EP1065364B1 - Sytème de commande du couple maximal d'un moteur à explosion - Google Patents

Sytème de commande du couple maximal d'un moteur à explosion Download PDF

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Publication number
EP1065364B1
EP1065364B1 EP99305202A EP99305202A EP1065364B1 EP 1065364 B1 EP1065364 B1 EP 1065364B1 EP 99305202 A EP99305202 A EP 99305202A EP 99305202 A EP99305202 A EP 99305202A EP 1065364 B1 EP1065364 B1 EP 1065364B1
Authority
EP
European Patent Office
Prior art keywords
torque
engine
management system
torque limit
steady state
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
EP99305202A
Other languages
German (de)
English (en)
Other versions
EP1065364A1 (fr
Inventor
Richard Osborne
Garon Nigel Heslop
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.)
Ford Werke GmbH
Ford France SA
Ford Motor Co Ltd
Ford Motor Co
Original Assignee
Ford Werke GmbH
Ford France SA
Ford Motor Co Ltd
Ford Motor Co
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 Ford Werke GmbH, Ford France SA, Ford Motor Co Ltd, Ford Motor Co filed Critical Ford Werke GmbH
Priority to EP99305202A priority Critical patent/EP1065364B1/fr
Priority to DE69920673T priority patent/DE69920673D1/de
Publication of EP1065364A1 publication Critical patent/EP1065364A1/fr
Application granted granted Critical
Publication of EP1065364B1 publication Critical patent/EP1065364B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—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
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • 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
    • F02D2250/18—Control of the engine output torque
    • F02D2250/26—Control of the engine output torque by applying a torque limit

Definitions

  • the present invention relates to an engine management system for regulating the quantity of fuel supplied to an engine.
  • Engine control systems used for the control of diesel engine vehicles limit the amount of fuel injected in given operating conditions to that required to achieve a given torque.
  • the torque limit is established by steady state (constant speed) durability tests on the engine. The test results are converted into a look up table or algorithm stored in the control system so that the system has, for any given engine speed, a torque limit. If the driver sets a demand which exceeds the torque limit at the current engine speed the system controls fuelling of the engine so that the torque does not exceed the stored limit.
  • US-A-5 894 829 discloses an engine management system for regulating the quantity of fuel supplied to the cylinders of an internal combustion engine, the management system including steady state torque limit data indicating, for different engine speeds, a torque limit at which the engine is capable of operation for extended periods.
  • a torque limit override arranged allows transient torque limits to be set higher than the steady state torque limits under certain conditions, so that increased torque is available during transient operating conditions without compromising durability of the engine.
  • an engine management system as hereinafter set forth in Claim 1 of the appended claims.
  • the invention depends on the realisation that any acceleration condition must be transient and that the existence of such a condition can be used to indicate transient conditions during which the engine may be set to higher torque operation without compromising durability.
  • the amount of torque increase over the steady state limit is set using a scaling factor dependent upon acceleration values so that a greater transient torque increase is available during higher accelerations (which, by their nature, exist for shorter periods) than for lower accelerations (which may exist for longer periods).
  • the scaling factor also provides for smooth transition into and out of transient torque increases.
  • the invention provides a useful increase in torque and hence maximum power output of an engine when it is needed for acceleration.
  • a motor vehicle 10 has a diesel engine 11 and front and rear road wheels 12 and 13, respectively.
  • the front wheels are driven by the engine 11 via drive shafts 14 through a change speed gearbox 15.
  • the engine 11 has fuel injection equipment 16 controlled by an engine management system 17 via line 18. Signals on line 18 determine the quantity and timing of fuel injection by fuel injection equipment 16 and hence the torque produced by the engine.
  • Measuring systems grouped in box 19 receive inputs from a driver demand pedal (accelerator) 20 and from gearbox 15 and provides raw engine acceleration, gear (indicating which gear is selected) and driver demand (based on accelerator peaal position) signals to the engine management system 17 via line 21. Other inputs from vehicle sensors are input to the engine management system 17 via line 22.
  • a manual change speed gearbox is described, the invention will work equally well with an automatic gearbox or with a continuously variable transmission.
  • a torque limit lookup table 23 provides data that establishes for any engine speed 24, a steady state torque limit 25.
  • a driver demanded torque lookup table 26 contains data that establishes for any combination of engine speed 27 and accelerator pedal position 28, a driver demanded engine torque signal on line 29.
  • Driver demanded torque values on line 29 are input to torque modulation function (box 34) along with other vehicle inputs 35 and the other torque control demands (for example idle torque control) on line 36.
  • the torque modulation function provides for modulated transitions between torque demands to reduce shuffle (undesired higher frequency variations in engine speed due to interaction between the engine, the transmission and the vehicle resulting from sudden changes in torque) and for arbitration between torque demands from different sources.
  • the torque modulation function outputs an engine torque demand value on line 37.
  • a clipping function at box 38 clips the engine torque demand value on line 37 so that it does not exceed the maximum torque value on line 33.
  • Torque limit override means contained with the dotted line 39 in Figure 2 is arranged to set transient torque limits on line 31 higher than the steady state torque limits set by the torque limit lookup table 23 only when the engine is accelerating.
  • the torque limit override means subtracts at 40 the steady state torque limit on line 25 from the driver demanded torque on line 29 and at 41 clips the output of the subtraction to be greater than or equal to zero ensuring that the override function only acts to the torque limit, not to decrease it.
  • the clipped value on line 42 represents excess driver demand above the steady state torque limit.
  • the torque limit override means 39 receives a raw engine acceleration signal on line 43 which is input to a low pass filter 44.
  • the low pass filter 44 has a gain input 45.
  • the gain is set from a gain lookup table 46 having data relating gain to the selected gear input on line 47.
  • the gain sets the time constant of the low pass filter so that frequencies at or above the shuffle frequency for the currently selected gear are largely removed (see Figure 4).
  • Low pass filtered acceleration on line 48 is multiplied at 49 by a factor on line 50 set from lookup table 51 from selected gear 52 which sets a higher factor in higher gears than in lower gears. Higher factors are required in higher gears to produce a useful and noticeable increase in performance as the torque transmitted by the gears in lower in higher gears than in lower gears.
  • the modified low pass filtered acceleration 53 is clipped at 54 to be between zero and one to establish an excess scale factor on line 55.
  • the excess driver demand above the steady state torque limit value on line 42 is multiplied at 56 by the excess scale factor on line 55 to give a transient torque increment on line 57.
  • the increment is added at 58 to the steady state torque limit on line 25 to give a transient torque limit on line 31.
  • the transient torque limit prevails at minimum wins box 32 unless vehicle inputs require a torque limit lower than the transient torque limit and the clipping function in box 38 ensures that high torque demands on line 37 are limited by the transient torque limit, not by the steady state torque limit.
  • the output of the clipping function 38 on line 59 is used to control torque actuators in the fuel injection system 16.
  • FIG. 3 The graphs of Figures 3 to 5 illustrate the operation of the invention during a vehicle test, carried out in second gear, which included 7 seconds of overrun operation followed by a full depression (tip in) of the demand pedal 20.
  • Figures 4 and 5 show an engine acceleration beginning shortly after the seventh second of the test.
  • the raw acceleration signal from line 43 (shown at 60 in Figure 4) is noisy due to inertial effects in the engine and transmission, due to torque peaks produced by successive combustion events in the engine and also due to tolerances in the toothed fly-wheel (not shown) from which engine speed is detected.
  • the low pass filter 44 smoothes out the acceleration signal.
  • the smoothed acceleration signal is shown at 61.
  • a lower pedal demand would result in a lower excess scale factor and a longer period of operation at a transient torque limit.
  • Figure 5 also shows at 66 an engine acceleration curve for the same test in the same engine and vehicle combination but using conventional steady state torque limits.
  • the time to accelerate from 1500 to 4000 rpm in 2 nd gear was 6.2 seconds without torque limit override and was reduced to 4.9 seconds by addition of the torque limit override feature of the invention.
  • An improvement in acceleration of the order of 20% can thus be achieved by use of the invention in suitable vehicles.

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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)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Claims (6)

  1. Un système de gestion de moteur thermique, pour réguler la quantité de carburant fournie aux cylindres d'un moteur à combustion interne (11), le système de combustion (17) comprenant :
    a) des données de limite de couple en état permanent (23), indiquant, pour différentes vitesses de rotation du moteur (24), une limite de couple (25), à laquelle le moteur thermique est susceptible de fonctionner pendant des périodes de temps étendues; et
    b) des moyens de forçage de limites de couple (39), agencés pour fixer des limites de couple en état transitoire (31), supérieures aux limites de couple en état permanent (23), uniquement lorsque le moteur est en accélération, de manière que le couple augmenté soit disponible durant les conditions de fonctionnement transitoires, sans compromettre la durée de vie du moteur thermique,
       caractérisé en ce que
       les limites de couple en état transitoire (31) sont supérieures aux limites de couple en état permanent correspondantes, ceci d'une quantité dépendant de l'accélération (43), une plus forte augmentation de couple, au-delà des limites d'état permanent (23), étant autorisée aux accélérations supérieures, qu'aux accélérations inférieures.
  2. Un système de gestion de moteur thermique selon la revendication 1, dans lequel les moyens de forçage de limites de couple (39) déterminent, à partir de la limite de couple en état permanent (25) et du couple demandé par le conducteur (29), une valeur d'excès demandée par le conducteur (42), représentant la quantité par laquelle le couple demandé par le conducteur (29) dépasse la limite de couple d'état permanent (25), la valeur d'excès demandée par le conducteur étant combinée à un facteur de mise à l'échelle (55) et à la limite de couple en état permanent (25), afin de fournir la limite de couple transitoire (31).
  3. Un système de gestion de moteur thermique selon la revendication 2, dans lequel le facteur de mise à l'échelle (55) est déterminé d'après des valeurs d'accélération (43) et est de valeur nulle pour une accélération inférieure à une valeur prédéterminée et de valeur un pour des valeurs d'accélération supérieures à une autre valeur prédéterminée, plus élevée.
  4. Un système de gestion de moteur thermique selon la revendication 3, comprenant des moyens de détermination de facteurs de mise à l'échelle (44, 49, 51, 54), comprenant un filtre passe-bas (44) réagissant à des valeurs d'accélération (43), et des moyens (54) pour délimiter les valeurs d'accélération filtrées, à des valeurs comprises entre zéro et un.
  5. Un système de gestion de moteur thermique selon la revendication 4, dans lequel les moyens de détermination de facteur de mise à l'échelle (44, 49, 51, 54) réagissent à un signal d'indication de vitesse ou rapport de transmission (47), pour fixer une constante de temps destinée au filtre passe-bas (44).
  6. Un système de gestion de moteur thermique selon l'une quelconque des revendications précédentes, dans lequel le moteur thermique (11) est un moteur diesel.
EP99305202A 1999-07-01 1999-07-01 Sytème de commande du couple maximal d'un moteur à explosion Expired - Lifetime EP1065364B1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP99305202A EP1065364B1 (fr) 1999-07-01 1999-07-01 Sytème de commande du couple maximal d'un moteur à explosion
DE69920673T DE69920673D1 (de) 1999-07-01 1999-07-01 Vorrichtung zur Steuerung des maximalen Drehmoments einer Brennkraftmaschine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP99305202A EP1065364B1 (fr) 1999-07-01 1999-07-01 Sytème de commande du couple maximal d'un moteur à explosion

Publications (2)

Publication Number Publication Date
EP1065364A1 EP1065364A1 (fr) 2001-01-03
EP1065364B1 true EP1065364B1 (fr) 2004-09-29

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EP99305202A Expired - Lifetime EP1065364B1 (fr) 1999-07-01 1999-07-01 Sytème de commande du couple maximal d'un moteur à explosion

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DE (1) DE69920673D1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US10549745B2 (en) 2017-01-25 2020-02-04 Ford Global Technologies, Llc Vehicle powertrain controller and method

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2833041B1 (fr) * 2001-12-05 2004-06-25 Renault Procede de reglage des performances d'un moteur diesel et moteur equipe d'une unite de commande correspondante
DE10302263B3 (de) * 2003-01-22 2004-03-18 Mtu Friedrichshafen Gmbh Verfahren zur Drehzahl-Regelung einer Brennkraftmaschine
FR2870888B1 (fr) * 2004-05-26 2009-05-15 Peugeot Citroen Automobiles Sa Procede de controle d'un moteur a combustion interne
US10202911B2 (en) 2013-07-10 2019-02-12 Ford Global Technologies, Llc Method and system for an engine for detection and mitigation of insufficient torque
US10677196B2 (en) 2014-05-05 2020-06-09 Ford Global Technologies, Llc Method for increasing vacuum production for a vehicle

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3813390A1 (de) * 1988-04-21 1989-11-02 Daimler Benz Ag Verfahren zur steuerung der kraftstoffzufuhr bei einer ein fahrzeug antreibenden brennkraftmaschine
DE19509394C2 (de) * 1995-03-15 2000-02-17 Man Nutzfahrzeuge Ag Regelung des Betriebsverhaltens eines Verbrennungsmotors, insbesondere Dieselmotors, eines Kraftfahrzeuges
DE19540061C1 (de) * 1995-10-27 1996-10-02 Daimler Benz Ag Verfahren und Vorrichtung zur Steuerung eines Kraftfahrzeug-Dieselmotors
DE19645389C1 (de) * 1996-11-04 1998-03-26 Daimler Benz Ag Verfahren zur Regelung der Vollasteinspritzmenge einer Dieselbrennkraftmaschine
DE19739565B4 (de) * 1997-09-10 2007-09-13 Robert Bosch Gmbh Verfahren und Vorrichtung zur Steuerung des Drehmoments einer Antriebseinheit eines Kraftfahrzeugs

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US10549745B2 (en) 2017-01-25 2020-02-04 Ford Global Technologies, Llc Vehicle powertrain controller and method

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Publication number Publication date
EP1065364A1 (fr) 2001-01-03
DE69920673D1 (de) 2004-11-04

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