Classifications

• • 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
  • F02D37/00—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for
  • F02D37/02—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for one of the functions being ignition
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D41/00—Electrical control of supply of combustible mixture or its constituents
  • F02D41/02—Circuit arrangements for generating control signals
  • F02D41/14—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
  • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
  • F02D2041/1413—Controller structures or design
  • F02D2041/1432—Controller structures or design the system including a filter, e.g. a low pass or high pass filter
• • 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
  • F02D41/0097—Electrical control of supply of combustible mixture or its constituents using means for generating speed signals

Definitions

• the present invention relates to a method for correcting the control parameters of an internal combustion engine fitted to a motor vehicle in order to eliminate the possible phenomena of jolts of torque which may occur during particular operating conditions of the vehicle.
• the engine control parameters namely the injection time or the ignition advance are corrected to eliminate the oscillations by monitoring the engine torque at the wheels and correcting in the loop the value of the control parameter or parameters chosen as a function of the amplitude of the oscillations detected.
• the known methods are limited to correcting the consequences of an abrupt variation in torque after having identified and identified its occurrence without acting on its cause which is the abrupt variation in the air flow.
• the object of the present invention is therefore to propose a method for correcting the control parameters of an internal combustion engine, in order to eliminate torque surges, which overcomes the disadvantages of the prior art by being particularly simple to implement.
• the method according to the invention for correcting torque surges relates more particularly to an internal combustion engine comprising an electronic engine control system determining according to the engine operating conditions the values of the engine control parameters.
• This method is of the type by which at least one control parameter ( ⁇ PAP) is corrected in response to the oscillations of the motor torque.
• the method for correcting torque jolts is characterized in that it comprises the following steps: calculation of the value of said control parameter directly as a function of the position of the accelerator pedal; determination of the correction to be applied to this control parameter by filtering the rotation speed of the motor shaft.
• the process which is the subject of the present invention directly attacks the main source of the torque surges that are the sudden variations of the accelerator pedal which conventionally generate corresponding sudden variations in the air flow or the flow of fuel and therefore sudden variations in torque.
• the control parameter corrected in response to the oscillations of the engine torque is the opening position of the throttle valve.
• the calculation of the value of said control parameter as a function of the position of the accelerator pedal is obtained from a law of progressivity adapted.
• the law of progressivity depends on the values of the characteristic parameters of engine operation and / or on the speed of depressing the accelerator pedal.
• the filtering of the engine speed operated is carried out by a filter of the filtered second derivative type, of variable gain and time constant.
• Figure 1 is a structural diagram in partial section of the engine and its engine control device incorporating the method of the present invention
• FIG. 2 is a block diagram detailing the different stages of the method which is the subject of the invention.
• FIG. 1 specifies the configuration of an engine control system implementing the torque surge correction method according to the present invention. Only the constituent parts necessary for understanding the invention have been shown.
• the internal combustion engine of the four-stroke type, with spark ignition and with in-line cylinders, referenced 1, is equipped with a multipoint injection device by which each cylinder is supplied with fuel by a specific electro-injector 5.
• the opening of each electro-injector 5 is controlled by an electronic engine control system 7, which determines the quantity of fuel injected or the duration of injection Ti in a pressure-time type injection system, as well as the phasing injection in the cycle according to the engine operating conditions.
• the combustion air supply is controlled by a throttle valve 8.
• This motorized throttle valve is controlled by the electronic engine control system 7 from the position of the accelerator pedal 9 transmitted by an appropriate displacement sensor.
• the engine control system transforms the depressing angle of the accelerator pedal ⁇ PED into an angle ⁇ PAP opening the throttle valve according to an adapted table.
• This correspondence table between the depressing angle of the accelerator pedal ⁇ PED and the opening angle ⁇ PAP of the throttle valve can be more or less complex and take account in particular of the engine operating point (speed pressure mapping , etc.).
• this table introduces a progressive law adapted between the depressing of the accelerator pedal and the opening of the throttle valve, progressive law which has the effect of limiting too abrupt variations in engine load and therefore eliminate at the source a certain number of disturbances causing torque jolts.
• the engine control system 7 also controls the instant of ignition of each spark plug 6 by means of the ignition power module 4 which controls the operation of the coil, the high voltage then being sent to each spark plug 6 by l through an un figured distributor.
• the ignition of a spark plug is ordered before the piston reaches Top Dead center explosion.
• This advance Av which can vary from a few degrees to several tens of degrees crankshaft, is determined by the engine control system according to the engine operating conditions.
• the engine control system 7 conventionally comprises a computer comprising a CPU, a random access memory (RAM), a read only memory (ROM), analog-digital converters (A / D), and various input and output interfaces.
• This engine control system receives input signals, performs operations and generates output signals intended in particular for the injectors 5 and the ignition power module 4.
• the sensor 3 makes it possible to deliver a signal representative of the running of the teeth carried by the crown and more particularly of the running speed of these teeth, that is to say representative of the instantaneous speed of rotation of the flywheel also called instantaneous speed of rotation of the engine and designated by the symbol N.
• the value of the speed of rotation N is used to determine the calculation of the injection time and the ignition time according to predetermined strategies.
• FIG. 2 describes a schematic diagram of the method for correcting torque surges which completes the law of progressivity introduced between ⁇ PED and ⁇ PAP.
• the motor control parameter ⁇ PAP is corrected by filtering the engine speed N.
• the regulation loop thus defined is permanently applied to the value ⁇ PAP, which makes it possible to eliminate the oscillations engine torque.
• This regulation loop is obtained simply by means of a digital filtering, for example of the type carrying out a filtered second derivative of a continuous transfer function given by the formula s 2 / ( ⁇ 2 + 2 ⁇ + s 2 ) where s is the Laplace variable, ⁇ the pulsation and ⁇ its damping.
• the characteristic values of the filter are for example obtained experimentally for a given engine by measurement on the test bench. These values are stored in the corresponding memories of the engine control system 7 in the conventional form of tables or maps.
• the value of the angle of opening of the throttle valve ⁇ PAP actually controlled by the electronic engine control system 7 is therefore the value ⁇ PAP obtained from the value ⁇ PED according to the chosen law of progressivity to which is therefore added the value of algebraic correction obtained according to the filtering exposed above.
• the action on the ⁇ PAP control parameter has the advantage compared to an action on another control parameter such as the injection time or the ignition advance, of not degrading the operation of the engine and in particular its consumption and its pollutant emissions.
• another control parameter such as the injection time or the ignition advance
• such an action on ⁇ PAP has a very rapid response time, since in particular through the law of progressivity implemented it is possible to remove the very source of certain misfires.
• filtering described above can be replaced by any other suitable filtering and, for example by two successive filterings applied to the measurement of the instantaneous rotation speed N of the engine of the type described in the patent application filed by Applicant No. Fr.93 / 14293.
• the system for correcting torque surges by correcting the opening angle of the ⁇ PAP throttle valve can be produced in various forms:

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)
• Combined Controls Of Internal Combustion Engines (AREA)
• Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)

Applications Claiming Priority (3)

Publications (1)

Family

ID=9509916

Family Applications (1)

Country Status (5)

Cited By (1)

Families Citing this family (16)

Family Cites Families (17)

• 1997
  • 1997-08-01 FR FR9709856A patent/FR2766872B1/fr not_active Expired - Fee Related
• 1998
  • 1998-07-31 JP JP2000505414A patent/JP2001512209A/ja not_active Withdrawn
  • 1998-07-31 WO PCT/FR1998/001706 patent/WO1999006685A1/fr not_active Application Discontinuation
  • 1998-07-31 EP EP98941507A patent/EP1002190A1/de not_active Withdrawn
  • 1998-07-31 US US09/463,406 patent/US6311670B1/en not_active Expired - Fee Related

Non-Patent Citations (1)

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