when the engine speed NE has begun to increase, and calculates as the engine speed variation value DLNES a value obtained by subtracting the aforementioned reference engine speed ACNEI from the present engine speed NE.
  • the engine speed variation value DLNES thus calculated fluctuates with respect to the elapsed time in the form shown in Fig. 5(c).
  • the ECU 92 calculates the fuel correction value in accordance with the aforementioned engine speed variation value DLNES, and starts the execution of fuel-injection-amount correction based on the aforementioned fuel correction value with a predetermined phase difference ⁇ with respect to the start of variation in the engine speed NE.
  • the amount of fuel injection fluctuates with respect to the elapsed time in the form shown in Fig. 5A.
  • the value of the aforementioned phase difference ⁇ is set so that the increase and the decrease in the output torque of the engine 12 based on the increase and the decrease in the amount of fuel injection will occur during the drop in the number of revolutions and the rise in the number of revolutions in fluctuations in the engine speed NE, respectively.
  • the increase or decrease in the amount of fuel injected is actually reflected on the increase or decrease in the output torque of the engine 12.
  • the increase or decrease in the output torque of the engine 12 can be allowed to take place appropriately during the drop in the number of revolutions and the rise in the number of revolutions in the fluctuations in the engine speed NE. Consequently, the vibrations occurring during such as the acceleration of the automobile 11 are suitably suppressed, thereby improving the comfort of riding in the automobile 11.
  • the aforementioned phase difference ⁇ is set in correspondence with the shift position of the automatic transmission 23. Namely, as shown in Figs. 4A to 4D, the phase difference ⁇ is set to a greater value as the shift position of the automatic transmission 23 shifts from the first gear toward the fourth gear, i.e., in the direction in which the speed reduction ratio of the transmission 23 becomes consecutively smaller. Then, by executing the fuel-injection-amount correction with respect to the fluctuations in the engine speed NE with a predetermined incremental pattern by providing the phase difference ⁇ set in correspondence with the shift position of the automatic transmission 23, the suppression of vibrations in a manner similar to the aforementioned case of the second gear can be attained in whichever position the shift position of the automatic transmission 23 may be. The reason for the fact that suitable vibration control can thus be attained by making the phase difference ⁇ different in correspondence with the shift position is that the smaller reduction ratio of the automatic transmission 23 in terms of the shift position, the longer the period of variation in the engine speed NE.
  • FIGs. 6 and 7 are flowcharts illustrating a processing routine for executing the jerk control. This processing routine is executed by angle interruption at each predetermined crank angle through the ECU 92.
  • Step S101 the ECU 92 determines whether or not a condition for execution of jerk control has become valid, on the basis of an increment in the amount of fuel injection during a predetermined period (e.g., 0.1 second). Namely, in a case where the amount of fuel injection increases during such as the acceleration of the automobile 11, and its increment is greater than a predetermined threshold value, a determination is made that a condition for execution of jerk control has become valid, and the operation proceeds to Step S102. On the other hand, if an increment in the amount of fuel injection is less than or equal to the predetermined threshold value, a determination is made that a condition for execution of jerk control has not become valid, and the operation proceeds to Step S120.
  • a predetermined period e.g. 0. 0.1 second
  • Step S120 the ECU 92 sets a control execution flag XJ to "0."
  • This control execution flag XJ is for determining whether or not the jerk control for suppressing the vibrations occurring during the acceleration of the automobile 11 is being presently executed.
  • Step S121 the ECU 92 sets as a final fuel injection amount QFIN the amount of fuel injection calculated from a known map on the basis of the amount of the accelerator pressed as an upper-limit guard, and then the operation proceeds to Step S119.
  • the aforementioned map is determined in advance through an experiment and is stored in the ROM 93.
  • the ECU 92 determines the engine speed NE on the basis of the detection signal from the engine speed sensor 13a, and calculates the final fuel injection timing from a known map on the basis of the engine speed NE and the amount of fuel injected. After the final fuel injection timing is thus calculated, the ECU 92 temporarily ends this processing routine. After the final fuel injection amount QFIN and the final fuel injection timing are set as described above, the ECU 92 controls the driving of the fuel injection nozzle 21, and allows fuel of a value corresponding to the final fuel injection amount QFIN to be injected at the final fuel injection timing.
  • Step S101 Fig. 6
  • Step S102 the ECU 92 sets "1" in the RAM 95 as the control execution flag XJ.
  • Step S103 the ECU 92 determines whether or not it is the first time that the condition for execution of jerk control has become valid. If "NO” is the answer in the determination in Step 103, the operation proceeds to Step S108 (Fig. 7), while if "YES" is the answer in the determination, the operation proceeds to Step S104.
  • the ECU 92 determines a ratio between the engine speed NE and the amount of the accelerator pressed, and determines the present shift position in the automatic transmission 23 by referring to the known map on the basis of the ratio. It should be noted that a description will be given hereafter under the assumption that the shift position of the automatic transmission 23 is in the second gear.
  • the ECU 92 calculates an initial value of a final subtraction value QACCO and a jerk controlling time t on the basis of the shift position calculated above.
  • the final subtraction value QACCO is obtained by subtracting from the aforementioned final fuel injection amount QFIN, and becomes gradually smaller with the lapse of time, as shown in Fig. 5A.
  • the aforementioned jerk controlling time t corresponds to the time duration when the change in the engine speed NE during the sudden acceleration of the automobile 11 is effected for two to three periods.
  • the initial value of the final subtraction value QACCO and the jerk controlling time t thus calculated are set to values suitable for suppressing the fluctuations in the engine speed NE by the fuel-injection-amount correction during jerk control.
  • the ECU 92 calculates the phase difference ⁇ until the start of fuel-injection-amount correction with respect to the start of variation in the engine speed NE occurring during such as the acceleration of the automobile 11, on the basis of the present shift position in the automatic transmission 23.
  • This phase difference ⁇ is calculated as a value which becomes greater as the shift position shifts from the first gear toward the fourth gear, as shown in Figs. 4A to 4D.
  • the ECU 92 determines the number of fuel injections m ( m is a natural number) effected while the crankshaft 14 rotates by the portion of the calculated phase difference q, and then the operation proceeds to Step S108 (Fig. 7).
  • Step S108 the ECU 92 sets as an engine speed difference DLNE a value obtained by subtracting the previous engine speed NEi-1 from the present engine speed NEi, and the operation proceeds to Step S109.
  • Step S109 the ECU 92 determines whether or not the aforementioned engine speed difference DLNE is smaller than "0," i.e., whether or not the engine speed NE has declined. Then, if "DLNE ⁇ 0," it is determined that the engine speed NE has declined, and the operation proceeds to Step S110. If it is not "DLNE ⁇ 0,” it is determined that the engine speed NE has increased, and the operation proceeds to Step S111.
  • the ECU 92 increments an engine-speed drop counter N1 by "1,” and resets an engine-speed rise counter N2 to "0.” Meanwhile, as processing in Step S111, the ECU 92 increments the engine-speed rise counter N2 by "1,” and resets the engine-speed drop counter N1 to "0.” Accordingly, if the drop in the engine speed NE continues, the count of the engine-speed drop counter N1 becomes large, whereas if the rise in the engine speed NE continues, the count of the engine-speed rise counter N2 becomes large.
  • the reference engine speed ACNEI is set as shown in, for example, Fig. 5B, with respect to the variation in the engine speed NE occurring during the sudden acceleration of the automobile 11.
  • the reference engine speed ACNEI is reset to a new one each time the engine speed NE begins to rise.
  • the ECU 92 sets as the engine speed variation value DLNES a value obtained by subtracting the aforementioned reference engine speed ACNEI from the present engine speed NE.
  • the engine speed variation value DLNES thus set changes with respect to the variation in the engine speed NE, as shown in Fig. 5C.
  • Step S115 the ECU 92 sets as an increment value tQACCE a value obtained by multiplying the aforementioned the engine speed variation value DLNES by a coefficient k .
  • the coefficient k is for converting the engine speed variation value DLNES into the increment value tQACCE of the amount of fuel injection.
  • a total of m ( m is a natural number) increment values QACCE m to QACCE1 having the relationship shown by Formulae (1) below are stored in the RAM 95 of the ECU 92.
  • QACCE m QACCE m-1
  • QACCE 1 tQACCE
  • Step S116 the ECU 92 resets the aforementioned increment value tQACCE as new QACCE 1 , and resets the increment values QACCE m to QACCE 2 to new values on the basis of the relationship shown in Formulae (1) above. Then, as processing in an ensuing Step S117, the ECU 92 resets the increment value QACCE m as the final increment value QACCE. Accordingly, the final increment value QACCE is the increment value tQACCE calculated m times before.
  • the ECU 92 sets as the final fuel injection amount QFIN a value in which the final subtraction value QACCO is subtracted from and the final increment value QACCE is added to the value determined by using as an upper-limit value the amount of fuel injection calculated from a known map on the basis of the amount of the accelerator pressed.
  • FIG. 8 is a flowchart illustrating a processing routine for calculating the final subtraction value QACCO. This processing routine is executed by time interruption at each predetermined time through the ECU 92.
  • Step S205 the ECU 92 sets the present reduction value QACCOi to "0,” and as processing in an ensuing Step S204 sets the present reduction value QACCOi (in this case, "0") as the final reduction value QACCO.
  • the ECU 92 temporarily ends this processing routine.
  • Step S201 a determination is made that the jerk control is being executed, and the operation proceeds to Step S202.
  • the ECU 92 sets as the present reduction value QACCO i a value obtained by subtracting a redetermined value ⁇ Q from the previous reduction value QACCO i-1 , and the operation then proceeds to Step S203.
  • Step S203 the ECU 92 determines whether or not the present reduction value QACCO i is greater than "0.” Then, if "QACCO i > 0" does not hold, the operation proceeds to Step S205, and after the processing in Steps S205 and S204 is consecutively executed in the same way as described above, this processing routine temporarily ends.
  • Step S203 if "QACCO i > 0," the operation proceeds directly to Step S204, and the present reduction value QACCO i (in this case, a value greater than "0") is set as the final reduction value QACCO.
  • the ECU 92 temporarily ends this processing routine. Accordingly, by executing the processing routine, during the jerk control the final reduction value QACCO becomes gradually smaller with the lapse of time, as shown in Fig. 5A.
  • a decrement in the final reduction value QACCO is determined by the magnitude of the predetermined value ⁇ Q in the aforementioned Step S202.
  • the predetermined value ⁇ Q in this embodiment is set to such a value that the decrement in the final reduction value QACCO does not become excessively sharp.
  • Step S118 the ECU 92 executes the processing in the ensuing Step S119, and temporarily ends this processing routine.
  • the ECU 92 controls the driving of the fuel injection nozzle 21 to cause the fuel injection nozzle 21 to inject fuel of a value corresponding to the final fuel injection amount QFIN.
  • the amount of fuel injection is increased or decreased with the phase difference ⁇ , as shown in Fig. 5A, in the form shown in the drawing with respect to the variation in the engine speed NE.
  • the reason for the fact that the phase difference ⁇ can be provided in the execution of the fuel-injection-amount correction with respect to the aforementioned variation in the engine speed NE is because, in the processing in the aforementioned step S116, the final increment value QACCE used in the aforementioned Step S118 is made the increment value tQACCE determined on the basis of the engine speed variation value DLNES calculated m times before.
  • the increase in the output torque of the engine 12 due to the corrective increase in the amount of fuel-injection occurs during the drop in the number of revolutions in the variation in the engine speed NE due to the aforementioned phase difference ⁇ .
  • the decrease in the output torque of the engine 12 due to the decrease in the amount of fuel injection occurs during the rise in the number of revolutions in the variation in the engine speed NE due to the aforementioned phase difference ⁇ . Accordingly, it becomes possible to suitably suppress the fluctuations in the engine speed NE and, hence, the vibrations of the automobile 11 occurring during the sudden acceleration.
  • the output torque of the diesel engine 12 does not change immediately when the amount of fuel injection is increased or decreased, but changes after the lapse of the period of fuel combustion and the period of movement of the piston 1 after the increase or decrease in the amount of fuel injection. Accordingly, with respect to variations in the engine speed NE occurring during a sudden acceleration of the automobile 11, the fuel-injection-amount correction in accordance with the variation in the engine speed NE is executed with the phase difference ⁇ with a predetermined incremental pattern, so that the variations in the engine speed NE can be suitably suppressed. Namely, an increase in the output torque of the engine 12 due to an increase in the amount of fuel injection occurs during the drop in the number of revolutions in fluctuations in the engine speed NE with the phase difference ⁇ .
  • the phase difference ⁇ is set to a greater value as the shift position of the transmission 23 shifts from the first gear toward the fourth gear.
  • This embodiment may be modified, for instance, as follows.
  • the phase difference ⁇ is set to a different value for each of the shift positions (first to fourth gears) of the automatic transmission 23, the phase differences ⁇ for the first and second gears may be made common, and the phase differences ⁇ for the third and fourth gears may be made common.
  • the phase difference ⁇ for the first and second gears is set to an intermediate value between the phase difference q for the first gear and the phase difference ⁇ for the second gear in the foregoing embodiment
  • the phase difference ⁇ for the third and fourth gears is set to an intermediate value between the phase difference ⁇ for the third gear and the phase difference q for the fourth gear in the foregoing embodiment. Even in such a modification, it is possible to obtain an advantage similar to the foregoing embodiment.
  • the aforementioned phase difference may be set to a fixed value irrespective of the shift position of the automatic transmission 23.
  • the embodiment of the present invention is suitable for applying to a common rail type diesel engine because this type of the diesel engine has high degree of freedom for the fuel injection contol.
  • it is not limited to apply to the common rail type diesel engine, but the embodiment of the invention is also applicable to other types of diesel engines.
  • the present invention may be applied to a gasoline engine.
  • the torque controlling apparatus in the embodiment serves as the fuel injection controlling apparatus for controlling the amount of fuel injection
  • the torque controlling appratus according to the invention includes either apparatus for controlling a fuel injection timing, a fuel injection pressure, an ignition timing, or an amount of air.
  • the suddenly-accelerating-operation detecting means detects the presence or absence of the suddenly accelerating operation by the acceleration and deceleration commanding means on the basis of changes in the amount of fuel injected and supplied. According to this arrangement, the operation for suddenly accelerating the vehicle can be accurately detected on the basis of changes in the amount of fuel injected and supplied into the internal combustion engine.
  • the aforementioned vibrations can be suitably suppressed by the phase difference.
  • the form of occurrence of vibrations occurring due to the variation in the driving force from the internal combustion engine to the transmission changes depending on the shift position of the transmission, by making variable the phase difference in the incremental pattern for increasing the amount of fuel injection with respect to the vibrations in correspondence with the detected shift position, the suppression of vibrations can be suitably attained in whichever shift position the aforementioned vibrations occur.
  • the smaller the reduction gear ratio of the transmission in terms of the shift position the larger the phase difference is set in the incremental pattern for increasing the amount of fuel injection with respect to the vibrations occurring due to the variation in the driving force from the internal combustion engine to the transmission. Therefore, the suppression of the vibrations can be attained more accurately in whichever position the shift position may be.

Landscapes

  • 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)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Claims (7)

  1. Appareil de contrôle de couple pour un moteur à combustion interne monté sur un véhicule, comprenant :
    un moyen de commande d'accélération et de décélération (25, 28) externement fonctionnel ;
    un moyen de détection d'opération d'accélération soudaine (13a, 27) pour détecter la présence ou l'absence d'une opération d'accélération soudaine par ledit moyen de commande d'accélération et de décélération (25, 28) ; et
    un moyen de correction (92), lorsque la présence de l'opération d'accélération soudaine est détectée par ledit moyen de détection d'opération d'accélération soudaine (13a, 27), pour corriger le couple du moteur en utilisant une différence de phase prédéterminée  et un modèle de variation de couple qui sont tous les deux prédéterminés par rapport à la condition d'accélération du moteur afin de supprimer les vibrations se produisant en raison de la variation de la force de propulsion dudit moteur à combustion interne à une transmission (23),
       dans lequel, ledit moyen de correction (92) corrige la vitesse du moteur à l'aide d'une valeur de variation de vitesse du moteur fluctuante (DLNES),
    caractérisé en ce que
    ladite valeur de variation de vitesse du moteur fluctuante (DLNES) est établie en soustrayant une vitesse du moteur de référence (ACNEI) de la vitesse présente du moteur.
  2. Appareil de contrôle du couple pour un moteur à combustion interne monté sur un véhicule selon la revendication 1, caractérisé en ce qu'il comprend en outre :
       un moyen de détection de position de rapport de vitesse (92) pour détecter une position de rapport de vitesse de ladite transmission (23),
       dans lequel ledit moyen de correction (92) rend variable la différence de phase  dans le modèle de variation de couple qui doit être communiquée en correspondance avec la position de rapport de vitesse détectée.
  3. Appareil de contrôle de couple pour un moteur à combustion interne monté sur un véhicule selon la revendication 1, caractérisé en ce que :
    un moyen d'injection de carburant (23) est de plus prévu, pour injecter et délivrer le carburant en une quantité correspondante à l'opération dudit moyen de commande d'accélération et de décélération (25, 28) dans le moteur à combustion interne monté sur un véhicule accouplé à une transmission (23) ;
    ledit moyen de correction (92) inclut un moyen de correction de quantité d'injection du carburant (92), lorsque la présence d'une opération d'accélération soudaine est détectée par ledit moyen de détection d'opération d'accélération soudaine (13a, 27) pour corriger la quantité de carburant injectée et délivrée avec une différence de phase  prédéterminée et un modèle incrémentiel par rapport aux vibrations afin de supprimer les vibrations se produisant en raison de la variation de la force de propulsion dudit moteur à combustion interne à ladite transmission (23).
  4. Appareil de contrôle de couple pour un moteur à combustion interne monté sur un véhicule selon la revendication 3, caractérisé en ce qu'il comprend en outre :
       un moyen de détection de position de rapport de vitesse (92) pour détecter une position de rapport de vitesse de ladite transmission (23),
       dans lequel ledit moyen de correction de quantité d'injection du carburant (92) rend variable la différence de phase  dans le modèle incrémentiel qui doit être communiqué en correspondance avec la position de rapport de vitesse détectée.
  5. Appareil de contrôle de couple pour un moteur à combustion interne monté sur un véhicule selon la revendication 4, caractérisé en ce que plus petit sera le rapport de réduction de la position de rapport de vitesse détectée par le moyen de détection de position de rapport de vitesse, ledit moyen de correction de quantité d'injection de carburant (92) établit la différence de phase  à une valeur plus grande dans le modèle incrémentiel à communiquer.
  6. Appareil de contrôle de couple pour un moteur à combustion interne monté sur un véhicule selon l'une quelconque des revendications 3 à 5, caractérisé en ce que la valeur de la différence de phase  est établie de sorte que l'augmentation et la diminution du couple de sortie du moteur (12) basées sur l'augmentation et la diminution de la quantité d'injection du carburant se produira pendant la diminution du nombre de rotations et pendant l'augmentation du nombre de rotations dans les fluctuations de la vitesse du moteur (NE).
  7. Appareil de contrôle de couple pour un moteur à combustion interne monté sur un véhicule selon la revendication 6, caractérisé en ce que la durée t pour corriger la quantité de carburant par ledit moyen de correction de quantité d'injection de carburant (92) correspond à la durée lors du changement de la vitesse du moteur (NE) pendant l'accélération soudaine du véhicule (11) est effectué pendant deux ou trois périodes.
EP98117674A 1997-09-18 1998-09-17 Dispositif pour contrôler le couple d'un moteur à combustion équipant un véhicule automobile Expired - Lifetime EP0903257B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
JP25369597A JP3752797B2 (ja) 1997-09-18 1997-09-18 車載内燃機関の燃料噴射制御装置
JP25369597 1997-09-18
JP253695/97 1997-09-18

Publications (3)

Publication Number Publication Date
EP0903257A2 EP0903257A2 (fr) 1999-03-24
EP0903257A3 EP0903257A3 (fr) 2000-08-30
EP0903257B1 true EP0903257B1 (fr) 2002-01-30

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EP98117674A Expired - Lifetime EP0903257B1 (fr) 1997-09-18 1998-09-17 Dispositif pour contrôler le couple d'un moteur à combustion équipant un véhicule automobile

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EP (1) EP0903257B1 (fr)
JP (1) JP3752797B2 (fr)
DE (1) DE69803641T2 (fr)

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DE19928516A1 (de) * 1999-06-22 2000-12-28 Bosch Gmbh Robert Verfahren und Vorrichtung zur Steuerung der Antriebseinheit eines Fahrzeugs
DE102010023385B4 (de) * 2010-06-10 2023-10-05 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Verfahren zum Regeln eines Motors eines Kraftfahrzeugs
CN110905670A (zh) * 2018-09-14 2020-03-24 罗伯特·博世有限公司 车辆剧烈加速状态下调整发动机输出扭矩的方法和系统

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Publication number Priority date Publication date Assignee Title
JPS63212740A (ja) * 1987-02-27 1988-09-05 Mitsubishi Electric Corp 内燃機関の電子制御装置
JP2701270B2 (ja) * 1987-11-05 1998-01-21 株式会社日立製作所 点火進角制御装置
JPH0347444A (ja) * 1989-07-13 1991-02-28 Nissan Motor Co Ltd 内燃機関の加速ショック緩和装置
JP2517289Y2 (ja) * 1989-09-12 1996-11-20 本田技研工業 株式会社 内燃機関の点火時期制御装置
US5573474A (en) * 1994-06-28 1996-11-12 General Motors Corporation Method for controlling ignition timing for an internal combustion engine

Also Published As

Publication number Publication date
DE69803641D1 (de) 2002-03-14
JP3752797B2 (ja) 2006-03-08
EP0903257A2 (fr) 1999-03-24
DE69803641T2 (de) 2002-08-08
JPH1193733A (ja) 1999-04-06
EP0903257A3 (fr) 2000-08-30

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