EP1184553B1 - Méthode et appareil pour contrôler un moteur à combustion interne à injection directe - Google Patents

Méthode et appareil pour contrôler un moteur à combustion interne à injection directe Download PDF

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Publication number
EP1184553B1
EP1184553B1 EP20010118574 EP01118574A EP1184553B1 EP 1184553 B1 EP1184553 B1 EP 1184553B1 EP 20010118574 EP20010118574 EP 20010118574 EP 01118574 A EP01118574 A EP 01118574A EP 1184553 B1 EP1184553 B1 EP 1184553B1
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EP
European Patent Office
Prior art keywords
torque
internal combustion
combustion engine
losses
minimum
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
EP20010118574
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German (de)
English (en)
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EP1184553A3 (fr
EP1184553A2 (fr
Inventor
Juergen Pantring
Michael Oder
Werner Hess
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Robert Bosch GmbH
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Robert Bosch GmbH
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Publication date
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Publication of EP1184553A3 publication Critical patent/EP1184553A3/fr
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • 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
    • F02D41/30—Controlling fuel injection
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
    • F02D41/3023—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the stratified charge spark-ignited mode
    • F02D41/3029—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the stratified charge spark-ignited mode further comprising a homogeneous charge spark-ignited mode
    • 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
    • F02D2041/389—Controlling fuel injection of the high pressure type for injecting directly into the cylinder
    • 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
    • F02D2200/1002—Output torque
    • F02D2200/1004—Estimation of the output torque
    • 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
    • F02D2200/1006—Engine torque losses, e.g. friction or pumping losses or losses caused by external loads of accessories
    • 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
    • F02D2200/60—Input parameters for engine control said parameters being related to the driver demands or status
    • F02D2200/602—Pedal position
    • 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

Definitions

  • the invention relates to a method for operating a direct-injection internal combustion engine of a motor vehicle, wherein the internal combustion engine is operated in at least a first and a second operating mode. In this case, a moment of the internal combustion engine in the first operating mode substantially depends on a throttle position. In the second mode, the internal combustion engine is operated almost unthrottled. At least on the basis of an accelerator pedal position of the motor vehicle, a driver's desired torque of the internal combustion engine requested by the driver of the motor vehicle is determined.
  • the invention also relates to a corresponding internal combustion engine of a motor vehicle, a corresponding control device for an internal combustion engine, a corresponding computer program with program code means and a corresponding computer program product with program code means.
  • a control system for a drive unit in a vehicle is known.
  • a desired value for the output torque of the drive train of a vehicle is formed at least depending on the driver's request, which is converted into a translation of an operating unit and a target value for the output from a drive unit of the vehicle torque.
  • This desired value is fed to a further device which, taking into account variables affecting the torque, provides a torque corresponding to the predetermined desired value by setting the performance parameters of the drive unit. It is provided, inter alia, the torque requirement in addition to consumers, to whose operation the drive unit has to apply a certain torque such.
  • air conditioning, power steering, etc. to take into account the loss moment of the drive unit by means of maps and the torque correction of an idle controller.
  • DE 196 19 324 A1 discloses a method and a device for controlling a drive unit of a vehicle.
  • a desired value for a torque to be generated by the drive unit is derived from the degree of actuation of a control element.
  • the derived from the degree of actuation target torque is related to a predetermined maximum and a predetermined minimum torque.
  • the predetermined maximum and the predetermined minimum torque are each currently taken from speed-dependent maps and fed to an interpolation unit.
  • a torque request of the driver of the motor vehicle is taken from another map and also fed to the interpolation unit.
  • the interpolation unit determines, based on the torque request of the driver and the maximum and the minimum torque as output variable, a driver setpoint torque.
  • Modern direct-injection internal combustion engines in motor vehicles can be operated in different operating modes, wherein the torque generated by the engine not only, as in an internal combustion engine according to DE 196 19 324 A1, is dependent on the adjustable by the throttle air filling of the combustion chamber, but in certain modes the torque of the internal combustion engine is determined by the injected amount of fuel. Due to this different type of torque dependence in the various operating modes, the implementation of an accelerator pedal actuation by the driver of the motor vehicle into a corresponding desired torque of the driver of the motor vehicle is made more difficult.
  • a method of operating a direct injection internal combustion engine of a motor vehicle wherein the internal combustion engine is operated in at least a first and a second mode, wherein a torque of the internal combustion engine in the first mode substantially depends on a throttle position, wherein the Internal combustion engine is operated virtually unthrottled in the second mode, wherein at least on the basis of an accelerator pedal position of the motor vehicle requested by the driver of the motor vehicle driver's desired torque of the engine is further developed over the prior art in that when determining the driver's desired torque at least one moment difference from current torque losses and minimum torque losses.
  • a switchover from the second to the first operating mode can take place, for example, in order to initiate a regeneration of a storage catalytic converter. After regeneration would be transferred with unchanged accelerator pedal position back to the second mode.
  • the current torque losses take into account at least throttle losses and friction losses in the current operating mode, that the minimum torque losses are determined at least taking into account a minimum pressure difference of ambient pressure and intake manifold pressure and that the driver's desired torque is determined as an internal torque of the internal combustion engine.
  • a development of the method according to the invention provides that the minimum torque losses as a function of the speed of the internal combustion engine and the minimum pressure difference from ambient pressure and intake manifold pressure are taken from an applicable map or that a minimum engine torque is determined, which takes into account at least the sum of minimum torque losses and other torque losses, the further torque losses take into account at least the torque losses by ancillaries.
  • This development according to the invention makes it possible to determine the minimum torque losses in a particularly simple manner.
  • a preferred development provides that a maximum engine torque is determined which is independent of the current operating mode. Through this development can be dispensed with the separate determination of the maximum torque in all modes, resulting in advantages in terms of storage space and speed of the control unit in the motor vehicle.
  • a preferred embodiment provides that a relative driver's request and / or an absolute driver's request is formed at least on the basis of the accelerator pedal position and an engine speed.
  • driver's desired torque is determined either (relative driver's request) from the sum of the minimum engine torque, the torque difference and the product of relative driver's request and the difference of maximum engine torque and minimum engine torque or or (absolute driver's request) from the Sum of the minimum engine torque, the torque difference and absolute driver's request is determined.
  • a direct injection internal combustion engine of a motor vehicle the at least in a first and a second mode is operable, wherein a moment of the internal combustion engine in the first mode substantially depends on a throttle position, wherein the internal combustion engine in the second mode is almost unthrottled operable, with an accelerator pedal, with means to determine at least on the basis of an accelerator pedal position requested by the driver of the motor vehicle driver's desired torque of the internal combustion engine is further developed over the prior art that means are available to determine at least a torque difference from current torque losses and minimum torque losses in the determination of the driver's desired torque consider.
  • the internal combustion engine according to the invention offers the advantages compared to the prior art of the methods described above.
  • the computer program according to the invention has program code means for carrying out all steps of the method according to the invention when the program is executed on a computer, in particular a control unit for an internal combustion engine of a motor vehicle.
  • the invention is thus realized by a program stored in the control unit, so that this control unit provided with the program represents in the same way the invention as the method to whose execution the program is suitable.
  • the invention Computer program product has program code means which are stored on a computer-readable data carrier in order to carry out the method according to the invention when the program product is executed on a computer, in particular a control unit for an internal combustion engine of a motor vehicle.
  • the invention is realized by a data carrier, so that the inventive method can be performed when the program product or the data carrier is integrated into a control device for an internal combustion engine, in particular a motor vehicle.
  • a data carrier or as a computer program product in particular an electrical storage medium can be used, for example a read-only memory (ROM), an EPROM or even an electrical non-volatile memory such as a CD-ROM or DVD.
  • FIG. 1 shows an internal combustion engine 1 is shown, in which a piston 2 in a cylinder 3 back and forth.
  • the cylinder 3 is provided with a combustion chamber 4, to which via valves 5, an intake pipe 6 and an exhaust pipe 7 are connected.
  • an injection valve 8 that can be controlled with a signal TI and a spark plug 9 that can be activated with a signal ZW are connected to the combustion chamber 4.
  • the signals TI and ZW are in this case transmitted from a control unit 16 to the injection valve 8 and the spark plug 9.
  • the intake pipe 6 is provided with an air mass sensor 10 and the exhaust pipe 7 with a lambda sensor 11.
  • the air mass sensor 10 measures the air mass of the fresh air supplied to the intake pipe 6 and generates a signal LM in response thereto.
  • the lambda sensor 11 measures the oxygen content of the exhaust gas in the exhaust pipe 7 and generates a signal lambda in dependence thereon.
  • the signals of the air mass sensor 10 and the lambda sensor 11 are supplied to the control unit 16.
  • a throttle valve 12 is housed, the rotational position is adjustable by means of a signal DK.
  • the exhaust pipe 7 may be connected via a not shown here exhaust gas recirculation line with the intake pipe 6.
  • the control of the exhaust gas recirculation can, for example, via a controllable by the control unit 16, also not shown here, the exhaust gas recirculation valve.
  • the throttle valve 12 In a first operating mode, the homogeneous operation of the internal combustion engine 1, the throttle valve 12 is partially opened or closed depending on the desired, supplied air mass.
  • the fuel is from the injection valve 8 is injected into the combustion chamber 4 during a suction phase caused by the piston 2.
  • the injected fuel is swirled and thus distributed in the combustion chamber 4 is substantially uniform / homogeneous.
  • the fuel-air mixture is compressed during the compression phase, to then be ignited by the spark plug 9. Due to the expansion of the ignited fuel, the piston 2 is driven.
  • the throttle valve 12 is opened wide.
  • the fuel is injected from the injection valve 8 during a caused by the piston 2 compression phase in the combustion chamber 4.
  • the fuel is ignited with the aid of the spark plug 9, so that the piston 2 is driven in the now following working phase by the expansion of the ignited fuel.
  • a crankshaft 14 In stratified operation as well as in homogeneous operation, a crankshaft 14 is set into rotary motion by the driven piston, over which ultimately the wheels of the motor vehicle are driven. On the crankshaft 14, a gear is arranged, the teeth of which are scanned by a directly opposite rotational speed sensor 15. The speed sensor 15 generates a signal from which the rotational speed n of the crankshaft 14 is determined and transmits this signal n to the control unit 16.
  • the fuel mass injected from the injection valve 8 into the combustion chamber in stratified operation and in homogeneous operation is controlled and / or regulated by the control unit 16, in particular with regard to low fuel consumption and / or low pollutant development.
  • the inventive definition of Ignition angle ZW takes place in the control unit 16.
  • the control unit 16 is provided with a microprocessor which has stored in a storage medium program code which is adapted to carry out the entire control and / or regulation of the internal combustion engine 1 according to the invention.
  • the control unit 16 is acted upon by input signals representing operating variables of the internal combustion engine measured by means of sensors.
  • the control unit 16 with the air mass sensor 10, the lambda sensor 11 and the speed sensor 15 is connected.
  • the control unit 16 is connected to an accelerator pedal sensor 17, which generates a signal FP, which indicates the position of a driver-actuatable accelerator pedal / accelerator pedal and thus the torque requested by the driver. This moment is referred to below as the driver's desired torque.
  • the control unit 16 generates output signals with which the behavior of the internal combustion engine 1 can be influenced by actuators in accordance with the desired control and / or regulation.
  • the control unit 16 is connected to the injection valve 8, the spark plug 9 and the throttle valve 12 and generates the signals required for their control TI, ZW and DK.
  • control unit 16 the inventive method is further implemented, which will be explained in more detail below.
  • FIG. 2 shows an overview of the torques in the drive train of a motor vehicle.
  • the operating behavior of an engine 201 and thus also the torque generated by the engine depend significantly on the air mass 202, the fuel mass 203 and the ignition angle or the ignition time 204. These are the authoritative ones Influencing factors that influence the torque generated by the motor 201. Of course, there are other possibilities of influence, which will not be discussed in detail in the context of this description.
  • the torque 205 generated by the engine 201 directly from the combustion is referred to below as the internal torque 205 of the internal combustion engine. If the charge cycle and friction losses 206 are subtracted from the inner torque 205, the actual engine torque 207 which can be tapped approximately at the crankshaft of the engine is obtained.
  • the engine torque 207 is referred to below as indexed torque 207. Be deducted from the indexed moment 207, the torque components that must be spent on ancillaries such as generator, air compressor, etc., so there is the clutch torque 209, which is available at the clutch of the internal combustion engine. If the clutch losses 210 are subtracted from the clutch torque 209 which is available at the input of the clutch, the transmission torque 211 available at the input of the transmission is obtained. The transmission torque 211 available at the input of the transmission is increased again by gearbox and gearbox torque Translation losses 212 reduced to finally get the actual drive torque 213.
  • the drive torque 213 may also be referred to as wheel torque.
  • the core of the method according to the invention which is described in more detail below in the context of FIGS. 3 and 4 is to determine an operator request torque of the internal combustion engine as internal torque 205 of the internal combustion engine based on an accelerator pedal position of the motor vehicle.
  • the control unit 16 shown in FIG. 1 contains a function (moment coordinator) for requesting the information requested by the driver of the motor vehicle To coordinate driver request torque with the other present torque requirements, eg from a vehicle dynamics control, to a coordinated total torque.
  • the coordinated total torque is thus the relevant desired torque that is to be generated by the internal combustion engine.
  • FIG. 3 shows a first embodiment of the method according to the invention.
  • the accelerator pedal operation is interpreted by the driver of the motor vehicle as a relative moment request.
  • a relative driver request 304 (mrfa) is taken from an applicable map 303 (kfmrel).
  • This relative driver request (mrfa) is supplied to a multiplication unit 305.
  • the multiplication unit 305 is supplied with the difference between the maximum engine torque 306 (mimax) and the minimum engine torque 307 (mimin_min).
  • the result of the multiplication block 305 is supplied to the addition unit 308.
  • the minimum motor torque 307 (mimin_min) is added.
  • the result or output torque of the block 308 is supplied to an adder 309.
  • the adder 309 is further supplied with the moment difference 310 (mdslw) according to the invention.
  • the moment difference 310 (mdslw) results as the result of the subtraction unit 311, to which the input side the actual torque losses 312 (mds) and the minimum torque losses 313 (mds_min) are supplied.
  • the current torque losses 312 (mds) and the minimum torque losses 313 (mds_min) are the output 317 of a map 314 (kfmds), which torque losses as a function of the speed of the internal combustion engine (nmot) and the minimum pressure difference (dpmin) from ambient pressure (pu) and intake manifold pressure (ps) contains.
  • the map 314 is permanently supplied with the engine speed 302 (nmot).
  • the map 314 (kfmds) is now alternately or by the shown in Figure 3 or indicated switches with the current pressure difference 315 (dp) from ambient pressure (pu) and intake manifold pressure (ps) and the minimum pressure difference 316 (dpmin) from ambient pressure (pu) and intake manifold pressure (ps) addressed.
  • the current torque losses (mds) or the minimum torque losses (mds_min) are thus alternately available, depending on the addressing of the input of the characteristic map.
  • the output signals of the characteristic map 314 (kfmds) are buffered in a buffer, not shown in FIG. 3, so that the current torque losses 312 (mds) and the minimum torque losses 313 (mds_min) are available at the inputs of the subtraction block 311 at all times.
  • the moment difference 310 (mdslw) results from the difference between the instantaneous torque losses 312 (mds) and the minimum torque losses 313 (mds_min).
  • the desired driver input torque 318 is available as internal engine torque (mifa).
  • the maximum engine torque (mimax) is the maximum possible internal engine torque from combustion. This maximum possible engine torque can according to the invention for all modes (both throttled, throttled as well as unthrottled operating modes) are the same.
  • the minimum engine torque results from the sum of minimum torque losses (mds_min) and the losses by ancillaries and other consumers (mdv), where the sum of the two torque components can be provided with a scaling factor, for example, the difference of engine speed (nmot) and idle speed can result.
  • the current torque losses (mds) and the minimum torque losses (mds_min) each contain the torque losses due to throttling and friction.
  • driver command torque (mifa)
  • the constant clutch pedal position (pedal) when switching to a different operating mode sets the identical clutch torque for both the output and the target operating mode. This ensures that the driver of the motor vehicle feels no jolt of the motor vehicle by jumping the clutch torque.
  • FIG. 4 shows a further embodiment of the method according to the invention.
  • the predetermined by the driver of the motor vehicle accelerator pedal position is interpreted as an absolute driver's request.
  • an absolute driver request 404 (mi_soll) is taken from an applicable map 403 (kfmabs), which is fed to an addition unit 408.
  • the result of the addition block 408 is supplied to a further addition block 409 to which the torque difference 410 (mdslw) is fed as a further input signal.
  • the moment difference 410 can also be seen analogously to the moment difference 310 in FIG.
  • the result of the addition block 409 is equivalent to FIG. 3 an inner driver request torque 411 (mifa).

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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)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
  • Hybrid Electric Vehicles (AREA)

Claims (15)

  1. Procédé pour contrôler un moteur à combustion interne à injection directe d'un véhicule automobile, selon lequel
    - on exploite le moteur à combustion interne dans au moins un premier et un deuxième mode de fonctionnement,
    - un couple du moteur à combustion interne dans le premier mode de fonctionnement (HOM) dépend essentiellement d'une position du papillon des gaz,
    - le moteur à combustion interne fonctionne pratiquement sans étranglement dans le deuxième mode de fonctionnement (SCH), et
    - un couple souhaité par le conducteur (mifa) du moteur à combustion interne demandé par le conducteur du véhicule automobile est déterminé au moins à l'aide d'une position de la pédale d'accélérateur (pedal) du véhicule automobile,
    caractérisé en ce que
    lors de la détermination du couple souhaité par le conducteur (mifa), on tient compte d'au moins une différence de couple (mdslw) entre les pertes de couple effectives (mds) et les pertes de couple minimales (mds_min).
  2. Procédé selon la revendication 1,
    caractérisé en ce que
    les pertes de couple effectives (mds) tiennent compte au moins des pertes par étranglement et des pertes par frottement dans le mode de fonctionnement effectif.
  3. Procédé selon la revendication 1,
    caractérisé en ce que
    les pertes de couple minimales (mds_min) sont déterminées au moins en tenant compte d'une différence de pression minimale (dpmin) entre la pression ambiante (pu) et la pression dans la tubulure d'admission (ps).
  4. Procédé selon la revendication 1,
    caractérisé en ce que
    le couple souhaité par le conducteur (mifa) est déterminé comme un couple interne (205) du moteur à combustion interne.
  5. Procédé selon la revendication 1,
    caractérisé en ce que
    les pertes de couple minimales (mds_min) sont données à partir d'un champs de caractéristiques applicable (kfmds) en fonction du régime du moteur à combustion interne (nmot) et de la différence minimale (dpmin) entre la pression ambiante (pu) et la pression dans la tubulure d'admission (ps).
  6. Procédé selon la revendication 3,
    caractérisé en ce qu'
    on détermine un couple moteur minimal (mimin_min), qui tient compte au moins de la somme des pertes de couple minimales (mds_min) et d'autres pertes de couple (mdv).
  7. Procédé selon la revendication 6,
    caractérisé en ce que
    les autres pertes de couple (mdv) tiennent compte au moins des pertes de couple dues à des groupes auxiliaires.
  8. Procédé selon la revendication 1,
    caractérisé en ce qu'
    on détermine un couple moteur maximal (mimax), qui est indépendant du mode de fonctionnement effectif (HOM, SCH).
  9. Procédé selon la revendication 1,
    caractérisé en ce qu'
    on forme un souhait relatif du conducteur (mrfa) et/ou un souhait absolu du conducteur (mi_soll) au moins à l'aide de la position de la pédale d'accélérateur (pedal) et d'un régime du moteur (nmot).
  10. Procédé selon les revendications 6, 8 et 9,
    caractérisé en ce que
    le couple souhaité par le conducteur (mifa) est déterminé à partir de la somme
    - du couple moteur minimal (mimin_min),
    - de la différence de couple (mdslw), et
    - du produit du souhait relatif du conducteur (mrfa) et de la différence entre le couple moteur maximal (mimax) et le couple moteur minimal (mimin_min),
    soit [mifa = mimin_min + mdslw + mrfa x (mimax - mimin_min)].
  11. Procédé selon les revendications 6, 8 et 9,
    caractérisé en ce que
    le couple souhaité par le conducteur (mifa) est déterminé par la somme
    - du couple moteur minimal (mimin_min),
    - de la différence de couple (mdslw), et
    - du souhait absolu du conducteur (mi_soll),
    soit (mifa = mimin_min + mdslw +mi_soll).
  12. Moteur à combustion interne à injection directe d'un véhicule automobile, qui fonctionne au moins dans un premier et un deuxième mode de fonctionnement,
    - un couple du moteur à combustion interne dans le premier mode de fonctionnement (HOM) dépendant essentiellement d'une position du papillon des gaz,
    - le moteur à combustion interne fonctionnant pratiquement sans étranglement dans le deuxième mode de fonctionnement (SCH), avec
    - une pédale d'accélérateur, et
    - des moyens pour déterminer, au moins à l'aide d'une position de la pédale d'accélérateur (pedal), un couple souhaité par le conducteur (mifa) du moteur à combustion interne demandé par le conducteur du véhicule automobile,
    caractérisé par
    des moyens pour tenir compte au moins d'une différence de couple (mdslw) entre les pertes de couple effectives (mds) et les pertes de couple minimales (mds_min) lors de la détermination du couple souhaité par le conducteur (mifa).
  13. Appareil de commande pour un moteur à combustion interne, en particulier d'un véhicule automobile, avec des moyens pour exécuter les étapes du procédé selon au moins l'une des revendications 1 à 11,
    caractérisé par
    des moyens pour tenir compte au moins d'une différence de couple (mdslw) entre les pertes de couple effectives (mds) et les pertes de couple minimales (mds_min) lors de la détermination du couple souhaité par le conducteur (mifa).
  14. Programme informatique avec des moyens de code de programme, pour exécuter toutes les étapes de l'une quelconque des revendications 1 à 11, lorsque le programme est exécuté sur un ordinateur, en particulier par un appareil de commande pour un moteur à combustion interne.
  15. Produit de programme informatique avec des moyens de code de programme, qui sont stockés sur un support de données lisible sur ordinateur, pour exécuter le procédé selon l'une quelconque des revendications 1 à 11, lorsque le programme est exécuté sur un ordinateur, en particulier par un appareil de commande pour un moteur à combustion interne.
EP20010118574 2000-09-04 2001-08-02 Méthode et appareil pour contrôler un moteur à combustion interne à injection directe Expired - Lifetime EP1184553B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10043691 2000-09-04
DE2000143691 DE10043691A1 (de) 2000-09-04 2000-09-04 Verfahren und Vorrichtung zum Betreiben einer direkteinspitzenden Brennkraftmaschine eines Kraftfahrzeugs

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EP1184553A2 EP1184553A2 (fr) 2002-03-06
EP1184553A3 EP1184553A3 (fr) 2004-08-11
EP1184553B1 true EP1184553B1 (fr) 2006-06-14

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EP (1) EP1184553B1 (fr)
JP (1) JP2002129999A (fr)
DE (2) DE10043691A1 (fr)
ES (1) ES2266058T3 (fr)

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JP4033173B2 (ja) * 2004-06-01 2008-01-16 トヨタ自動車株式会社 内燃機関の制御装置
DE102006020062A1 (de) * 2006-04-29 2007-10-31 Dr.Ing.H.C. F. Porsche Ag Verfahren zur Steuerung einer Brennkraftmaschine
FR3102214B1 (fr) * 2019-10-16 2021-10-08 Psa Automobiles Sa Groupe motopropulseur comprenant un dispositif de contrôle déterminant un couple de perte d’un moteur à combustion.

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DE4141947C2 (de) 1991-12-19 2002-02-07 Bosch Gmbh Robert Steuersystem für eine Antriebseinheit in einem Flugzeug
DE19619324B4 (de) 1995-10-07 2006-08-17 Robert Bosch Gmbh Verfahren und Vorrichtung zur Steuerung einer Antriebseinheit eines Fahrzeugs
DE19612455C2 (de) * 1996-03-28 1999-11-11 Siemens Ag Verfahren zum Ermitteln eines Solldrehmoments an der Kupplung eines Kraftfahrzeugs

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Publication number Publication date
ES2266058T3 (es) 2007-03-01
JP2002129999A (ja) 2002-05-09
DE50110123D1 (de) 2006-07-27
EP1184553A3 (fr) 2004-08-11
EP1184553A2 (fr) 2002-03-06
DE10043691A1 (de) 2002-03-14

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