EP0953753A2 - Méthode pour éviter les secousses lors d' accélérations de véhicules à moteur - Google Patents

Méthode pour éviter les secousses lors d' accélérations de véhicules à moteur Download PDF

Info

Publication number
EP0953753A2
EP0953753A2 EP99105535A EP99105535A EP0953753A2 EP 0953753 A2 EP0953753 A2 EP 0953753A2 EP 99105535 A EP99105535 A EP 99105535A EP 99105535 A EP99105535 A EP 99105535A EP 0953753 A2 EP0953753 A2 EP 0953753A2
Authority
EP
European Patent Office
Prior art keywords
throttle valve
accelerator pedal
course
throttle
value
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.)
Withdrawn
Application number
EP99105535A
Other languages
German (de)
English (en)
Other versions
EP0953753A3 (fr
Inventor
Roland Flinspach
Andreas Haller
Franz Moser
Günter Rink
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Daimler AG
Original Assignee
DaimlerChrysler 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 DaimlerChrysler AG filed Critical DaimlerChrysler AG
Publication of EP0953753A2 publication Critical patent/EP0953753A2/fr
Publication of EP0953753A3 publication Critical patent/EP0953753A3/fr
Withdrawn legal-status Critical Current

Links

Images

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
    • F02D41/04—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
    • 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
    • F02D41/14—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
    • F02D2200/1015—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

Definitions

  • the invention relates to a method for avoiding jerky vibrations when accelerating motor vehicles after Preamble of claim 1.
  • Jerky vibrations are longitudinal vehicle vibrations caused by Introduction of energy, especially when accelerating the vehicle, generated in the engine-drive train-body vibration system become.
  • the engine torque is transferred to the via a flywheel Drive train that acts like a torsion spring and are initially braced under the influence of the engine torque got to. If this is done by building up moments quickly, so it happens due to the kinetic stored in the flywheel Energy to overshoot the flywheel, which is in the above-mentioned category of jerky vibrations.
  • Measures can be taken to avoid jerky vibrations over which the motor torque is influenced in a phase-oriented manner will prevent longitudinal vibrations of the vehicle.
  • measures come ignition angle adjustment, interventions into fuel injection or targeted influencing the throttle valve movement in question.
  • the accelerator pedal movement is usually dampened into one movement implemented the throttle valve, so that the throttle valve with lower speed or delayed accelerator pedal movement is opened.
  • the invention is based on the problem of jerky vibrations without impairing the acceleration behavior and the exhaust gas behavior reliably prevent.
  • the change the throttle valve position according to a predetermined Function a certain engine torque curve that prevents jerking vibrations implemented.
  • a certain engine torque curve is achieved in that the course of the Throttle position from an initial closed position is initially briefly increased to a local maximum, where the throttle valve is open. The throttle valve will then according to the local minimum in the throttle valve function put back in the closed position and finally open according to the target opening position until the target torque value has been reached.
  • the course of the throttle valve function is essentially independent of the course of the accelerator pedal movement.
  • Another advantage is that the short-term Opening of the throttle valve in the area of the local maximum Throttle valve course a fast, delay-free filling of the intake manifold of the internal combustion engine with intake air becomes.
  • the direct control the throttle valve delays in the area of the local maximum as a result of damped conversion of the accelerator pedal movement and as a result Avoid inertia of engine and control components.
  • the throttle valve is expediently set using a electrically actuated actuator with an energizing function is acted upon by the desired course the throttle valve position is effected.
  • the lighting function is advantageous as an approximately rectangular function trained with time-discrete current intervals, which in simple Way can be generated.
  • the energization function preferably has a jump point, with the the local maximum in the course of the throttle valve position is reproduced and with a short rectangular pulse high amplitude is formed.
  • the jump point causes very brief, partial opening of the throttle valve, whereby a significant increase in intake manifold pressure and engine torque can be reached.
  • the maximum vehicle acceleration reached in the shortest possible time already one 100% current flow of the throttle valve of 20 ms is sufficient for the Throttle valve open 20% and 50% of the maximum intake manifold pressure to achieve, the maximum vehicle acceleration set smoothly after about 180 ms.
  • the torque function responsible for smooth start-up can be realized via the throttle valve position the time spans of the different phases within the throttle valve function on the oscillation period of the jerking vibration be coordinated.
  • the time period is expediently between the initial closing position and the target opening position of the Throttle valve about 1/4 to 1/2 of the vibration duration of the bucking vibration, the exact value of that period of time from Amplitude and duration of the local maximum in the throttle function depends.
  • the time span is reduced for tensioning the drive train and smooth application of the target torque to 1/4.
  • the throttle valve function in an easy to implement way than about ramped, steady moment curve between the local Maximum, the local minimum and the target torque value, the time span increases to 1/2 of the period of oscillation Jerky vibration.
  • An intention to accelerate based on one caused by the driver Recognizing accelerator pedal operation is the speed of the accelerator pedal is detected and a throttle valve change preferably triggered in the event that the accelerator pedal speed lies above a threshold value, which is dependent can have different parameters determined, for example depending on the starting position of the accelerator pedal, the path difference between the start position and end position the accelerator pedal, the engine speed and the currently inserted Gangs.
  • the graphs shown in FIGS. 1 to 5 each show three functional courses, one course each for rapid acceleration (solid line), one Course for a slower acceleration to the same Target level (dash-dotted line) and a course for one Acceleration to a lower target level (dashed line).
  • the change in the accelerator pedal position St G in the example shown is linearly ramp-shaped, starting from an initial position in which the accelerator pedal is not under pressure, to an end position in which the accelerator pedal is depressed to a maximum of 100% according to the driver's specification is.
  • the accelerator pedal change triggered at time t 0 has the greatest gradient, so that the end position is reached as quickly as possible with a maximum value of 100%.
  • the dash-dotted function the increase is flatter, the end value is also 100%.
  • the dashed function represents the flattest increase with a final value that is clearly below 100%.
  • the position St G of the accelerator pedal shown in FIG. 1 is converted into an energization function I shown in FIG. 2, which represents the current profile of an electrical actuator via which the throttle valve of the internal combustion engine is set.
  • the energization function I which is designed as a rectangular function, begins with a slight time delay at the time t 1 and rises abruptly to a local maximum I max .
  • the level of the local maximum initially drops to a significantly lower level and then falls at time t 2 to a local minimum I min , which is zero in the exemplary embodiment.
  • the current strength jumps again to a final level corresponding to the position of the accelerator pedal.
  • the local maximum I max is applied to the actuator as a current pulse, which causes a brief, partial swinging up of the throttle valve. As a result, the suction pipe is filled quickly and the pressure increases rapidly.
  • the local maximum I max is given up with a short time delay at the time t 1 compared to the beginning of the increase in the accelerator pedal position at the time t 0 .
  • the parameters determining the course of the energization function and thus the course of the throttle valve position can be determined by measuring and evaluation devices.
  • a change in the throttle valve position is expediently triggered when the actuator is supplied with the current supply function if the change in the accelerator pedal position - and hence the speed of the accelerator pedal - is above a threshold value which results from the starting position of the accelerator pedal, the accelerator pedal travel difference, the engine speed and / or the gear position certainly.
  • the initial course of the energization function in particular the course of the local maximum I max and the local minimum I min , can first be determined from these parameters.
  • the end level of the energization function or the throttle valve position can be determined from further, cyclically recorded measurements at a later time after t 2 .
  • FIG. 3 shows the course DK of the throttle valve position which arises in response to the energization function I.
  • the curve DK increases from an initial closed position DK u to a local maximum DK max , then drops to a local minimum DK min , which is zero or a value slightly above zero, and finally rises to a target opening position DK o , with the the final speed or the target value of the engine torque is reached in accordance with the end position of the accelerator pedal.
  • the function of the throttle valve position is continuous up to the second derivative.
  • the time intervals between local maximum, local minimum and Target values are advantageous on the vibration duration of the jerking vibration Voted.
  • the time between the initial closing position the throttle valve or the initial torque value and the target opening position or the torque target value preferably 1/4 to 1/2 of the oscillation period of the jerky oscillation, where the exact value of the attainable gradients in Course of the throttle valve position or in the course of the engine torque depends. If the gradient is very steep, it moves Time span in the direction of 1/4, in the case of flatter gradients in the direction 1/2 of the vibration duration of the jerking vibration.
  • the length of time the local minimum in the course of the throttle valve position or the engine torque is taking into account the Criteria for the gradients corresponding to a maximum of 1/4 of the Vibration period of the jerking vibration.
  • the functions are used to accelerate from left to right run through. In the event of a vehicle deceleration, the functions Walk in the opposite direction from right to left; the vehicle can be decelerated accordingly smoothly become.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
EP99105535A 1998-04-29 1999-03-18 Méthode pour éviter les secousses lors d' accélérations de véhicules à moteur Withdrawn EP0953753A3 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19819049 1998-04-29
DE19819049A DE19819049A1 (de) 1998-04-29 1998-04-29 Verfahren zur Vermeidung von Ruckelschwingungen beim Beschleunigen von Kraftfahrzeugen

Publications (2)

Publication Number Publication Date
EP0953753A2 true EP0953753A2 (fr) 1999-11-03
EP0953753A3 EP0953753A3 (fr) 2001-04-18

Family

ID=7866096

Family Applications (1)

Application Number Title Priority Date Filing Date
EP99105535A Withdrawn EP0953753A3 (fr) 1998-04-29 1999-03-18 Méthode pour éviter les secousses lors d' accélérations de véhicules à moteur

Country Status (4)

Country Link
US (1) US6199536B1 (fr)
EP (1) EP0953753A3 (fr)
JP (1) JP2000002135A (fr)
DE (1) DE19819049A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2002103180A1 (fr) * 2001-06-15 2002-12-27 Robert Bosch Gmbh Procede et dispositif de commande d'un moteur a combustion interne
FR2935442A1 (fr) * 2008-09-01 2010-03-05 Peugeot Citroen Automobiles Sa Procede de commande du couple d'un moteur de vehicule.

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3533991B2 (ja) * 1999-06-15 2004-06-07 トヨタ自動車株式会社 車載用内燃機関の制御装置
DE10017281A1 (de) * 2000-04-06 2001-10-11 Bosch Gmbh Robert Verfahren und Vorrichtung zur Steuerung einer Antriebseinheit
US6612287B2 (en) * 2001-10-16 2003-09-02 Visteon Global Technologies, Inc. Electronic throttle position feedforward system
DE10335732A1 (de) * 2003-08-05 2005-02-24 Daimlerchrysler Ag Verfahren zum Ändern des Beschleunigungsmodus eines Kraftfahrzeugs
JP4503631B2 (ja) * 2007-05-18 2010-07-14 本田技研工業株式会社 内燃機関の制御装置
DE102008061056A1 (de) * 2008-12-08 2010-02-04 Audi Ag Verfahren zum Steuern und/oder Regeln einer Antriebseinheit eines Kraftfahrzeugs sowie Vorrichtung zur Steuerung und/oder Regelung der Antriebseinheit
JP5247659B2 (ja) * 2009-11-11 2013-07-24 川崎重工業株式会社 乗物

Family Cites Families (17)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3209463A1 (de) * 1982-03-16 1983-09-29 Dr.Ing.H.C. F. Porsche Ag, 7000 Stuttgart Schaltungsanordnung zum betaetigen der drosselklappe eines kraftfahrzeug-verbrennungsmotors
DE3621555A1 (de) * 1986-06-27 1988-01-07 Hella Kg Hueck & Co Vorrichtung zum einstellen der fahrgeschwindigkeit eines kraftfahrzeugs
DE3738719C2 (de) * 1986-11-27 1997-09-25 Volkswagen Ag Verfahren und Anordnung zur Verhinderung störender Lastwechselschläge bei einer Fahrzeug-Brennkraftmaschine
US4844026A (en) * 1987-03-25 1989-07-04 Japan Electronic Control Systems Company, Limited Spark ignition timing control system for internal combustion engine with feature of suppression of jerking during engine acceleration
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
DE4013943A1 (de) 1989-05-01 1990-11-08 Toyota Motor Co Ltd Verfahren und einrichtung zum unterdruecken von ruckschwingungen eines kraftfahrzeugs
JPH0379371A (ja) 1989-08-24 1991-04-04 Nakajima All Purishijiyon Kk 印字制御回路
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
JP2861225B2 (ja) * 1990-03-26 1999-02-24 株式会社デンソー 車両内燃機関系の制御装置
DE4202407C2 (de) * 1992-01-29 1994-02-03 Daimler Benz Ag Verfahren zur Dämpfung von Fahrlängsschwingungen
JPH05296097A (ja) * 1992-04-21 1993-11-09 Mitsubishi Electric Corp エンジンの吸入空気量制御装置
DE4223520C2 (de) * 1992-07-17 2001-05-17 Bosch Gmbh Robert Steuersystem für die Kraftstoffzumessung einer Brennkraftmaschine
US5532929A (en) * 1992-12-16 1996-07-02 Toyota Jidosha Kabushiki Kaisha Apparatus for controlling vehicle driving power
JP2849322B2 (ja) * 1993-12-16 1999-01-20 三菱自動車工業株式会社 エンジンの燃料噴射制御装置
DE19534633A1 (de) * 1995-05-30 1996-12-05 Bosch Gmbh Robert Verfahren und Vorrichtung zur Steuerung einer Antriebseinheit eines Fahrzeugs
JP2742900B2 (ja) 1995-11-17 1998-04-22 日東精工株式会社 リベットかしめ機
US5963216A (en) 1996-04-25 1999-10-05 Hewlett-Packard Company Providing print preview of a print job using printing calls from a print driver

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
None

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2002103180A1 (fr) * 2001-06-15 2002-12-27 Robert Bosch Gmbh Procede et dispositif de commande d'un moteur a combustion interne
FR2935442A1 (fr) * 2008-09-01 2010-03-05 Peugeot Citroen Automobiles Sa Procede de commande du couple d'un moteur de vehicule.

Also Published As

Publication number Publication date
JP2000002135A (ja) 2000-01-07
DE19819049A1 (de) 1999-11-25
US6199536B1 (en) 2001-03-13
EP0953753A3 (fr) 2001-04-18

Similar Documents

Publication Publication Date Title
EP2386021B1 (fr) Procédé permettant de faire fonctionner un système d'injection de carburant
EP0760056B1 (fr) Procede et dispositif de commande d'un moteur a combustion interne
DE19509494A1 (de) Vorrichtung zur Regulierung der Geschwindigkeit eines Kraftfahrzeuges
DE3028940A1 (de) Regelvorrichtung fuer eine verbrennungskraftmaschine
WO2016062493A1 (fr) Dispositif pour assurer la commande d'au moins une soupape commutable
DE102007035089B4 (de) Drosselklappenöffnungs-Steuerungssystem und -Verfahren für einen Verbrennungsmotor
DE4327483A1 (de) Verfahren und Vorrichtung zur Ansteuerung eines Leistungsstellelements einer Antriebseinheit eines Fahrzeugs
DE3142409A1 (de) Verfahren und vorrichtung zur regelung der drehzahl einer brennkraftmaschine im leerlauf
DE4321333A1 (de) Verfahren und Vorrichtung zur Steuerung einer Antriebseinheit eines Fahrzeugs
EP0953753A2 (fr) Méthode pour éviter les secousses lors d' accélérations de véhicules à moteur
DE10024704A1 (de) Verfahren und Vorrichtung zur Steuerung der Antriebseinheit eines Fahrzeugs
DE19836845A1 (de) Verfahren und Vorrichtung zur Steuerung einer Antriebseinheit eines Kraftfahrzeugs
DE4236009B4 (de) Verfahren und Vorrichtung zum Steuern des Luftdurchsatzes durch einen Verbrennungsmotor im Schiebebetrieb
DE19534633A1 (de) Verfahren und Vorrichtung zur Steuerung einer Antriebseinheit eines Fahrzeugs
DE3644137A1 (de) Vorrichtung zum steuern wenigstens einer das antriebsmoment einer brennkraftmaschine eines kraftfahrzeuges beeinflussenden groesse
EP0279908B1 (fr) Méthode et dispositif de montage pour amortir des oscillations d'un véhicule
DE19838454C1 (de) Verfahren zur Reduzierung von Lastwechselschlag bei Kraftfahrzeugen
EP0953752A2 (fr) Procédé pour éviter les à-coups lors d'accélérations de véhicules à moteur
DE3028601C2 (de) Anordnung zur Regelung der Geschwindigkeit eines Motorfahrzeugs
WO1999058360A1 (fr) Dispositif de commande de moteur de vehicule avec regulation et/ou limitation de la vitesse de roulement
DE19522692C2 (de) Steuervorrichtung und -verfahren für eine Verbrennungskraftmaschine
DE4322270B4 (de) Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
DE19949449B4 (de) Verfahren zur Dämpfung von Ruckelschwingungen
EP0894961A2 (fr) Méthode pour éliminer les oscillation longitudinales pendant les accélérations positives et négatives de véhicules à moteur
DE2511609C3 (de) Einrichtung zum Regeln der Fahrgeschwindigkeit eines Kraftfahrzeuges

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

AK Designated contracting states

Kind code of ref document: A2

Designated state(s): DE ES FR GB IT

AX Request for extension of the european patent

Free format text: AL;LT;LV;MK;RO;SI

PUAL Search report despatched

Free format text: ORIGINAL CODE: 0009013

AK Designated contracting states

Kind code of ref document: A3

Designated state(s): AT BE CH CY DE DK ES FI FR GB GR IE IT LI LU MC NL PT SE

AX Request for extension of the european patent

Free format text: AL;LT;LV;MK;RO;SI

AKX Designation fees paid

Free format text: DE ES FR GB IT

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE APPLICATION IS DEEMED TO BE WITHDRAWN

18D Application deemed to be withdrawn

Effective date: 20011019