EP1086306A1 - Method and device for regulating the operation of an internal combustion engine during a return to idling speed - Google Patents
Method and device for regulating the operation of an internal combustion engine during a return to idling speedInfo
- Publication number
- EP1086306A1 EP1086306A1 EP99923719A EP99923719A EP1086306A1 EP 1086306 A1 EP1086306 A1 EP 1086306A1 EP 99923719 A EP99923719 A EP 99923719A EP 99923719 A EP99923719 A EP 99923719A EP 1086306 A1 EP1086306 A1 EP 1086306A1
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- EP
- European Patent Office
- Prior art keywords
- engine
- speed
- torque
- current
- cons
- 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.)
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- 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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- 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
- F02D41/12—Introducing corrections for particular operating conditions for deceleration
- F02D41/123—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off
- F02D41/126—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off transitional corrections at the end of the cut-off period
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- 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
- F02D2041/1418—Several control loops, either as alternatives or simultaneous
Definitions
- the present invention relates to a method and a device for regulating the operation of a torque-controlled internal combustion engine, when this engine returns to idle speed. More particularly, the invention relates to such a method and to a device associated with an internal combustion engine propelling a motor vehicle.
- the operation of the engine 2 is commonly managed by a digital electronic computer 3 which receives signals from various groups of sensors 4,5 sensitive to parameters affecting the operation engine (intake pressure, engine speed, cooling water temperature, activation of an air conditioner or assistance for steering the vehicle, etc.).
- the computer 1 is duly programmed to develop, from signals supplied by the groups of sensors 4.5, control signals from the various actuators 6 acting on the engine, fuel miectors, spark plugs of the air / fuel mixture, etc. ..., so that the engine delivers a torque corresponding to that requested by the driver.
- a position sensor of an accelerator pedal of the vehicle delivers to the computer 3 a signal representative of this torque request.
- Computers are known which are also equipped with a torque regulator. Such a torque regulator makes it possible, for example, to take into account the rise of a slope by the vehicle, the activation of torque consumers such as a power steering or an air conditioner, etc.
- the computer can commonly act, in addition to the opening time of the fuel collectors and the angle of advance at ignition of the air / fuel mixture, on the opening angle of the throttle valve, this throttle valve is then "motorized", and on other possible additional means making it possible to act on the quantity of air entering the engine, in particular in idle speed.
- This strategy essentially comprises two phases, a phase of return to idling during which the rotation speed N of the engine drops from the value reached at the time of foot lift to an idle setpoint value N cons , then a phase regulating the speed of this engine around this value N cons , despite variations in engine load or temperature for example, or random disturbances affecting the operation of this engine (misfires, for example).
- Patent EP 0 694 121 (Siemens Automotive SA) describes a method for controlling an internal combustion engine when entering idle speed, the engine being associated with means for controlling its speed to a value of predetermined setpoint. Upon detection of an operating state of the engine calling for entry into idle speed, a decrease in the engine set point speed is controlled according to a predetermined time law, covering both the phase of return to idle speed and the speed idle proper.
- the object of the present invention is to provide a method for regulating the operation of an internal combustion engine, when returning to idle speed, which does not have any of the drawbacks of the methods described above and which is well suited to a torque-controlled motor.
- the present invention also aims to provide such a method which ensures the phase of return to idle speed and the regulation phase of this speed without it being necessary to distinguish these two phases during engine operation.
- Another object of the present invention is to provide a device for implementing this method.
- a method of regulating the operation of an internal combustion engine controlled in torque, during a return to idle speed comprising the following steps: a) it is determined whether a state calling for a return to the idle speed is present, b) if so, a current torque setpoint is determined from a setpoint value for said idle speed and an estimate of the resistive torque applied to the engine, so as to continuously regulate the engine speed when returning to idle speed and during the subsequent idle speed, and c) the torque delivered by the motor from said current torque setpoint.
- the current torque setpoint is determined by choosing for it a value which causes the variable quantity ⁇ defined by the expression to converge to zero:
- - N and z ⁇ N are the values of the engine speed measured, respectively, at the current sampling instant and the previous sampling instant, - ffrr is a positive coefficient bounded by a threshold function of the estimated resistive torque C res , of the current speed N and of the reference speed N cons .
- the regulation of the engine through the quantity ⁇ makes it possible to merge the return to idling and the regulation of idling with all the flexibility required, this regulation being perfectly suited to a torque-controlled motor.
- the invention provides a device comprising a) means for detecting the appearance of a state calling for a return to idle speed, b) means for then determining a set value for this regime, c) means for estimating the resistive torque then applied to the engine, d) means for calculating a current reference value for the torque which the engine must deliver, from said current regime reference value of idling and of said resistive torque, to continuously bring the engine speed to said setpoint and regulate it, and e) means for regulating the engine torque to said current setpoint.
- - Figure 1 shows the architecture of the regulation device according to the invention, already partially described in the preamble to this description
- - Figure 2 is a flow diagram of a program for implementing the regulation method according to invention.
- the computer 3 of the device according to the invention essentially comprises an estimator 7 of the resisting torque C res applied to the engine 2, a speed regulator 8 characteristic of the present invention and comprising , as will be seen below, means for calculating a current setpoint value C cons for the torque which the motor 2 must deliver, from a current setpoint N cons of the idle speed and the resistive torque C re3 estimated by the estimator 1, and a regulator 9 of the engine torque at the current setpoint C COns / this latter regulator being known in itself, all like the estimator 7.
- the measurement signals delivered by the groups of sensors 4 and 5 are selectively delivered to the torque estimator 7, to the speed regulator 8 and to the torque regulator 9 according to the known needs of the estimator 7 and of the regulator 9. As regards the regulator 8, the signals received will be specified below.
- a sensor for depressing the accelerator pedal (not shown) and a sensor sensitive to the arrival of said pedal in the "raised foot" position. It is this latter sensor which signals to the computer 3 that the vehicle is in a state calling for a return to idling speed.
- Other optional conditions can be posed to trigger such a return such as, for example, the passage of the speed of rotation of the motor below a threshold.
- the torque estimator 7 is constituted by software stored in the computer 3.
- the software inputs are digital measurement values supplied by sensors of groups 4 and 5, allowing this software to calculate or evaluate the various resistant couples, the sum of which opposes the torque delivered by the engine 2.
- These resistant couples are essentially those consumed in the engine, in particular by friction, and by accessories of the energy-consuming vehicle such as an alternator, a air conditioner compressor, steering pump assisted, etc.
- the resistive torque C res thus calculated is supplied to the speed regulator 8.
- the speed regulator 8 comprises means for determining a reference speed value N id s of idling, a function of one or more engine operating parameters such as, for example, the engine water temperature, the operating condition of the air conditioner, the operating status of the power steering, etc. This value is taken from a "map" of N cons whose inputs are constituted by these parameters, said map being recorded in the memory of the calculator 3.
- the speed regulator 8 also comprises software means designed to calculate, from the speed N of the engine, the idle speed setpoint N cons and the resistive torque C res supplied by the estimator 7, the value C c o ns of the current torque setpoint that the engine must supply to correct the variations in speed so that they cause the speed value N of the engine to converge to the idle setpoint N cons .
- the calculation program is executed cyclically as soon as an entry into idle speed is triggered by a signal from the "foot raised" position sensor of the accelerator pedal, and by any other optional signals, as shown. saw above.
- step 100 the speed regulator 8 receives the values of the operating parameters of the engine 2 supplied by the groups of sensors 4,5, in particular the speed value N of this engine, and the value of the resistive torque C res calculated by the estimator 7.
- step 110 the speed regulator 8 draws from a map the value of the idle speed setpoint N cons , as seen above.
- step 120 the regulator 8 calculates a coefficient ffrr chosen so as to respect the following relation:
- ffdyn is a constant function of the characteristics of the engine.
- the regulator calculates, in step 140, the value of the torque setpoint C COn s to be transmitted to the torque regulator 9, which converges ⁇ towards zero.
- step 150 the current measured value of the speed N is stored, where it replaces the previous value z N.
- the torque setpoint C con s is finally addressed, in step 160, to the torque regulator 9 which regulates engine 2 both when the engine is running in idle speed and in normal speed.
- This regulator can also, for this purpose, receive torque instructions from other devices, outside of the return to idle or subsequent idle speed.
- the calculation of the setpoint value C cons gui causes ⁇ to converge to zero can be performed using one of several regulation algorithms well known to those skilled in the art.
- variable ⁇ comprises a first term (N 2 - z — 1N2) which gives rise to two successive samples z N and N of the speed, or speed, of the engine, this term being therefore sensitive to the current variation of this
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
Abstract
According to the invention, a current torque set-point (Ccons) is determined from a set-point variable (Ncons) for said speed and from an estimate of the resistant torque (Cres) applied to the engine in order to regulate engine speed during a return to an idling speed and the idling speed that follows. The torque provided by the engine is regulated according to said variable (Ccons). The latter is determined by choosing a value therefor that causes the variable quantity ε = (N?2 - z-1N2¿) + ffrr. (N2 -N¿cons?2) to converge towards zero, where N and z-1are measured values of the engine speed, respectively at a current sampling moment and at a previous sampling moment, ffrr being a positive coefficient limited by an estimated resistant torque function threshold (C¿res?), of the current speed (N) and the set-point speed (Ncons).
Description
PROCEDE ET DISPOSITIF DE REGULATION DU FONCTIONNEMENT D'UN MOTEUR A COMBUSTION INTERNE LORS D'UN RETOUR EN REGIME DE RALENTI.METHOD AND DEVICE FOR REGULATING THE OPERATION OF AN INTERNAL COMBUSTION ENGINE ON RETURN TO IDLE RPM.
La présente invention est relative à un procédé et à un dispositif de régulation du fonctionnement d'un moteur à combustion interne commandé en couple, lors d'un retour en régime de ralenti de ce moteur. Plus particulièrement, l'invention est relative à un tel procédé et à un dispositif associés à un moteur a combustion interne propulsant un véhicule automobile.The present invention relates to a method and a device for regulating the operation of a torque-controlled internal combustion engine, when this engine returns to idle speed. More particularly, the invention relates to such a method and to a device associated with an internal combustion engine propelling a motor vehicle.
Comme schématisé à la figure 1 du dessin annexé, dans un tel véhicule 1, le fonctionnement du moteur 2 est couramment géré par un calculateur électronique numérique 3 qui reçoit des signaux venus de divers groupes de capteurs 4,5 sensibles a des paramètres affectant le fonctionnement du moteur (pression d'admission, régime du moteur, température de l'eau de refroidissement, activation d'un climatiseur ou d'une assistance pour la direction du véhicule, etc...). Le calculateur 1 est dûment programmé pour élaborer, à partir de signaux fournis par les groupes de capteurs 4,5 des signaux de commande des divers actionneurs 6 agissant sur le moteur, miecteurs de carburant, bougies d'allumage du mélange air/carburant, etc..., de manière que le moteur délivre un couple correspondant à celui demandé par le conducteur.As shown diagrammatically in FIG. 1 of the attached drawing, in such a vehicle 1, the operation of the engine 2 is commonly managed by a digital electronic computer 3 which receives signals from various groups of sensors 4,5 sensitive to parameters affecting the operation engine (intake pressure, engine speed, cooling water temperature, activation of an air conditioner or assistance for steering the vehicle, etc.). The computer 1 is duly programmed to develop, from signals supplied by the groups of sensors 4.5, control signals from the various actuators 6 acting on the engine, fuel miectors, spark plugs of the air / fuel mixture, etc. ..., so that the engine delivers a torque corresponding to that requested by the driver.
Un capteur de position d'une pédale d'accélérateur du véhicule (non représentée) délivre au calculateur 3 un signal représentatif de cette demande de couple. On connaît des calculateurs qui sont en outre équipés d'un régulateur de couple. Un tel régulateur de couple permet, par exemple, de prendre en compte la montée d'une pente par le véhicule, l'activation de consommateurs de couple tels qu'une direction assistée ou un climatiseur, etc... Dans le cadre d'une telle régulation, le calculateur peut couramment agir, outre sur le temps d'ouverture des miecteurs de carburant et l'angle d'avance à l' allumage du mélange air/carburant, sur l'angle d'ouverture du
papillon des gaz, ce papillon étant alors "motorisé", et sur d'autres moyens additionnels éventuels permettant d'agir sur la quantité d'air entrant dans le moteur, notamment en régime de ralenti. Lorsque le conducteur lève le pied de la pédale d'accélérateur, un capteur dit de "position pied levé" informe le calculateur 3 de cette situation. Une stratégie de retour du moteur en régime de ralenti est alors exécutée par le calculateur. Cette stratégie comporte essentiellement deux phases, une phase de retour au ralenti pendant laquelle la vitesse de rotation N du moteur descend de la valeur atteinte à l'instant du levé de pied jusqu'à une valeur de consigne de ralenti Ncons, puis une phase de régulation de la vitesse de ce moteur autour de cette valeur Ncons, malgré des variations de charge ou de température du moteur par exemple, ou des perturbations aléatoires affectant le fonctionnement de ce moteur (ratés de combustion, par exemple) .A position sensor of an accelerator pedal of the vehicle (not shown) delivers to the computer 3 a signal representative of this torque request. Computers are known which are also equipped with a torque regulator. Such a torque regulator makes it possible, for example, to take into account the rise of a slope by the vehicle, the activation of torque consumers such as a power steering or an air conditioner, etc. In the context of such regulation, the computer can commonly act, in addition to the opening time of the fuel collectors and the angle of advance at ignition of the air / fuel mixture, on the opening angle of the throttle valve, this throttle valve is then "motorized", and on other possible additional means making it possible to act on the quantity of air entering the engine, in particular in idle speed. When the driver lifts his foot from the accelerator pedal, a so-called "raised foot position" sensor informs the computer 3 of this situation. A strategy for returning the engine to idling speed is then executed by the computer. This strategy essentially comprises two phases, a phase of return to idling during which the rotation speed N of the engine drops from the value reached at the time of foot lift to an idle setpoint value N cons , then a phase regulating the speed of this engine around this value N cons , despite variations in engine load or temperature for example, or random disturbances affecting the operation of this engine (misfires, for example).
On connaît du brevet FR-A-2 716 417 (Robert Bosch) un procédé de régulation du régime de ralenti qui passe par le calcul d'une consigne de couple. Le procédé décrit n'assure cependant que la régulation du régime de ralenti. Il n'assure pas la commande du retour à ce régime, qui exige alors un procédé de commande différent. On connaît de US-A-5 630 394 (Ford Motor Company) un procédé qui gère successivement le retour en régime de ralenti puis la régulation de ce régime. Le procédé décrit est cependant incompatible avec la présence, dans le calculateur 3, d'un régulateur de couple. En outre, la gestion de la transition entre la phase de retour en régime de ralenti et la phase de régulation de ce régime autour d'une valeur de consigne doit être très précise pour éviter un calage du moteur. Cette contrainte accroît la complexité du procédé et donc alourdit sa mise- au point.
Le brevet EP 0 694 121 (Siemens Automotive S.A.) décrit un procédé de commande d'un moteur à combustion interne lors d'une entrée en régime de ralenti, le moteur étant associé à des moyens d'asservissement de son régime à une valeur de consigne prédéterminée. A la détection d'un état de fonctionnement du moteur appelant une entrée en régime de ralenti, on commande une décroissance du régime de consigne du moteur suivant une loi temporelle prédéterminée, couvrant à la fois la phase de retour au régime de ralenti et le régime de ralenti proprement dit.We know from patent FR-A-2 716 417 (Robert Bosch) a process for regulating the idle speed which involves the calculation of a torque setpoint. The method described does, however, only regulate the idle speed. He does not take control of the return to this regime, which then requires a different ordering process. We know from US-A-5 630 394 (Ford Motor Company) a process which successively manages the return to idle speed and then the regulation of this speed. The method described is however incompatible with the presence, in the computer 3, of a torque regulator. In addition, the management of the transition between the return phase to idle speed and the regulation phase of this speed around a setpoint must be very precise to avoid stalling the engine. This constraint increases the complexity of the process and therefore increases its development. Patent EP 0 694 121 (Siemens Automotive SA) describes a method for controlling an internal combustion engine when entering idle speed, the engine being associated with means for controlling its speed to a value of predetermined setpoint. Upon detection of an operating state of the engine calling for entry into idle speed, a decrease in the engine set point speed is controlled according to a predetermined time law, covering both the phase of return to idle speed and the speed idle proper.
Outre que le procédé décrit est adapté à un moteur asservi en régime et non en couple, il faut remarquer que la loi de décroissance est figée et ne tient pas compte de variations éventuelles de la charge du moteur ou d'autres conditions de fonctionnement de ce moteur, qui influent directement sur la dynamique naturelle de décroissance du régime. Il peut d'une part en résulter des désagréments dans la conduite du véhicule. D'autre part, lorsque la régulation de régime comporte un terme intégral, comme c'est par exemple le cas d'une régulation PI, PID ou LQI, il en résulte aussi le risque important que ce terme se charge pendant la décroissance du régime puis se décharge en induisant un sous-régime lorsque la consigne de ralenti est stabilisée. La présente invention a pour but de fournir un procédé de régulation du fonctionnement d'un moteur à combustion interne, lors d'un retour en régime de ralenti, qui ne présente aucun des inconvénients des procédés décrits ci-dessus et qui soit bien adapté à un moteur commandé en couple.In addition to the fact that the process described is suitable for a servo-controlled motor in speed and not in torque, it should be noted that the law of decrease is fixed and does not take account of possible variations in the load of the motor or other operating conditions of this engine, which directly influence the natural dynamics of declining speed. On the one hand, this can cause inconvenience in driving the vehicle. On the other hand, when the regulation of regime includes an integral term, as it is for example the case of a regulation PI, PID or LQI, it also results from it the important risk that this term is charged during the decrease of the regime then discharges by inducing an under-speed when the idle setpoint is stabilized. The object of the present invention is to provide a method for regulating the operation of an internal combustion engine, when returning to idle speed, which does not have any of the drawbacks of the methods described above and which is well suited to a torque-controlled motor.
La présente invention a aussi pour but de fournir un tel procédé qui assure la phase de retour au régime de ralenti et la phase de régulation de ce régime sans qu'il soit besoin de distinguer ces deux phases pendant le fonctionnement du moteur.
La présente invention a encore pour but de réaliser un dispositif pour la mise en oeuvre de ce procédé.The present invention also aims to provide such a method which ensures the phase of return to idle speed and the regulation phase of this speed without it being necessary to distinguish these two phases during engine operation. Another object of the present invention is to provide a device for implementing this method.
On atteint ces buts de l'invention, ainsi que d'autres qui apparaîtront à la lecture de la description qui va suivre, avec un procédé de régulation du fonctionnement d'un moteur à combustion interne commandé en couple, lors d'un retour en régime de ralenti, ce procédé comportant les étapes suivantes : a) on détermine si un état appelant un retour au régime de ralenti est présent, b) dans l'affirmative, on détermine une consigne courante de couple à partir d'une valeur de consigne pour ledit régime de ralenti et d'une estimation du couple résistant appliqué au moteur, de manière à réguler continûment le régime du moteur lors du retour au régime de ralenti et lors du régime de ralenti subséquent, et c) on régule le couple délivré par le moteur à partir de ladite consigne courante de couple.These objects of the invention are achieved, as well as others which will appear on reading the description which follows, with a method of regulating the operation of an internal combustion engine controlled in torque, during a return to idle speed, this process comprising the following steps: a) it is determined whether a state calling for a return to the idle speed is present, b) if so, a current torque setpoint is determined from a setpoint value for said idle speed and an estimate of the resistive torque applied to the engine, so as to continuously regulate the engine speed when returning to idle speed and during the subsequent idle speed, and c) the torque delivered by the motor from said current torque setpoint.
Suivant une mise en oeuvre préférée du procédé selon l'invention, on détermine la consigne courante de couple en choisissant pour celle-ci une valeur qui fait converger vers zéro la grandeur variable ε définie par l'expression :According to a preferred implementation of the method according to the invention, the current torque setpoint is determined by choosing for it a value which causes the variable quantity ε defined by the expression to converge to zero:
ε = (N2 - z~V ) + ffrr- (N2 -Ncons 2) où :ε = (N 2 - z ~ V) + ffrr- (N 2 -N cons 2 ) where:
- N et z~ N sont les valeurs du régime du moteur mesurées, respectivement, à l'instant d'échantillonnage courant et à l'instant d'échantillonnage précédent, - ffrr est un coefficient positif borné par un seuil fonction du couple résistant estimé Cres, du régime courant N et du régime de consigne Ncons.- N and z ~ N are the values of the engine speed measured, respectively, at the current sampling instant and the previous sampling instant, - ffrr is a positive coefficient bounded by a threshold function of the estimated resistive torque C res , of the current speed N and of the reference speed N cons .
Comme on le verra plus loin en détail, la régulation du moteur à travers la grandeur ε permet de fusionner- le retour au ralenti et la régulation de ralenti avec toute
la souplesse requise, cette régulation étant parfaitement adaptée à un moteur asservi en couple.As will be seen later in detail, the regulation of the engine through the quantity ε makes it possible to merge the return to idling and the regulation of idling with all the flexibility required, this regulation being perfectly suited to a torque-controlled motor.
Pour la mise en oeuvre de ce procédé, l'invention fournit un dispositif comprenant a) des moyens de détection de l'apparition d'un état appelant un retour en régime de ralenti, b) des moyens pour déterminer alors une valeur de consigne pour ce régime, c) des moyens d'estimation du couple résistant alors appliqué au moteur, d) des moyens de calcul d'une valeur de consigne courante pour le couple que doit délivrer le moteur, à partir de ladite valeur de consigne courante de régime de ralenti et dudit couple résistant, pour amener continûment le régime du moteur à ladite valeur de consigne et réguler celle-ci, et e) des moyens de régulation du couple moteur à ladite valeur de consigne courante .For the implementation of this method, the invention provides a device comprising a) means for detecting the appearance of a state calling for a return to idle speed, b) means for then determining a set value for this regime, c) means for estimating the resistive torque then applied to the engine, d) means for calculating a current reference value for the torque which the engine must deliver, from said current regime reference value of idling and of said resistive torque, to continuously bring the engine speed to said setpoint and regulate it, and e) means for regulating the engine torque to said current setpoint.
D'autres caractéristiques et avantages de la présente invention apparaîtront à la lecture de la description qui va suivre et à l'examen du dessin annexé dans lequel :Other characteristics and advantages of the present invention will appear on reading the description which follows and on examining the appended drawing in which:
- la figure 1 représente l'architecture du dispositif de régulation suivant l'invention, déjà partiellement décrite en préambule de la présente description, et - la figure 2 est un organigramme d'un programme de mise en oeuvre du procédé de régulation suivant l' invention.- Figure 1 shows the architecture of the regulation device according to the invention, already partially described in the preamble to this description, and - Figure 2 is a flow diagram of a program for implementing the regulation method according to invention.
On se réfère à la figure 1 du dessin annexé où il apparaît que le calculateur 3 du dispositif suivant l'invention comprend essentiellement un estimateur 7 du couple résistant Cres appliqué au moteur 2, un régulateur 8 de régime caractéristique de la présente invention et comprenant, comme on le verra plus loin, des moyens de calcul d'une valeur de consigne courante Ccons pour- le couple que doit délivrer le moteur 2, à partir d'une
valeur de consigne courante Ncons du régime de ralenti et du couple résistant Cre3 estimé par l'estimateur 1 , et un régulateur 9 du couple moteur à la valeur de consigne courante CCOns/ ce dernier régulateur étant connu en lui- même, tout comme l'estimateur 7.Referring to Figure 1 of the accompanying drawing where it appears that the computer 3 of the device according to the invention essentially comprises an estimator 7 of the resisting torque C res applied to the engine 2, a speed regulator 8 characteristic of the present invention and comprising , as will be seen below, means for calculating a current setpoint value C cons for the torque which the motor 2 must deliver, from a current setpoint N cons of the idle speed and the resistive torque C re3 estimated by the estimator 1, and a regulator 9 of the engine torque at the current setpoint C COns / this latter regulator being known in itself, all like the estimator 7.
Les signaux de mesure délivrés par les groupes de capteurs 4 et 5 sont sélectivement délivrés à l'estimateur de couple 7, au régulateur de régime 8 et au régulateur de couple 9 en fonction des besoins connus de l'estimateur 7 et du régulateur 9. En ce qui concerne le régulateur 8, les signaux reçus seront précisés dans la suite.The measurement signals delivered by the groups of sensors 4 and 5 are selectively delivered to the torque estimator 7, to the speed regulator 8 and to the torque regulator 9 according to the known needs of the estimator 7 and of the regulator 9. As regards the regulator 8, the signals received will be specified below.
Parmi les capteurs de paramètres de fonctionnement du véhicule, on trouve classiquement un capteur d'angle d'enfoncement de la pédale d'accélérateur (non représentée) et un capteur sensible à l'arrivée de ladite pédale dans la position "pied levé". C'est ce dernier capteur qui signale au calculateur 3 que le véhicule se trouve dans un état appelant un retour au régime de ralenti. D'autres conditions optionnelles peuvent être posées pour déclencher un tel retour telles que, par exemple, le passage de la vitesse de rotation du moteur en dessous d'un seuil.Among the sensors for operating parameters of the vehicle, there is conventionally a sensor for depressing the accelerator pedal (not shown) and a sensor sensitive to the arrival of said pedal in the "raised foot" position. It is this latter sensor which signals to the computer 3 that the vehicle is in a state calling for a return to idling speed. Other optional conditions can be posed to trigger such a return such as, for example, the passage of the speed of rotation of the motor below a threshold.
L'estimateur de couple 7 est constitué par un logiciel mis en mémoire dans le calculateur 3. Les entrées du logiciel sont des valeurs numériques de mesure fournies par des capteurs des groupes 4 et 5, permettant à ce logiciel de calculer ou d'évaluer les divers couples résistants dont la somme s'oppose au couple délivré par le moteur 2. Ces couples résistants sont essentiellement ceux consommés dans le moteur, notamment par des frottements, et par des accessoires du véhicule consommateurs d'énergie tels qu'un alternateur, un compresseur de climatiseur, une pompe de direction
assistée, etc.. Le couple résistant Cres ainsi calculé est fourni au régulateur de régime 8.The torque estimator 7 is constituted by software stored in the computer 3. The software inputs are digital measurement values supplied by sensors of groups 4 and 5, allowing this software to calculate or evaluate the various resistant couples, the sum of which opposes the torque delivered by the engine 2. These resistant couples are essentially those consumed in the engine, in particular by friction, and by accessories of the energy-consuming vehicle such as an alternator, a air conditioner compressor, steering pump assisted, etc. The resistive torque C res thus calculated is supplied to the speed regulator 8.
Le régulateur de régime 8 comprend des moyens de détermination d'une valeur de régime de consigne Ncons de ralenti, fonction d'un ou plusieurs paramètres de fonctionnement du moteur tels que, par exemple, la température de l'eau du moteur, l'état de fonctionnement du climatiseur, l'état de fonctionnement de la direction assistée... Cette valeur est tirée d'une "cartographie" de Ncons dont les entrées sont constituées par ces paramètres, ladite cartographie étant enregistrée dans la mémoire du calculateur 3.The speed regulator 8 comprises means for determining a reference speed value N id s of idling, a function of one or more engine operating parameters such as, for example, the engine water temperature, the operating condition of the air conditioner, the operating status of the power steering, etc. This value is taken from a "map" of N cons whose inputs are constituted by these parameters, said map being recorded in the memory of the calculator 3.
Le régulateur de régime 8 comprend aussi des moyens logiciels conçus pour calculer, à partir du régime N du moteur, de la consigne de régime de ralenti Ncons et du couple résistant Cres fourni par l'estimateur 7, la valeur Ccons de la consigne courante de couple que le moteur doit fournir pour corriger les variations du régime de manière que celles-ci fassent converger la valeur de régime N du moteur vers la consigne de ralenti Ncons.The speed regulator 8 also comprises software means designed to calculate, from the speed N of the engine, the idle speed setpoint N cons and the resistive torque C res supplied by the estimator 7, the value C c o ns of the current torque setpoint that the engine must supply to correct the variations in speed so that they cause the speed value N of the engine to converge to the idle setpoint N cons .
Ces moyens logiciels exécutent le programme de calcul illustré à la figure 2, à laquelle on se réfère maintenant.These software means execute the calculation program illustrated in FIG. 2, to which we now refer.
Le programme de calcul est exécuté cycliquement dès qu'une entrée en régime de ralenti est déclenchée par un signal venu du capteur de position "pied levé" de la pédale d'accélérateur, et par d'autres signaux optionnels éventuels, comme on l'a vu plus haut.The calculation program is executed cyclically as soon as an entry into idle speed is triggered by a signal from the "foot raised" position sensor of the accelerator pedal, and by any other optional signals, as shown. saw above.
A l'étape 100, le régulateur de régime 8 reçoit les valeurs des paramètres de fonctionnement du moteur 2 fourni par les groupes de capteurs 4,5, notamment la valeur de régime N de ce moteur, et la valeur du couple résistant Cres calculée par l'estimateur 7.
A l'étape 110, le régulateur de régime 8 tire d'une cartographie la valeur de la consigne de régime de ralenti Ncons, comme on l'a vu plus haut.In step 100, the speed regulator 8 receives the values of the operating parameters of the engine 2 supplied by the groups of sensors 4,5, in particular the speed value N of this engine, and the value of the resistive torque C res calculated by the estimator 7. In step 110, the speed regulator 8 draws from a map the value of the idle speed setpoint N cons , as seen above.
A l'étape 120, suivant une caractéristique de la présente invention, le régulateur 8 calcule un coefficient ffrr choisi de manière à respecter la relation suivante :In step 120, according to a characteristic of the present invention, the regulator 8 calculates a coefficient ffrr chosen so as to respect the following relation:
ffdyn-Crp„ffdyn-C rp „
0 < ffrr <—2 2-£^L (1)0 <ffrr <- 2 2 - £ ^ L (1)
N -N cons N -N cons
où ffdyn est une constante fonction des caractéristiques du moteur. Pour un moteur à combustion interne à quatrewhere ffdyn is a constant function of the characteristics of the engine. For an internal combustion engine with four
7200 temps, par exemple, ffdyn = avec ncvι = nombre
de cylindres du moteur, Jmot/ inertie du moteur. On démontre que le respect de la double inégalité7200 times, for example, ffdyn = with n cv ι = number of engine cylinders, J word / engine inertia. We show that respect for double inequality
(1) ci-dessus assure que la valeur de la consigne de couple Ccons calculée par le régulateur 8 suivant la procédure explicitée ci-dessous reste, comme il se doit, positive. Dans le respect de la double inégalité (1) on peut choisir pour ffrr, par exemple :(1) above ensures that the value of the torque setpoint C cons calculated by the regulator 8 according to the procedure explained below remains, as it should, positive. Respecting the double inequality (1) we can choose for ffrr, for example:
ffdyn-Cres ffrr = (2)ffdyn-C res ffrr = (2)
2N2 2N 2
ou encore :or :
ffdyn-Crp-, ffrr = —-1 ≈^ (3)ffdyn-C rp -, ffrr = —- 1 ≈ ^ (3)
N(N+Ncons)N (N + N cons )
A l'étape 130, suivant une autre caractéristique de la présente invention, le régulateur 8 calcule une grandeur variable ε, à partir des carrés du régime N, de la mesure précédent ce régime z N mise en mémoire lors
du cycle de calcul précédent, et de la valeur de la consigne Ncon3 du régime de ralenti, cette variable ε prenant la forme : ε = (N2 - z~V ) + ffrr-(N2 -Ncon3 2) (4) ε est la variable régulée par le régulateur de régime 8. Pour ce faire, le régulateur calcule, à l'étape 140, la valeur de la consigne de couple CCOns à transmettre au régulateur de couple 9, qui fait converger ε vers zéro. A l'étape 150, la valeur mesurée actuelle du régime N est mise en mémoire, où elle remplace la valeur précédente z N. La consigne de couple Ccons est finalement adressée, à l'étape 160, au régulateur de couple 9 qui assure la régulation du moteur 2 aussi bien lors du fonctionnement du moteur en régime de ralenti qu'en régime normal. Ce régulateur peut d'ailleurs, à cet effet, recevoir des consignes de couple d'autres dispositifs, hors régime de retour en ralenti ou de ralenti subséquent. Le calcul de la valeur de consigne Ccons gui fait converger ε vers zéro peut être exécuté à l'aide de l'un de plusieurs algorithmes de régulation bien connus de l'homme de métier.In step 130, according to another characteristic of the present invention, the regulator 8 calculates a variable quantity ε, from the squares of the regime N, of the measurement preceding this regime z N stored in memory of the previous calculation cycle, and of the value of the setpoint N con3 of the idling speed, this variable ε taking the form: ε = (N 2 - z ~ V) + ffrr- (N 2 -N con3 2 ) (4 ) ε is the variable regulated by the speed regulator 8. To do this, the regulator calculates, in step 140, the value of the torque setpoint C COn s to be transmitted to the torque regulator 9, which converges ε towards zero. In step 150, the current measured value of the speed N is stored, where it replaces the previous value z N. The torque setpoint C con s is finally addressed, in step 160, to the torque regulator 9 which regulates engine 2 both when the engine is running in idle speed and in normal speed. This regulator can also, for this purpose, receive torque instructions from other devices, outside of the return to idle or subsequent idle speed. The calculation of the setpoint value C cons gui causes ε to converge to zero can be performed using one of several regulation algorithms well known to those skilled in the art.
On remarquera que la variable ε comprend un premier terme (N 2 - z—1N2) qui fait apparaître deux échantillons successifs z N et N de la vitesse, ou régime, du moteur, ce terme étant donc sensible à la variation courante de cetteIt will be noted that the variable ε comprises a first term (N 2 - z — 1N2) which gives rise to two successive samples z N and N of the speed, or speed, of the engine, this term being therefore sensitive to the current variation of this
2 vitesse. Le deuxième terme de ε, soit ffrr (N - Ncons2) est, lui, sensible à l'écart de la vitesse courante N à la vitesse de consigne Ncons.2 speed. The second term of ε, ie ffrr (N - N cons 2) is itself sensitive to the deviation from the current speed N to the reference speed N cons .
Ainsi, lorsque le régime du moteur est élevé, et donc éloigné du régime de ralenti Ncons, c'est le premier terme qui est prépondérant dans ε car ffrr est petit, alors que, lorsque le régime est proche du ralenti, c'est le deuxième terme qui prédomine car ffrr est grand. C'est
ainsi que la régulation du moteur à travers la variable ε permet d'assurer la régulation aussi bien pendant la phase de retour au ralenti que pendant la phase de ralenti proprement dit, et ceci sans discontinuité et donc avec souplesse et simplification de la mise au point, en conformité avec l'un des buts poursuivis par la présente invention.
Thus, when the engine speed is high, and therefore far from the idle speed N cons , it is the first term which is predominant in ε because ffrr is small, whereas, when the speed is close to idle, it is the second term which predominates because ffrr is large. It is as well as the regulation of the motor through the variable ε allows regulation to be ensured both during the idling phase and during the idling phase proper, and this without discontinuity and therefore with flexibility and simplification of the development , in accordance with one of the aims of the present invention.
Claims
1. Procédé de régulation du fonctionnement d'un moteur à combustion interne commandé en couple, lors d'un retour en régime de ralenti, caractérisé en ce que : a) on détermine si un état appelant un retour au régime de ralenti est présent, b) dans l'affirmative, on détermine une consigne courante de couple (Ccons) à partir d'une valeur de consigne (Ncon3) pour ledit régime de ralenti et d'une estimation du couple résistant (Cres) appliqué au moteur, de manière à réguler continûment le régime du moteur lors du retour au régime de ralenti et lors du régime de ralenti subséquent, et c) on régule le couple délivré par le moteur à partir de ladite consigne courante de couple.1. Method for regulating the operation of a torque-controlled internal combustion engine, during a return to idle speed, characterized in that: a) it is determined whether a state calling for a return to idle speed is present, b) in the affirmative, a current torque setpoint (C cons ) is determined from a setpoint value (N con3 ) for said idle speed and an estimate of the resistive torque (C res ) applied to the engine , so as to continuously regulate the engine speed when returning to the idle speed and during the subsequent idle speed, and c) the torque delivered by the engine is regulated from said current torque setpoint.
2. Procédé conforme à la revendication 1, caractérisé en ce qu'on détermine la consigne courante de couple (CCons) en choisissant pour celle-ci une valeur qui fait converger vers zéro la grandeur variable (ε) définie par l'expression : ε = (N2 - z"V ) + ffrr- (N2 - Ncons 2) , où2. Method according to claim 1, characterized in that the current torque setpoint (C Co n s ) is determined by choosing a value for the latter which converges the variable quantity (ε) defined by the to zero. expression: ε = (N 2 - z " V) + ffrr- (N 2 - N cons 2 ), where
- N et z" N sont des valeurs du régime du moteur mesurées, respectivement, à l'instant d'échantillonnage courant et l'instant d'échantillonnage précédent,- N and z " N are values of the engine speed measured, respectively, at the current sampling instant and the previous sampling instant,
- ffrr est un coefficient positif borné par un seuil fonction du couple résistant estimé (Cres) r du régime courant (N) et du régime de consigne (Ncons) .- ffrr is a positive coefficient bounded by a threshold which is a function of the estimated resistive torque (C res ) r of the current regime (N) and of the reference regime (N cons ).
3. Procédé conforme à la revendication 2, dans lequel le coefficient (ffrr) est tel que :3. Method according to claim 2, in which the coefficient (ffrr) is such that:
7200 où ffdyn = , ncyι et Jmot étant respectivement π ' ncyl ' Jmot le nombre de cylindres du moteur et le moment d'inertie de son arbre de sortie. 7200 where ffdyn =, n cy ι and J mot being respectively π 'n cyl ' J mot the number of cylinders of the engine and the moment of inertia of its output shaft.
4. Procédé conforme à la revendication 3, dans lequel le coefficient (ffrr) est tel que :4. Method according to claim 3, in which the coefficient (ffrr) is such that:
ffdy -Cres ffrr = —ffdy -C res ffrr = -
2W2W
5. Procédé conforme à la revendication 3, dans lequel le coefficient (ffrr) est tel que :5. Method according to claim 3, in which the coefficient (ffrr) is such that:
ffdyn-Cres ffrr =ffdyn-C res ffrr =
N(N+ Ncons)N (N + N cons )
6. Dispositif pour la mise en oeuvre du procédé conforme à la revendication 1, caractérisé en ce qu'il comprend : a) des moyens de détection de l'apparition d'un état appelant un retour en régime de ralenti, b) des moyens pour déterminer alors une valeur de consigne (Ncons) pour ce régime, c) des moyens d'estimation du couple résistant (Cres) alors appliqué au moteur, d) des moyens de calcul d'une valeur de consigne courante (Ccons) pour le couple que doit délivrer le moteur, à partir de ladite valeur de consigne courante (Ncons) de régime de ralenti et dudit couple résistant (Cres) ι pour ramener continûment le régime (N) du moteur à ladite valeur de consigne (Ncons) et réguler celle-ci, et e) des moyens de régulation du couple moteur à ladite valeur de consigne courante (Ccons) •6. Device for implementing the method according to claim 1, characterized in that it comprises: a) means for detecting the appearance of a state calling for a return to idling speed, b) means to then determine a setpoint value (N cons ) for this regime, c) means for estimating the resistive torque (C res ) then applied to the engine, d) means for calculating a current setpoint value (C con s) for the torque which the engine must deliver, from said current idle speed reference value (N cons ) and from said resistive torque (C res ) ι to continuously reduce the engine speed (N) to said value of setpoint (N cons ) and regulate it, and e) means for regulating the engine torque at said current setpoint value (C con s) •
7. Dispositif conforme à la revendication 6, caractérisé en ce que lesdits moyens de calcul et de régulation du régime du moteur comprennent a) des moyens de
calcul de l'expression ε = (N - z N ) + ffrr(N - Ncons ) où N et z N sont les valeurs du régime du moteur mesurées, respectivement, à un instant d'échantillonnage courant et à l'instant d'échantillonnage précédent, ffrr un coefficient positif borné par un seuil fonction du couple résistant estimé (Cres) , du régime courant (N) du moteur et du régime de consigne (Ncons) déterminé, et) des moyens pour déterminer la consigne courant de couple (CCons) en choisissant pour celle-ci la valeur qui fait converger (ε) vers zéro.7. Device according to claim 6, characterized in that said means for calculating and regulating the engine speed comprise a) means for calculation of the expression ε = (N - z N) + ffrr (N - N cons ) where N and z N are the values of the engine speed measured, respectively, at a current sampling instant and at the instant d '' previous sampling, ffrr a positive coefficient bounded by a threshold function of the estimated resistive torque (C res ), the current speed (N) of the motor and the set speed (N cons ) determined, and) means for determining the current set point of torque (C C ons) by choosing for this the value which makes converge (ε) towards zero.
8. Dispositif conforme à l'une quelconque des revendications 6 et 7, caractérisé en ce qu'il est intégré à un calculateur de gestion de fonctionnement du moteur. 8. Device according to any one of claims 6 and 7, characterized in that it is integrated into an engine operation management computer.
9. Véhicule automobile propulsé par un moteur à combustion interne associé à un dispositif conforme à l'une quelconque des revendications 6 à 8.
9. Motor vehicle powered by an internal combustion engine associated with a device according to any one of claims 6 to 8.
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR9807367A FR2779768B1 (en) | 1998-06-11 | 1998-06-11 | METHOD AND DEVICE FOR REGULATING THE OPERATION OF AN INTERNAL COMBUSTION ENGINE ON RETURN TO IDLE RPM |
FR9807367 | 1998-06-11 | ||
PCT/FR1999/001384 WO1999064738A1 (en) | 1998-06-11 | 1999-06-11 | Method and device for regulating the operation of an internal combustion engine during a return to idling speed |
Publications (1)
Publication Number | Publication Date |
---|---|
EP1086306A1 true EP1086306A1 (en) | 2001-03-28 |
Family
ID=9527272
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP99923719A Withdrawn EP1086306A1 (en) | 1998-06-11 | 1999-06-11 | Method and device for regulating the operation of an internal combustion engine during a return to idling speed |
Country Status (3)
Country | Link |
---|---|
EP (1) | EP1086306A1 (en) |
FR (1) | FR2779768B1 (en) |
WO (1) | WO1999064738A1 (en) |
Family Cites Families (7)
Publication number | Priority date | Publication date | Assignee | Title |
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JP2674077B2 (en) * | 1988-04-12 | 1997-11-05 | トヨタ自動車株式会社 | Non-linear feedback control method for internal combustion engine |
IT1241215B (en) * | 1990-05-07 | 1993-12-29 | Fiat Auto Spa | PROCEDURE AND APPARATUS FOR THE CONTROL OF THE MINIMUM ROTATION SPEED OF AN INTERNAL COMBUSTION ENGINE. |
JP3158461B2 (en) * | 1991-03-07 | 2001-04-23 | 株式会社明電舎 | Dynamometer electric inertia compensation method |
FR2704024B1 (en) | 1993-04-14 | 1995-07-07 | Siemens Automotive Sa | METHOD FOR CONTROLLING AN INTERNAL COMBUSTION ENGINE WHEN ENTERING IN SLOW MOTION. |
DE4405340B4 (en) | 1994-02-19 | 2008-05-15 | Robert Bosch Gmbh | Method and device for adjusting the speed of a drive unit of a vehicle in idle |
JPH08140386A (en) * | 1994-11-08 | 1996-05-31 | Fanuc Ltd | Method for estimating inertia of servo motor |
US5630394A (en) | 1996-03-04 | 1997-05-20 | Ford Motor Company | Idle speed control |
-
1998
- 1998-06-11 FR FR9807367A patent/FR2779768B1/en not_active Expired - Fee Related
-
1999
- 1999-06-11 WO PCT/FR1999/001384 patent/WO1999064738A1/en not_active Application Discontinuation
- 1999-06-11 EP EP99923719A patent/EP1086306A1/en not_active Withdrawn
Non-Patent Citations (1)
Title |
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See references of WO9964738A1 * |
Also Published As
Publication number | Publication date |
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FR2779768A1 (en) | 1999-12-17 |
FR2779768B1 (en) | 2000-08-18 |
WO1999064738A1 (en) | 1999-12-16 |
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