EP1276979B1 - Procede et dispositif de commande d'une unite d'entrainement d'un vehicule - Google Patents

Procede et dispositif de commande d'une unite d'entrainement d'un vehicule Download PDF

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Publication number
EP1276979B1
EP1276979B1 EP01940148A EP01940148A EP1276979B1 EP 1276979 B1 EP1276979 B1 EP 1276979B1 EP 01940148 A EP01940148 A EP 01940148A EP 01940148 A EP01940148 A EP 01940148A EP 1276979 B1 EP1276979 B1 EP 1276979B1
Authority
EP
European Patent Office
Prior art keywords
pass
signal
time
filter
vehicle
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
EP01940148A
Other languages
German (de)
English (en)
Other versions
EP1276979A1 (fr
Inventor
Andreas Huber
Horst Wagner
Ruediger Fehrmann
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
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Robert Bosch GmbH
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Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1276979A1 publication Critical patent/EP1276979A1/fr
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Publication of EP1276979B1 publication Critical patent/EP1276979B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/10—Introducing corrections for particular operating conditions for acceleration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • 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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/1413—Controller structures or design
    • F02D2041/1432—Controller structures or design the system including a filter, e.g. a low pass or high pass filter

Definitions

  • the invention relates to a method and a device for controlling a drive unit of a vehicle according to the preambles of the independent claims.
  • a method and such a device for controlling a drive unit of a vehicle is known, for example, from DE 195 34 633.
  • torque changes of the engine are delayed by low-pass filtering of the driver's specification.
  • a pulse-shaped course of the injection quantity is proposed in order to achieve a soft application of the engine, after which the injected fuel quantity is released for acceleration without delay.
  • the driving behavior can be designed largely independent of the impact load damping.
  • the masses of the drive train are accelerated by at least one momentum and delayed again before hitting the new plant position, the position of this pulse relative to the time of the quantity change request and the position of the pulses to each other is variable or applicable.
  • FIG. 1 shows an overview block diagram of a device for implementation 2 shows a detailed representation as a block diagram of the device according to the invention, and FIG. 3 shows different signals plotted over time.
  • FIG. 1 shows an overview block circuit diagram of a device for controlling the drive unit of a vehicle, in which the procedure according to the invention can be used.
  • the procedure according to the invention is described using the example of a diesel internal combustion engine.
  • the procedure according to the invention can also be used in other types of internal combustion engines, in particular in spark-ignited internal combustion engines.
  • an internal combustion engine is referred to, which is connected, inter alia, with a controller 110.
  • the controller 110 processes signals from various sensors 115 as well as a signal QKF provided by a filter means 120.
  • the filter means 120 the signal QK is fed as input.
  • the filter means further processes the output signals of various sensors 125.
  • the signal QK is provided by a setpoint 130.
  • the quantity specification is applied by an accelerator pedal position sensor 140, various sensors 135 with signals.
  • the accelerator pedal position sensor Based on the position of the accelerator pedal, the accelerator pedal position sensor generates a signal FP with respect to the accelerator pedal position.
  • the accelerator pedal position sensor can be designed, for example, as a rotary potentiometer. In this case, a resistance value and / or the voltage drop at the potentiometer is used as a signal.
  • the quantity set point 130 calculates the signal QK, which represents a measure of the power desired by the internal combustion engine.
  • the specification of the amount of fuel QK takes place, for example, as a function of sensors 135 which detect different temperature values, pressure values and other operating states.
  • this is preferably the amount of fuel to be injected.
  • this is preferably a signal that indicates the throttle position or the ignition timing.
  • the injection quantity in a diesel internal combustion engine may not be released suddenly. It is sufficient to filter the injection quantity only in the amount range in which the internal combustion engine moves relative to the body.
  • This filtering of the fuel quantity signal is carried out by the filter means 120, wherein the filtering takes place as a function of different state variables which characterize the state of the internal combustion engine and / or of the driven vehicle.
  • the filtering preferably takes place as a function of the rotational speed, which is detected by means of a rotational speed sensor 125.
  • the transmission behavior of the filter means 120 is shown in FIG. 2.
  • the filtered quantity signal QKF is supplied to the controller 110.
  • the actuator 110 is, for example, a fuel metering device defining the amount of fuel to be injected. This may be, for example, a solenoid valve. Depending on the filtered fuel quantity signal QKF and the output signals of other sensors 115, the actuator 110 measures the corresponding fuel quantity of the internal combustion engine 100.
  • the procedure according to the invention is not restricted to the application in diesel internal combustion engines. It can also be used in other internal combustion engines. Further, it is not limited to the application in the fuel injection. It can also be used in other power output determining quantities, such as the throttle position or the ignition angle
  • the filter means 120 is shown in more detail in FIG. Already described in Figure 1 elements are marked with corresponding reference numerals.
  • the quantity request signal QK reaches a first dead-time element 200, a second dead-time element 220 and a third dead-time element 250.
  • the output signal of the first dead-time element 200 is applied to a low-pass filter 210.
  • the signal QKF0 At the output of the low-pass filter 210 is the signal QKF0, with which a first node 215 is applied.
  • the output signal of the second deadtime element 220 passes through a first input limit 230 to a first high pass 240.
  • the output QKF1 At the output of the first high pass is the output QKF1, with which the first node 215 is acted upon.
  • the output signal of the third dead-time element 250 passes through a second input limit 260 to a second high-pass filter 270.
  • the output signal of the second high-pass filter 270 reaches a second connection point 280, at whose second input the output signal of the first connection point 215 is present.
  • the output signal of the node 280 passes through an output limit 290 as a filtered quantity request QKF to the actuator 110th
  • low-pass filter 210 a PTD1 element is preferably used. According to the invention, however, other filters with low-pass behavior can also be used. As the first and second high pass filters are preferably used with DT1 behavior. But there are also other filters with high passability usable.
  • the third deadtime element 250, the second input limit 260 and / or the second high-pass 270 it is possible for the third deadtime element 250, the second input limit 260 and / or the second high-pass 270 to be omitted.
  • the arrangement of the deadtime elements 200, 220 and 250 is chosen only as an example. These dead-time elements can also be arranged after the input limit or after the low pass or after the high passes. Instead of dead-time elements, it is also possible to use special low-passes or high-passes which contain higher order terms. Furthermore, it is possible that, depending on the embodiment, the input limits 230, 260, and the output limit 290 are omitted.
  • the low-pass filter 210 determines the static transmission behavior of the filter. Likewise, this transmission element essentially determines the response to the driver's request.
  • a fuel quantity pulse is required which ensures the acceleration and deceleration of the masses.
  • This fuel quantity pulse is provided by the high pass filters 240 and 270.
  • the deadtime elements 220 and 250 the signals of the filters 210,240 and / or 270 are phase-shifted from each other in time. As a result, the temporal sequence of the pulses and thus the desired course of the output signal is ensured.
  • suitable choice and / or dimensioning of the deadtime elements is the location of this pulse relative to the time of quantity change request and the position of the pulses is applied to each other. It is particularly advantageous if the dead time elements and thus the phase shift can be specified variably as a function of the operating state of the internal combustion engine and / or of the vehicle. Suitable parameters for characterizing the operating state are the rotational speed of the internal combustion engine, the load of the internal combustion engine, the driving speed and / or other variables.
  • High gains of the high passes 240 and 270 enable the load impact damping even with small changes in the quantity specification QK.
  • the input buffers 230 and 260 prevent too much interference with large changes in the signal QK.
  • the input limits 230 and 260 can be specified as a function of the desired quantity QK.
  • the drive train is usually safe. Changes in the quantity request QC in this area usually do not cause a state transition between push and pull. As a result, no load impact can occur here.
  • the input limits 230 and 260 are designed such that a deactivation of the load impact damping takes place in these operating points.
  • the output limit 290 ensures that the maximum permissible quantity values are not exceeded.
  • the output signal QKF1 of the first high pass is plotted.
  • this filter generates a positive pulse at time T1 and a negative pulse at time T3. That the first high-pass generates a positive mass and a negative mass during transition to an increased amount of fuel.
  • the output signal QKF2 of the second high pass 270 is plotted.
  • the second high pass produces a negative mass impulse when moving to higher amounts and a positive mass impulse when moving to lower, lower levels.
  • the dead time element 250 delays the respective quantity pulse by a certain delay time. That the negative pulse does not occur at time T1 but at time T2 and the positive pulse does not occur at time T3 but at time T4.
  • a first high-pass filter generates a positive or negative quantity pulse in each case during the transition to higher or lower quantities.
  • the second high-pass produces a time-delayed one inverse Quantity pulse.
  • the low pass connected in parallel immediately forwards the corresponding quantity request with a given course.
  • the procedure according to the invention is not limited to the described embodiment. It can also be used corresponding digital filter, which have a corresponding behavior. It is essential that the filtering takes place in such a way that when there is a transition to a changed signal, the filtered signal has at least one corresponding pulse. This means that when there is a transition to an increased value, a positive pulse takes place, and a transition to a lower value results in a negative pulse.
  • the desired quantity, with which the actuator is acted upon filtered accordingly.
  • the output signal of the sensor 140 or another size corresponding to the driver's request is filtered accordingly.

Claims (3)

  1. Procédé de commande d'une unité de propulsion d'un véhicule automobile, avec un actionneur de correction qui influence la puissance, selon lequel, à partir de la position d'un élément de commande on prédéfinit un signal déterminant la puissance, et on exécute la commande de l'actionneur de correction en fonction d'un signal filtré déterminant la puissance,
    caractérisé en ce que
    le signal est filtré par un filtre qui présente au moins deux passe-haut et un passe-bas, connectés en parallèle.
  2. Procédé selon la revendication 1,
    caractérisé en ce que
    les signaux du premier passe-haut, du deuxième passe-haut et/ou du passe-bas sont décalés en phase l'un vis-à-vis l'autre.
  3. Dispositif de commande d'une unité de propulsion d'un véhicule automobile, avec un actionneur de correction qui influence la puissance, dans lequel un signal déterminant la puissance peut être prédéfini à partir de la position d'un élément de commande et la commande de l'actionneur de correction est exécutée en fonction d'un signal filtré déterminant la puissance,
    caractérisé en ce que
    le signal est filtré par un filtre, présentant au moins deux passe-haut et un passe-bas, connectés en parallèle.
EP01940148A 2000-04-14 2001-04-10 Procede et dispositif de commande d'une unite d'entrainement d'un vehicule Expired - Lifetime EP1276979B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10018551A DE10018551A1 (de) 2000-04-14 2000-04-14 Verfahren und Vorrichtung zur Steuerung einer Antriebseinheit eines Fahrzeuges
DE10018551 2000-04-14
PCT/DE2001/001411 WO2001079674A1 (fr) 2000-04-14 2001-04-10 Procede et dispositif de commande d'une unite d'entrainement d'un vehicule

Publications (2)

Publication Number Publication Date
EP1276979A1 EP1276979A1 (fr) 2003-01-22
EP1276979B1 true EP1276979B1 (fr) 2006-08-09

Family

ID=7638760

Family Applications (1)

Application Number Title Priority Date Filing Date
EP01940148A Expired - Lifetime EP1276979B1 (fr) 2000-04-14 2001-04-10 Procede et dispositif de commande d'une unite d'entrainement d'un vehicule

Country Status (10)

Country Link
US (1) US6832136B2 (fr)
EP (1) EP1276979B1 (fr)
JP (1) JP4478371B2 (fr)
KR (1) KR100749594B1 (fr)
CN (1) CN1222686C (fr)
DE (2) DE10018551A1 (fr)
ES (1) ES2267776T3 (fr)
HU (1) HU228421B1 (fr)
RU (1) RU2268381C2 (fr)
WO (1) WO2001079674A1 (fr)

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102004005728B4 (de) * 2004-01-14 2017-04-27 Robert Bosch Gmbh Verfahren und Vorrichtung zur Steuerung einer Abtriebseinheit eines Fahrzeugs
DE102004033615B3 (de) * 2004-07-12 2006-01-19 Siemens Ag Verfahren zur Glättung eines Sensorsignals, insbesondere eines Eingangssignals eines Steuergerätes einer Brennkraftmaschine
JP4583313B2 (ja) * 2006-01-31 2010-11-17 株式会社デンソー 車両用制御装置
DE102007013253B4 (de) * 2007-03-20 2021-03-25 Robert Bosch Gmbh Verfahren und Vorrichtung zum Betreiben einer Antriebseinheit
WO2012105010A1 (fr) * 2011-02-02 2012-08-09 トヨタ自動車株式会社 Dispositif de commande de moteur à combustion interne à surcompresseur
JP6477900B2 (ja) * 2015-09-14 2019-03-06 東芝三菱電機産業システム株式会社 圧延材の温度制御装置
US10458344B2 (en) * 2016-10-21 2019-10-29 Spartan Motors, Inc. Throttle filter system and method

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4337839A (en) 1979-02-23 1982-07-06 The Bendix Corporation Means for improving automobile driveability
US4345558A (en) * 1979-04-28 1982-08-24 Nippon Soken, Inc. Knock detecting apparatus for an internal combustion engine
JP2861225B2 (ja) * 1990-03-26 1999-02-24 株式会社デンソー 車両内燃機関系の制御装置
DE4325296A1 (de) * 1993-07-28 1995-02-02 Zahnradfabrik Friedrichshafen Steuersystem zum Schalten eines automatischen Getriebes
DE19534633A1 (de) 1995-05-30 1996-12-05 Bosch Gmbh Robert Verfahren und Vorrichtung zur Steuerung einer Antriebseinheit eines Fahrzeugs
DE19838454C1 (de) * 1998-08-25 2000-03-16 Daimler Chrysler Ag Verfahren zur Reduzierung von Lastwechselschlag bei Kraftfahrzeugen

Also Published As

Publication number Publication date
CN1222686C (zh) 2005-10-12
US20020152007A1 (en) 2002-10-17
DE50110703D1 (de) 2006-09-21
WO2001079674A1 (fr) 2001-10-25
JP4478371B2 (ja) 2010-06-09
CN1366577A (zh) 2002-08-28
HU228421B1 (en) 2013-03-28
DE10018551A1 (de) 2001-10-18
US6832136B2 (en) 2004-12-14
HUP0201608A2 (en) 2002-10-28
JP2003531335A (ja) 2003-10-21
KR20020032434A (ko) 2002-05-03
EP1276979A1 (fr) 2003-01-22
RU2268381C2 (ru) 2006-01-20
KR100749594B1 (ko) 2007-08-14
ES2267776T3 (es) 2007-03-16

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