EP1412630A1

EP1412630A1 - Method and device for operating a drive engine of a vehicle

Info

Publication number: EP1412630A1
Application number: EP02754211A
Authority: EP
Inventors: Lilian Matischok; Juergen Biester; Holger Jessen; Thomas Schuster; Rainer Mayer
Original assignee: Robert Bosch GmbH
Current assignee: Robert Bosch GmbH
Priority date: 2001-07-19
Filing date: 2002-06-14
Publication date: 2004-04-28
Anticipated expiration: 2022-06-14
Also published as: JP4065236B2; EP1412630B1; DE10135078A1; JP2004535526A; US6886530B2; US20040187841A1; WO2003008789A1; DE50202234D1

Abstract

A method and a device for operating a drive engine of a vehicle are disclosed, in which a resultant set torque, for controlling the drive engine, is determined, dependent on the driver command torque and further set torque parameters. In order to limit the resulting set torque a minimum engine torque is provided, derived from the lost torques and which is dependent on the engine speed.

Description

Method and device for operating a drive motor of a vehicle

State of the art

The invention relates to a method and a device for operating a drive motor of a vehicle.

Electronic control systems are used to operate drive motors for vehicles, with the aid of which the adjustable performance parameter (s) of the drive motor are determined depending on input variables. Some of these electronic control systems operate on the basis of a torque structure, i.e. H. The driver and, if applicable, other control systems, such as vehicle speed controllers, electronic stability programs, transmission controls, etc., specify torque values as setpoints for the control system, which the control system converts into one-size values for the or the performance parameters of the drive motor, taking into account further operating variables. An example of such a torque structure is known from DE 42 39 711 AI (US Pat. No. 5,558,178).

As described, for example, in this prior art, the external interventions have a torque-reducing effect. In extreme cases, such an external intervention can affect the speed reduce the drive motor until the drive motor stalls. An example of a solution that prevents such stalling is given in DE 197 39 567 AI. There, the output signal of the idle controller is directly applied to the desired driver torque specified as the indexed engine torque, the desired driver torque additionally containing the loss moments from the internal engine friction and the required moments of the auxiliary units. In this way, the driver's desired torque cannot be less than zero. If the torque is reduced by other control systems (e.g. gearbox,

Stability control), a stalling of the engine is avoided because this external intervention in the subsequent linking of the target torques (torque coordination) is no longer possible due to the high driver torque. The driver's desired torque, which increases with the loss torque and the idle controller component, comes into play in its place. This solution is specifically adapted to the conditions in the control of a gasoline engine and cannot be easily mapped to other drive types or to other torque structures, for example to structures that form the driver's request at the wheel torque level.

Advantages of the invention

By specifying a minimum engine torque, which is taken into account in the torque coordination, a common (identical) basic structure for coordinating torque-influencing interventions for different drive types, for example for gasoline engines, diesel engines or even electric motors, can be specified.

In such a common basic structure, the idle governor is advantageously designed as an engagement with the resulting target torque formed in the coordination, with various idle controller concepts being integrated. are cash. For example, an idle controller concept typical of a gasoline engine, which has a pilot control, a limited actuating time dynamic and a limited actuating range, can be integrated as well as an idling controller concept for a diesel engine without pilot control, with a short actuating time and an unlimited actuating range.

In a particularly advantageous manner, the minimum torque, to which the resulting target torque is limited, is speed-dependent. As a result, a starting point of the applied idle control torque is specified, which takes into account whether or not the idle governor has priority over the other interventions at the respective speed-dependent operating point. In the lower speed range, the idle controller always has access, so that stalling is avoided when external interventions are active.

In a particularly advantageous manner, the resulting setpoint torque, which is formed in the torque coordination, is limited to a defined lower value, which corresponds to that which can be achieved at the current operating point without stalling. If the minimum torque is selected so that it corresponds to the driver's request at the wheel torque level with the pedal released and the current rotational speed, an empty travel in the pedal is also advantageously avoided.

Further advantages result from the following description of exemplary embodiments or from the dependent patent claims.

drawing

The invention is explained below with reference to the embodiments shown in the drawing. Figure 1 shows an overview of a control device for Operating a drive motor, while in FIG. 2 a preferred embodiment of a torque structure in connection with the control of a drive motor is shown on the basis of a flow diagram, provided that it is important with regard to the described procedure. FIG. 3 shows a preferred exemplary embodiment for forming the minimum engine torque value.

Description of exemplary embodiments

Figure 1 shows a block diagram of a control device for controlling a drive motor, 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 that of the control unit

10 signals are supplied, which represent operating variables to be evaluated for controlling the drive motor. These signals are recorded by measuring devices 28 to 32. In the example of an internal combustion engine, such operating variables are accelerator pedal position, engine speed, engine load, exhaust gas composition, engine temperature, etc. The control unit 10 controls the output of the drive engine via the output circuit 18. This is symbolized in FIG. 1 on the basis of the output lines 34, 36 and 38, via which the fuel mass to be injected, the ignition angle and at least one electrically actuable throttle valve for adjusting the air supply are actuated. The air paths to the internal combustion engine, the firing angle of the individual cylinders, the fuel mass to be injected, the injection time and / or are determined via the adjustment paths shown the air / fuel ratio, etc. is set. In addition to the input variables described, further control systems of the vehicle are provided, which transmit input variables 14, for example torque setpoints, to the input circuit. Such control systems are, for example, traction control systems, vehicle dynamics control systems, transmission control systems, engine drag torque control systems, speed controllers, speed limiters, etc. In addition to these external setpoint values, which can also include a setpoint value specification by the driver in the form of a driving request or a maximum speed limit, there are internal default values intended for the drive motor, for example the output signal of an idle control, a speed limitation, a torque limitation, etc.

In the torque coordination, the various preset torque values, such as the driver's desired torque, the desired torque of a stability controller, the desired torque of a transmission control, and, if applicable, the internal desired torques etc. are coordinated with one another and a resulting desired torque is selected. Idling controller and torque loss are then taken into account by switching to the target torque resulting from the coordination. Depending on the controller concept, the loss torque can be included in the setpoint torque or change torque of the idle controller when the idle governor is active, or is added as a separate addition variable when the idle governor is active.

As shown above, in particular in the lower speed range, in which safe idling operation or avoiding stalling is of great importance, the resulting target torque is reduced by an engine minimum torque, which is preferably a clutch torque at the engine output and is zero in this speed range. limited. In the case of external interventions, too, the same point of contact applies to the idle governor and / or the application of the loss moments, such as he occurs when there is no driver request (pedal released). This also applies if the external intervention requests a target torque that is smaller than the loss torque and / or the idle correction. This has the advantage that losses can be fully compensated and the idle governor has priority over other interventions, so that stalling is effectively avoided.

In the upper speed mode, overrun mode is used, which means that partial compensation of the losses and injection suppression are permitted. In this case, the idle governor does not need to be acted upon or is inactive. In a preferred exemplary embodiment, the minimum engine torque is the proportion of lost torque that does not have to be compensated for in overrun. The torque limitation cannot be smaller than the negative total loss torque. If the minimum torque is required in this area, the application of the total loss torque ensures that losses are only partially or not compensated for. In order to avoid an empty travel, the minimum torque preferably corresponds to the torque that is calculated as the driver's desired torque (wheel torque or transmission output torque) when the pedal is released and, if appropriate, the current speed.

The flow chart shown in Figure 2 describes a

Program of a microcomputer of the control unit 10, the individual blocks representing programs, program parts or program steps, while the connecting lines represent the signal flow. The first part can be separated up to the vertical, dashed line

Control unit, there also in a microcomputer, run as the part according to this line.

First, signals are supplied which correspond to the vehicle speed VFZG and the accelerator pedal position PWG. chen. These parameters are converted into a torque request of the driver in a map 100. This driver request torque, which represents a specification for a torque on the output side of the transmission or for a wheel torque, is fed to a correction stage 102. This correction is preferably an addition or subtraction. The driver's desired torque is corrected by a weighted loss torque MKORR, which was formed in the linkage point 104. In this, the loss torque MVER that is fed in, by means of the transmission Ü of the drive train and possibly further translations in the drive train on the output side of the transmission, is weighted to a torque after the transmission, preferably a wheel torque, by a factor F3. The weighting is preferably carried out as a multiplication. The factor F3 is formed from the variable representing the accelerator pedal position and, in one exemplary embodiment, a variable representing the engine speed, or is solely dependent on the accelerator pedal position.

The driver's request MFA in this way is fed to the torque coordination for the formation of a resulting setpoint torque MSOLLRES. In the example shown, the maximum value is selected in a first maximum value selection stage 108 from the driver's desired torque MFA and the preset torque MFGR of a vehicle speed controller. This maximum value is fed to a subsequent minimum value stage 110, in which the smaller value is selected from this value and the setpoint torque value MESP of an electronic stability program. The output variable of the minimum value stage 110 represents a torque variable on the output side of the transmission or a wheel torque variable, which is converted into a torque variable on the output side of the transmission by taking into account the transmission ratio Ü and, if applicable, further gear ratios in the drive train, which is the transmission input side and the output side of the drive motor is present. This moment size is nem coordinated another coordinator 112 with the target torque MGETR of a transmission control. The target torque of the transmission control is formed according to the needs of the switching process. In the subsequent maximum value selection stage 114, the resulting target torque MSOLLRES is then formed as the larger of the torque values engine minimum torque MMIN and the output torque of the coordination stage 112.

This moment coordination is exemplary. In other versions, one or the other of the specified torques is not used for coordination or other preset torques are provided, for example a torque of a maximum speed limit, an engine speed limit, a torque limit, etc.

The resulting setpoint torque MSOLLRES formed in the manner described above is fed to a correction stage 116, in which the setpoint torque is corrected with the loss torques to be applied by the motor and not available to the drive. The loss moments MVER may be weighted in a weighting stage 118 with a factor F2. This is constant or dependent on the operating size, eg depending on the engine speed. The loss moments MVER itself are formed in the addition stage 120 from the torque requirement MNA of auxiliary units and the engine loss torque MVERL. The determination of these variables is known from the prior art, the torque requirement depending on the operating status of the respective auxiliary unit being determined in accordance with characteristic curves or the like, and the engine loss torques being determined in accordance with characteristic curves as a function of engine speed and engine temperature. The loss torque MVER formed in this way is then made available to the correction stage 104, a conversion of the loss torque using the known transmission ratio Ü and, if appropriate, further transmission Settlements in the drive train on the output side of the transmission take place at the level of the transmission output or wheel moments.

The output variable of the correction stage 116, which represents an addition in the preferred exemplary embodiment, is a default variable for the torque to be generated by the drive unit for the drive (indicated engine torque), for overcoming the internal losses and for operating auxiliary units (e.g. B. air conditioning compressor). This default torque is

10 is corrected in a further correction stage 122 with the output variable DMLLR of the idle controller weighted in a correction stage 124 (preferably added). The weighting factor Fl, with which the output variable of the idle controller is weighted in 124, is speed and / or

15 time-dependent, the factor decreasing to zero in time or with increasing engine speed when leaving the idling range. The default variable MISOLL is then implemented in 126, as is known from the prior art, in manipulated variables for setting the performance parameters of the drive unit, in the case of an Otto engine in air supply, fuel injection and ignition angle, in the case of a diesel engine in fuel quantity, etc.

The procedure described was shown above in connection with the application in internal combustion engines. It is also used in an analogous manner in the case of electric motors, the indicated torque there being the torque to be applied by the drive motor for the drive, the operation of auxiliary units and for overcoming the internal friction. B0

In the maximum value selection stage 114, the larger of the supplied values, namely the target torque value that is formed in 112 and the engine minimum torque MMIN, is selected as the resulting target torque. An intervention that specifies a torque 35 that is smaller than the engine minimum torque therefore no effect or its effect is limited to the engine minimum torque. In the idle control range, in which the driver deceleration request is not applied to the driver request in 102, the minimum engine torque is preferably zero, so that loss torque and idle controller torque are applied unhindered to this torque value corresponding to the driver request in 116 and 122. In contrast, depending on the operating state, the loss torque which is applied to the resulting setpoint torque in 116 is partially or completely compensated for by the input in 102 to the driver's request. In this case, the negative torque loss value can be specified as the motor minimum torque, so that the positive torque loss value is applied in 116 below. A setpoint torque is thus set which avoids stalling as a result of the idle controller component or allows the provision of the full drag torque (for example by blanking out the injection).

The minimum engine torque is determined in 128, preferably depending on the engine speed NMOT and loss torque MVER. There are various alternatives.

A preferred alternative is shown in FIG. 3. A characteristic curve 130 is initially shown there, in which a factor F4 moving between 0 and -1 is shown as a function of the engine speed. Up to the idling speed NLL, the factor is 0. From the reinsertion speed or the injection suppression speed in the thrust NWE, the factor is - 1. Between these two values, a characteristic is specified, in the exemplary embodiment shown a linear characteristic, the factor F4 being 0 changed to -1. The factor F4 formed in this way as a function of the engine speed NMOT is then combined, preferably multiplied, in a link 132 with the loss torque MVER, which is formed in 120. Result is the motor Minimum moment NMIN, which is taken into account in the moment coordination. The factor F4 is therefore zero at low engine speeds below the idling speed, so that the torque is zero as the minimum torque. The factor in the overrun range is -1, so that the full negative loss torque is specified as the minimum torque. In between, the minimum torque is a fraction of the loss torque, so that when such a minimum torque is specified, the subsequent application of the loss torque when the minimum torque is specified as the resultant moment partially compensates for the negative loss torque.

An alternative to the procedure shown in FIG. 3 is that the variable idling speed and thrust suppression speed are taken into account when determining the factor. In this case, no characteristic curve is used, but rather a calculation of the factor, into which the current idling speed and the currently selected slide blanking speed are inserted.

Another alternative is to use the speed-dependent lower limit available for the driver's request, which is applied as a correction torque in 102 to the driver's request. In the preferred exemplary embodiment, this is speed-dependent and pedal position-dependent and represents the torque value that should result when the pedal is released. If this torque value is used as the minimum motor value, free travel on the pedal is avoided since the resulting torque cannot be less than the correction torque.

Furthermore, in one exemplary embodiment, it is not the engine speed that is used to determine the factor F4, but rather a variable standardized, for example, to the idling setpoint speed. This is advantageous when using an operating dependent (standardized) speed threshold for stall protection or idling control, which is activated when the speed falls below this speed by the (standardized) engine speed.

FIG. 2 shows the consideration of the engine minimum torque in the torque coordination at the end of the coordination as the maximum value selection stage. In another advantageous exemplary embodiment, as an alternative to this, the respective target torque is individually coordinated with the minimum torque in the context of a maximum value selection in front of each coordination block (108, 110, 112), so that limited moments already exist for the coordination and for the formation of the resulting target torque.

In other exemplary embodiments, the minimum torque MMIN is specified as an absolute amount regardless of the loss torque. In this case, the minimum limitation is not effective in the "overrun" operating state (zero internal torque).

Claims

Expectations

1. A method for operating a drive motor of a vehicle, wherein depending on the driver's request and further specification variables, a specification variable for a torque of the drive motor is determined, the driver specification specification variable and the further specification variables for forming the resulting specification variable being linked to one another, characterized in that a Minimum engine torque is specified, which limits the resulting default size to a lower limit.

2. The method according to claim 1, characterized in that the resulting default size is linked to the engine minimum torque within the framework of a maximum value selection or that each default size is linked individually before linking to another default size within the scope of a maximum value selection with the engine minimum torque.

3. The method according to any one of the preceding claims, characterized in that the engine minimum torque is predetermined depending on the speed.

4. The method according to any one of the preceding claims, characterized in that the engine minimum torque is dependent on the engine loss torque, which represents the torque of the drive motor required to overcome the engine losses and / or to operate auxiliary units.

5. The method according to any one of the preceding claims, characterized in that in a first speed range the engine minimum torque is zero, in a second speed range the engine minimum value represents the negative value of the engine losses, between these speed ranges there is a speed-dependent change in the engine minimum torque.

6. The method according to any one of the preceding claims, characterized in that the first speed range is the range below the idling speed, the second speed range is the speed range above a thrust masking speed.

Method according to one of the preceding claims, characterized in that the engine minimum torque represents the torque which is specified as the driver's desired torque when the accelerator pedal is released.

8. Device for operating a drive motor of a vehicle, with an electronic control unit, which, depending on the driver's request and further specification variables, specifies a resulting specification variable for a torque of the drive motor, the driver specification variable and the further specification variables being linked to form the resulting specification variable, thereby characterized in that the electronic control unit has means which specify a minimum engine torque which limits the resulting default size to a lower limit.

9. Computer program with program code means to carry out all steps of any one of claims 1 to 7 when the program is executed on a computer.

0. Computer program product with program code means stored on a computer readable data carrier to carry out the method according to any one of claims 1 to 7 when the program product is executed on a computer.