EP1242731A2 - Procede et dispositif pour assurer la commande de l'unite d'entrainement d'un vehicule - Google Patents

Procede et dispositif pour assurer la commande de l'unite d'entrainement d'un vehicule

Info

Publication number
EP1242731A2
EP1242731A2 EP00991070A EP00991070A EP1242731A2 EP 1242731 A2 EP1242731 A2 EP 1242731A2 EP 00991070 A EP00991070 A EP 00991070A EP 00991070 A EP00991070 A EP 00991070A EP 1242731 A2 EP1242731 A2 EP 1242731A2
Authority
EP
European Patent Office
Prior art keywords
torque
variable
target
drive unit
time
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.)
Ceased
Application number
EP00991070A
Other languages
German (de)
English (en)
Inventor
Ernst Wild
Lilian Kaiser
Michael Nicolaou
Werner Hess
Holger Jessen
Werner Kind
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.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
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
Priority claimed from DE10060298A external-priority patent/DE10060298A1/de
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1242731A2 publication Critical patent/EP1242731A2/fr
Ceased legal-status Critical Current

Links

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
    • F02D41/0002—Controlling intake air
    • 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
    • F02D31/00—Use of speed-sensing governors to control combustion engines, not otherwise provided for
    • F02D31/001—Electric control of rotation speed
    • F02D31/002—Electric control of rotation speed controlling air supply
    • F02D31/003—Electric control of rotation speed controlling air supply for idle speed control
    • F02D31/005—Electric control of rotation speed controlling air supply for idle speed control by controlling a throttle by-pass
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D37/00—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for
    • F02D37/02—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for one of the functions being ignition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/045—Detection of accelerating or decelerating state
    • 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
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2409—Addressing techniques specially adapted therefor
    • F02D41/2422—Selective use of one or more tables
    • 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
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
    • 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
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/26—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor
    • F02D41/266—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor the computer being backed-up or assisted by another circuit, e.g. analogue
    • 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
    • F02D41/32—Controlling fuel injection of the low pressure type
    • F02D41/34—Controlling fuel injection of the low pressure type with means for controlling injection timing or duration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
    • F02P5/15—Digital data processing
    • F02P5/1502—Digital data processing using one central computing unit
    • F02P5/1504—Digital data processing using one central computing unit with particular means during a transient phase, e.g. acceleration, deceleration, gear change
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the invention relates to a method and a device for controlling the drive unit of a vehicle.
  • the control of a drive unit is known, in which a large number of presets with partly contradictory character act on the existing actuators.
  • the drive unit is controlled on the basis of a driver request specified by the driver, setpoints of external and / or internal control functions such as traction control, engine drag torque control, transmission control, speed and / or speed limitation and / or idling speed control.
  • setpoints of external and / or internal control functions such as traction control, engine drag torque control, transmission control, speed and / or speed limitation and / or idling speed control.
  • a maximum and minimum value selection from the supplied setpoints is used to select a setpoint which is implemented by the individual control parameters of the drive unit in the current operating state of the drive unit.
  • these control parameters are, for example, filling, ignition angle and / or fuel quantity.
  • the conversion of the setpoints into the control values takes place, among other things, according to the origin of the setpoint specification. In this way, separate setpoint specifications are formed for the relatively slow filling adjustment path and for the relatively fast increment adjustment path, so that the flexibility with regard to the selection of the control parameters for implementing the target specification is restricted.
  • the decision about the selection of the path is made regardless of the origin of the target specification. Furthermore, the overall efficiency is improved through optimal use of the torque that can be achieved via the filling path. By selecting the adjustment path depending on the operating point, the optimization potential is used in particular at high speeds. This is because the efficiency-reducing ignition angle or fuel interventions only take place when the target size cannot be set via the filling path.
  • a special interpolation function for determining the setpoint which is to be set via the ignition angle path, avoids unnecessary ignition angle spar adjustment in the event of a positive load change with a rapid positive increase in torque, while the best possible ignition angle efficiency is aimed at in the case of negative load changes using linear interpolation.
  • FIG. 1 shows an overview circuit diagram of a control unit for controlling a drive unit
  • FIG. 2 shows a flowchart which shows the coordination of the setpoint specifications including properties and their implementation.
  • FIGS. 3 to 5 show flow diagrams which represent a preferred exemplary embodiment for implementing the target specification and the actuating time assigned to it in the individual actuating paths.
  • FIG. 6 shows time diagrams which show the actual torque curve when using the described procedure in different situations.
  • FIG. 7 shows an advantageous exemplary embodiment of a dynamic model, with the aid of which the minimum positioning time is determined.
  • FIG. 8 uses a flowchart to describe an advantageous procedure for determining the setpoint to be implemented via the fast path by means of interpolation.
  • Figure 1 shows a block diagram of a control device for controlling a drive unit, in particular an internal combustion engine.
  • a control unit 10 is provided which has as components an input circuit 14, at least one computer unit 16 and an output circuit 18.
  • a communication system 20 connects these components for mutual data exchange.
  • the input circuit 14 of the control unit 10 is supplied with input lines 22 to 26, which in a preferred exemplary embodiment are designed as a bus system and via which the control unit 10 is supplied with signals which represent operating variables to be evaluated for controlling the drive unit. These signals are detected by measuring devices 28 to 32.
  • Such operating variables are accelerator pedal position, engine speed, engine load, exhaust gas composition, engine temperature, etc.
  • the control unit 10 controls the power of the drive unit. This is symbolized in FIG.
  • control systems of the vehicle which transmit 14 input variables, for example torque setpoints, to the input circuit (cf. 40-43 and lines 44-47).
  • Control systems of this type are, for example, traction control systems, vehicle dynamics controls, transmission controls, engine drag torque controls, etc.
  • the air supply to the internal combustion engine, the ignition angle of the individual cylinders, the fuel mass to be injected, the injection timing and / or the air / fuel ratio, etc. are set via the adjustment paths shown.
  • the external setpoint specifications for which a setpoint specification by the driver in the form of a driving request and / or a If the speed limit function is part of it, there are internal default values for controlling the drive unit, for example a change in torque of an idle control, a speed limit that outputs a corresponding setpoint value, torque change limit, limits from component protection and / or a separate setpoint value at start.
  • Boundary conditions or properties are associated with the individual setpoint values, which represent the manner in which the setpoint value is implemented.
  • one or more properties can be associated with a setpoint value variable, so that the term properties in an advantageous exemplary embodiment means a property vector in which the various property values are entered.
  • Properties of setpoint values are e.g. the required dynamics when setting the setpoint value, the priority of the setpoint value, the size of the torque reserve to be set, and / or the comfort of the adjustment (e.g. change limitation). These properties are present in a preferred embodiment. In other exemplary embodiments, more or less, even only one property is provided.
  • the actuating time within which the setpoint torque setpoint is to be set is assigned to each setpoint torque specification.
  • a predicted target torque is specified, which essentially corresponds to the unfiltered driver's desired value and the external reserve moments of additional units such as air conditioning compressor, generator, converter, etc., and which are included in the internal torque reserves, for example from the idle speed control, a cat heating function, etc. , This predicted mo- ment is taken into account when converting the specified torque into at least one manipulated variable of the drive unit.
  • FIG. 2 shows a flowchart which outlines a program running in the computer unit 16 of the control unit. It describes the coordination and implementation of the setpoint specifications and their properties.
  • the computer unit 16 is supplied with a variable representing the accelerator pedal position ⁇ . This sets the size if necessary. taking into account further operating variables such as the engine speed in a calculation step 100 into a driver's desired torque MiFA, which is fed to the coordinator 102. External torque setpoints Mil to MiN are also transmitted to the computer unit 16 and are likewise fed to the coordinator 102. With each torque setpoint, the selected property variables (or property vectors that consist of individual property variables) el to eN are transmitted and fed to the coordinator 102.
  • internal functions 110 are provided, which either also supply torque setpoints with the corresponding property variables to the coordinator 102 or which limit values Mlim for the torque setpoints or elimits for the property variables, which are also supplied to the coordinator 102 and for the coordination of the setpoints and property values be taken into account.
  • the output of the coordinator 102 is the resulting setpoint torque value MiSOLL, which ultimately comes to the setting, and the resulting property setpoint (s) eSOLL, selected from the supplied property variables, taking into account the limit values, within the framework of which the setpoint value is realized.
  • These sizes are which are fed to a converter 104, to which further operating variables such as engine speed, etc. are also fed.
  • the converter converts the target torque value MiSOLL into manipulated variables, taking into account the supplied operating variables and the resulting property variable (s). With these manipulated variables, fuel metering, ignition angle, air supply, etc. are influenced in such a way that the specified target torque is set within the framework of the resulting property (s).
  • control paths to be selected for the implementation of the target torque are determined independently of the source of the torque request solely on the basis of the dynamic information (positioning time) assigned to the target torque. It is first determined whether the required
  • Target torque changes with the required dynamics can only be realized via the filling path. In the preferred exemplary embodiment, this takes place in accordance with the current operating point and the required change in torque from a characteristic diagram, possibly by means of interpolation, of the minimum actuating time via the filling path.
  • a central input variable is therefore the dynamic information supplied with the setpoint torque, which can either be a required actuating time within which the setpoint torque is to be set, or a request in the form of logical variables (highly dynamic, dynamic, slow). This is interpreted as an additional setpoint specification which must be maintained under the given boundary conditions, in particular the operating state of the drive unit.
  • the ignition angle intervention is released. Still done release of the ignition angle intervention if additional requirements require an adjustment of the ignition angle efficiency, for example if external or internal reserve requirements are required as a prerequisite for a rapid increasing torque intervention or if measures that directly affect efficiency, such as catalyst heating by retarding the ignition angle, are active. If the ignition angle intervention is released, a deterioration in efficiency due to the changed ignition angle is permitted. If the ignition angle intervention is not released, the
  • the ignition angle is set according to a predetermined map for the optimal ignition angle, by means of which a maximum torque is realized at the given operating point.
  • a torque setpoint is specified for the ignition angle path. In the case of reducing interventions, this is done by outputting a setpoint torque in the time grid of the ignition angle, which results from the interpolation between the current actual torque and the setpoint torque to be achieved at the specified actuating time.
  • the interpolation ensures that, based on the torque curve resulting from the deceleration behavior of the filling path, the filling path is always preferred, since the interpolated setpoint torque lies above this curve. In other words, the torque change through the ignition angle occurs just as quickly as necessary in order to comply with the predetermined actuating time in any case.
  • the setpoint torque is realized via the filling path, ie a setpoint for the control of an actuator influencing the air supply is specified from the setpoint torque for the filling path, by means of which the setpoint torque is set via the filling path.
  • the target torque for the ignition angle is determined from the maximum of the interpolated torque as shown above and the base torque, _ Q _
  • the retardation of the ignition angle which is carried out by interpolation, can be maintained when realizing a torque reserve (for example for heating the catalytic converter or when idling).
  • the setpoint torque values are implemented in a known manner in that the setpoint torque value for the filling is converted via a filler model into a setpoint value for the position of a throttle valve, which is then adjusted within the scope of a position control loop, while the ignition angle setpoint torque value taking into account the actual torque value is converted into an ignition angle change, with which the optimal ignition angle is corrected.
  • the target charge torque value and the target ignition torque value may have different values.
  • the basis for the decision as to whether the requested positioning time can be achieved using the air path or not is, as shown above, a table or a map.
  • the operating point of the engine is determined by the state variables of the filling path (e.g. load or relative cylinder filling) and by the speed of the engine.
  • the fuel supply in particular the suppression of individual injections, is available as a further adjustment path, which allows a dynamic change in torque.
  • the decision to release this blanking is also made on the basis of the supplied dynamic information (actuating time).
  • the blanking is only released if the desired torque to be set in the required dynamics falls below the torque that can be set by the air and ignition angle path within this actuating time. This is also determined on the basis of a table or a map.
  • the Masking is therefore the last actuating path to be activated in order to set the desired torque in the required actuating time.
  • the input variables on which the implementation is based, the torque setpoint MSOLL, the required actuating time TSOLL and the predicted torque MPR ⁇ D are read.
  • the latter generally represents the unfiltered driver request and thus represents the torque that is likely to be set in the future, since the driver request torque is filtered for reasons of comfort or by external or internal functions that influence the torque, such as a drive slip control, limiting functions, etc. is replaced or corrected.
  • the target torque for the filling path MSOLLF is determined on the basis of the supplied target torque, taking into account further functions such as load impact damping functions, dashpot functions or reserves.
  • a preferred procedure for determining the target torque for the filling path is illustrated using the flow diagram in FIG. 4 and is described below.
  • step 204 the minimum actuating time TIST necessary for setting the target torque via the filling path is determined.
  • a check is then made in query step 206 as to whether the calculated actual time TIST is greater than the predetermined target time TSOLL. If this is not the case, it is ensured that the target torque can be set in the required actuating time via the filling path. The ignition angle intervention is therefore not released.
  • step 208 the further conditions under which an ignition angle intervention release is possible independently of the actuation time question are checked.
  • step 206 Was determined in step 206 that the minimum actuating time within which the setpoint torque is via the filling path is adjustable, is greater than the required actuating time, the ignition angle intervention is released in accordance with step 212. Then, in step 214, it is also checked using tables or characteristic diagrams whether the target torque can be achieved via the ignition angle intervention and the filling intervention within the actuating time TSOLL. If this is not the case, the blanking is additionally released in accordance with step 216 in order to ensure the setting of the target torque within the actuating time. In the other case, the release of the ignition angle path is sufficient so that the program is ended after steps 214 and 216 and run again at the next point in time.
  • step 214 it is determined, for example, on the basis of a characteristic diagram, whether the predetermined change in torque can be achieved within the desired time by adjusting the ignition angle at the current operating point of the drive unit. If the torque change due to the ignition angle is too slow or the magnitude of the torque change cannot be realized using the ignition angle, the display is hidden.
  • FIG. 4 shows a preferred embodiment of the step
  • the target torque value for the filling path MSOLLFE is determined on the basis of the target torque value.
  • a load impact damping function is active when a load change is detected, for example, from pushing to pulling the drive unit. If this function is active, the target torque MSOLLÜF for the filling path is determined from a map of the gear position GANG and the target torque MSOLL (step 2022).
  • the target filling torque MSOLLFE calculated in this way is possibly limited to a maximum or a minimum value, the maximum value corresponding to the predicted torque MPR ⁇ D, which essentially represents the unfiltered driver's desired torque, and the minimum value is formed from the target torque MSOLL ,
  • the program then continues with step 204 in FIG. 3. If step 2020 has shown that the load damping function is not active, then in step 2026 a query is made as to whether the dashpot function is active. This is active when the driver releases the pedal very quickly, whereupon the dashpot function smoothes the torque change during the transition from the accelerator pedal to the non-actuated accelerator pedal.
  • the target filling torque MSOLLFE is determined as a function of the predicted torque MPR ⁇ D and a filter T.
  • This filter is preferably a first order low pass filter.
  • the target torque MSOLLF is limited to a maximum value, which is formed from the quotient of the target torque MSOLL and the smallest ignition angle efficiency.
  • step 204 is initiated. If the dashpot function is also not active, the target filling torque MSOLLFE is formed as the maximum value of the target torque value MSOLL, the predicted torque MPR ⁇ D or the torque MRES predetermined on the basis of internal reserves (step 2027). This is followed by step 204.
  • FIG. 5 represents the formation of the torque setpoint for the ignition angle adjustment.
  • the outlined program is then initiated and run through at predetermined times when the ignition angle intervention is released. If the ignition angle intervention is not released, the ignition angle target torque value is set to the base torque value, ie the filling torque target value. If the ignition angle intervention is enabled, a check is carried out in a first step 300 to determine whether there is a torque-increasing intervention. If this is the case, the target torque value for the ignition angle MSOLLZW 'is calculated according to step 302 by interpolation on the basis of the actual torque value MIST, the target torque value MSOLL and the actuating time TSOLL. Interpolation is used to change an ignition angle setpoint.
  • step 302 the target torque value MSOLLZW is defined and output in step 304 as the maximum value of the value MSOLLZW 'calculated in step 302 and the base torque value MBAS, ie the filling target torque value. If step 300 has shown that there is a torque-reducing intervention, then according to step 306, as explained above with reference to step 302, the target torque value MSOLLZW is based on the actual torque,
  • Target torque and actuating time are formed in accordance with a time-dependent interpolation.
  • the program is then ended and run through again at the next point in time.
  • a corresponding procedure as shown in FIG. 5 is provided for determining the number of injections to be masked out, the masking pattern for each program run likewise being determined there by interpolation in accordance with the setpoint torque, actual torque and actuating time.
  • FIG. 6 The procedure outlined above is illustrated in FIG. 6 on the basis of time diagrams.
  • the torque of the drive unit is plotted against time.
  • FIG. 6a describes a situation in which the desired setpoint torque MSOLL can be achieved in the desired actuating time TSOLL solely on the basis of the filling path.
  • the torque of the drive unit drops to the value MSOLL within the time TSOLL, the typical delayed course of the filling control occurring. There is no ignition angle release.
  • the situation is different in the case of FIG. 6b.
  • the desired torque MSOLL cannot be achieved within the actuating time TSOLL by filling control alone.
  • interpolation here linear interpolation
  • interpolations are based on another function, e.g. Exponential functions, etc., are provided.
  • FIG. 7 is a time diagram which shows a typical time profile of the torque M of an internal combustion engine when the charge is reduced (for example by throttle valve position).
  • the target torque MSOLL is shown in dashed lines.
  • the setpoint torque is then set by corresponding control of the filling, a torque curve occurring as described in FIG. 7 due to the intake manifold dynamics.
  • the minimum actuating time (TMIN) is the time until a predetermined ratio M / MSOLL is reached (eg 90%), ie until M and MSOLL match within a predetermined tolerance ⁇ . In the example in FIG. 7, this is the case between times T5 and T6.
  • This time is determined using a simplified intake manifold model from the storage and transfer coefficient of the intake manifold.
  • the transmission coefficient is generally dependent on the operating state of the internal combustion engine and is assumed to be constant here without restricting the required accuracy.
  • the starting point is:
  • the minimum positioning time i.e. The actuating time required to reach a ratio M / MSOLL of 90% in the event of a change in filling results in:
  • TMIN -In (0, 1 / k)
  • extensions of the model with a view to a higher model accuracy are provided, e.g. the consideration of non-linearities of the components such as the throttle valve (outflow characteristic curve) as well as additional influences e.g. through exhaust gas recirculation or tank ventilation as well as the differentiation of supercritical and subcritical pressure conditions.
  • the determination of a minimum actuating time that can be achieved via the filling path is thus achieved on the basis of the known parameters of the intake manifold model, the current operating point being taken into account by using the current transmission coefficient.
  • the model used is simple and transparent and includes only a few model parameters.
  • the calculations are carried out on the basis of a corresponding discrete model.
  • the model is calculated synchronously with the speed, i.e. the sampling time is the speed-dependent synchro time.
  • the number of steps (synchros) that are required to achieve a certain percentage of the setpoint is determined.
  • FIG. 8 shows a flow chart for determining the target value for the released fast path (in particular the ignition angle path) by means of interpolation. The examples described below are used in steps 302 and 306 of FIG. 5.
  • the setpoint torque MSOLL, the actual torque MIST, the sampling time TABTAST, the setpoint actuation time TSOLL and a gain factor K are supplied as input variables to the element shown in FIG.
  • the deviation of the setpoint and actual torque is determined in a linkage point 800.
  • the deviation becomes a multiplier 802 and a comparator 804 Provided.
  • comparator 804 the deviation is compared with a value of 0 in order to determine whether a positive (torque-increasing) or negative load change has occurred.
  • a switching element 806 is switched over, the position shown in FIG. 8 being assumed in the event of negative load changes. In this case, linear interpolation is carried out.
  • the quotient of the sampling time and the target actuation time is formed in the division point 808 and multiplied in the multiplication point 802 by the deviation between the target and actual torque.
  • the product is then connected (added) to the actual torque in the connection point and the setpoint torque value MSOLLZW is formed in this way.
  • This linear interpolation is effective in the event of a negative load change.
  • MSOLLZW MIST + TABTAST / TSOLL * (MSOLL - MIST)
  • the switching element 806 is switched to the other position.
  • the output 802 is supplied with a maximum value selection stage 810 which, on the one hand, supplies the ratio of sampling time and setpoint actuating time, and on the other hand, the output signal of a characteristic curve, a characteristic diagram, a table or a calculation 812.
  • the large k reciprocal intake manifold time constant
  • the response of the intake manifold to a setpoint step change is modeled, for example, in accordance with an exponential relationship, for example in accordance with the variable time constant k, the torque ratio between the setpoint and actual torque that is reached within a specific time is determined (for example, time 10 msec, if calculated in a fixed time grid, for speed-synchronous calculation, this time is speed-dependent (so-called synchro time)). If this modeled size f (k) is larger than the ratio value, an interpolation tion taking into account the intake manifold dynamics. This can be represented in terms of form:
  • MSOLLZW MIST + f (k) * (MSOLL - MIST)
  • a different sequence of calculations is preferred, e.g. that the torque deviation is initially multiplied by both the time ratio and the dynamic function, then a maximum value is selected and the result is added to the actual torque. This advantageously avoids possible jumps in torque when switching.

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  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Computer Hardware Design (AREA)
  • Microelectronics & Electronic Packaging (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Electrical Control Of Ignition Timing (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Abstract

L'invention concerne un procédé et un dispositif permettant d'assurer la commande de l'unité d'entraînement d'un véhicule. Selon ce procédé, il est prévu, outre la grandeur de référence pour une grandeur de sortie de l'unité d'entraînement, une autre grandeur théorique représentant l'ajustement dynamique voulu de la grandeur de sortie. La grandeur de réglage de l'unité d'entraînement, sur laquelle il faut agir est sélectionnée sur la base de la grandeur de référence et de l'autre grandeur théorique.
EP00991070A 1999-12-18 2000-12-16 Procede et dispositif pour assurer la commande de l'unite d'entrainement d'un vehicule Ceased EP1242731A2 (fr)

Applications Claiming Priority (7)

Application Number Priority Date Filing Date Title
DE19961291 1999-12-18
DE19961291 1999-12-18
DE10016648 2000-04-04
DE10016648 2000-04-04
DE10060298A DE10060298A1 (de) 1999-12-18 2000-12-05 Verfahren und Vorrichtung zur Steuerung der Antriebseinheit eines Fahrzeugs
DE10060298 2000-12-05
PCT/DE2000/004469 WO2001044644A2 (fr) 1999-12-18 2000-12-16 Procede et dispositif pour assurer la commande de l"unite d"entrainement d"un vehicule

Publications (1)

Publication Number Publication Date
EP1242731A2 true EP1242731A2 (fr) 2002-09-25

Family

ID=27213788

Family Applications (1)

Application Number Title Priority Date Filing Date
EP00991070A Ceased EP1242731A2 (fr) 1999-12-18 2000-12-16 Procede et dispositif pour assurer la commande de l'unite d'entrainement d'un vehicule

Country Status (6)

Country Link
US (1) US6786197B2 (fr)
EP (1) EP1242731A2 (fr)
JP (1) JP2003527518A (fr)
CN (1) CN1265079C (fr)
RU (1) RU2264548C2 (fr)
WO (1) WO2001044644A2 (fr)

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Publication number Priority date Publication date Assignee Title
DE10007207A1 (de) * 2000-02-17 2001-08-30 Bosch Gmbh Robert Verfahren zur Steuerung einer Brennkraftmaschine
DE10131573A1 (de) * 2001-07-02 2003-01-16 Bosch Gmbh Robert Verfahren zum Schutz eines Steuergeräts eines Kraftfahrzeugs vor Manipulation
US6953024B2 (en) 2001-08-17 2005-10-11 Tiax Llc Method of controlling combustion in a homogeneous charge compression ignition engine
DE10232354A1 (de) * 2002-07-17 2004-01-29 Robert Bosch Gmbh Verfahren und Vorrichtung zur Steuerung der Antriebseinheit eines Fahrzeugs
DE10357868A1 (de) * 2003-12-11 2005-07-07 Robert Bosch Gmbh Verfahren und Vorrichtung zum Betreiben einer Antriebseinheit
JP2006138300A (ja) * 2004-11-15 2006-06-01 Denso Corp 内燃機関のトルク制御装置
JP4325701B2 (ja) 2007-05-16 2009-09-02 トヨタ自動車株式会社 内燃機関の制御装置
JP2009191738A (ja) * 2008-02-14 2009-08-27 Toyota Motor Corp エンジンの制御装置
JP4442704B2 (ja) * 2008-08-26 2010-03-31 トヨタ自動車株式会社 内燃機関の制御装置
DE102009007764A1 (de) * 2009-02-06 2010-08-12 Daimler Ag Verfahren zum Betreiben einer Brennkraftmaschine mit einer Abgasreinigungsanlage
DE102009012052A1 (de) 2009-03-06 2010-09-16 Siemens Aktiengesellschaft Schienenfahrzeug mit leistungsbegrenzter Antriebssteuerung
DE102009027603A1 (de) 2009-07-10 2011-01-13 Robert Bosch Gmbh Verfahren zur Koordination von zumindest einem Antriebsaggregat
JP6292215B2 (ja) * 2015-12-09 2018-03-14 トヨタ自動車株式会社 内燃機関の制御装置

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DE3566707D1 (en) 1984-09-19 1989-01-12 Nippon Denso Co Electronically controlled fuel injection based on minimum time control for diesel engines
US4945870A (en) * 1988-07-29 1990-08-07 Magnavox Government And Industrial Electronics Company Vehicle management computer
US5445128A (en) * 1993-08-27 1995-08-29 Detroit Diesel Corporation Method for engine control
DE19630213C1 (de) * 1996-07-26 1997-07-31 Daimler Benz Ag Verfahren und Vorrichtung zur Motormomenteinstellung bei einem Verbrennungsmotor
DE19739567B4 (de) 1997-09-10 2007-06-06 Robert Bosch Gmbh Verfahren und Vorrichtung zur Steuerung des Drehmoments der Antriebseinheit eines Kraftfahrzeugs
DE19807126C2 (de) * 1998-02-20 2000-11-16 Daimler Chrysler Ag Verfahren zur Einstellung der Antriebsleistung eines Kraftfahrzeuges
DE50014042D1 (de) * 1999-12-18 2007-03-22 Bosch Gmbh Robert Verfahren und vorrichtung zur steuerung der antriebseinheit eines fahrzeugs
US6536388B2 (en) * 2000-12-20 2003-03-25 Visteon Global Technologies, Inc. Variable engine valve control system

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See references of WO0144644A2 *

Also Published As

Publication number Publication date
WO2001044644A2 (fr) 2001-06-21
US20030098012A1 (en) 2003-05-29
WO2001044644A3 (fr) 2002-03-28
JP2003527518A (ja) 2003-09-16
US6786197B2 (en) 2004-09-07
CN1265079C (zh) 2006-07-19
CN1433503A (zh) 2003-07-30
WO2001044644A8 (fr) 2001-11-22
RU2264548C2 (ru) 2005-11-20
RU2002119203A (ru) 2004-01-20

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