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
  • F02D41/14—Introducing closed-loop corrections
  • F02D41/1497—With detection of the mechanical response of the engine
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D41/00—Electrical control of supply of combustible mixture or its constituents
  • F02D41/02—Circuit arrangements for generating control signals
  • F02D41/04—Introducing corrections for particular operating conditions
  • F02D41/12—Introducing corrections for particular operating conditions for deceleration
• • 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
  • 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 and a device for operating a drive motor of a vehicle.
• a torque structure for controlling a drive motor is specified which is independent of the type of drive. It is particularly advantageous that this torque structure can be used equally for gasoline and diesel engines and also for electric motors.
• weighted loss torque is limited to speeds above an engine speed threshold, so that fuel injection in gasoline and diesel engines is only interrupted when the accelerator pedal is not depressed and the engine speed is above a limit speed.
• pilot control is maintained by the loss torque below the limit speed, so that the idle controller is relieved.
• the latter only has to compensate for the portion that is the difference between the actual and the piloted loss torque.
• the requirement is advantageously met to relieve the idle controller and to reduce the influence on the engine torque by the idle control.
• the torque structure for gasoline and diesel engines can be designed uniformly, especially with regard to the torque coordination (formation of a resulting target torque from various target torques of the driver, stability program, vehicle speed controller, etc.) and the pre-control (taking into account the loss moments when implementing the resulting one Target torque in performance parameters of the drive motor). Further advantages result from the following description of exemplary embodiments or from the dependent patent claims.
• FIG. 1 shows an overview of a control device for operating a drive motor
• FIG. 2 shows a preferred embodiment of a torque structure in connection with the control of a drive motor on the basis of a flow diagram, provided that it is important with regard to the described procedure.
• FIGS. 3 and 4 show two preferred exemplary embodiments for forming a correction term, with the aid of which the driver's deceleration request is formed at the wheel torque level.
• FIG. 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 which the control unit 10 is supplied with signals which represent operating variables to be evaluated for controlling the drive motor. These signals are recorded by measuring devices 28 to 32.
• Such operating variables are in the example of an internal combustion engine accelerator pedal position, engine speed, engine load, exhaust gas composition, engine temperature, etc.
• the control unit 10 controls the output of the drive motor via the output circuit 18. This is symbolized in FIG.
• control systems of the vehicle which transmit input variables 14, for example torque setpoints, to the input circuit.
• Control systems of this type are, for example, traction control systems, vehicle dynamics control systems, transmission controls, engine drag torque control systems, speed controllers, speed limiters, etc.
• Preset sizes are provided for the drive motor, for example the output signal of an idle control, a speed limitation, a torque limitation, etc.
• the flowchart shown in FIG. 2 describes a program of a microcomputer of the control unit 10, the individual blocks of the illustration in FIG. 2 representing programs, program parts or program steps, while the connecting lines represent the signal flow.
• the first part up to the vertical, dashed line can run in a separate control unit, also there in a microcomputer, than the part after this line.
• signals are supplied which correspond to the vehicle speed VFZG and the accelerator pedal position PWG. 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.
• the loss torque MVER that is fed in, by means of the transmission ratio U in 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 in 106 in the manner described with reference to FIG. 3 or 4 from the variable PWG representing the accelerator pedal position and a variable NMOT representing the engine speed.
• the driver's request MFA in this way is fed to the torque coordination for the formation of a resulting setpoint torque MSOLLRES.
• 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 necessary, further gear ratios in the drive train on the output side of the transmission.
• This torque variable is coordinated in a further 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 gearshift process.
• the resulting setpoint torque MSOLLRES is then the largest The lower of the torque values minimum torque MMIN and the output torque of the coordination stage 112 are formed.
• one or the other setpoint torque is not used for coordination or other setpoint torques are provided, for example a torque of a maximum speed limit, an engine speed limit, etc.
• the resulting setpoint torque 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 could be constant or dependent on company size, e.g. be dependent on 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 quantities 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 depending on the engine speed and engine temperature.
• the loss torque MVER formed in this way is then made available to the correction stage 104, the loss torque being converted using the known transmission ratio Ü and, if appropriate, further ratios in the drive train on the output side of the transmission to the level of the transmission output or
• the output variable of the correction stage 116 which represents an addition in the preferred exemplary embodiment, is a predetermined variable for the rotation to be generated by the drive unit. torque for the drive, for overcoming internal losses and for operating auxiliary units (e.g. air conditioning compressor).
• This setpoint torque 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-dependent and / or time-dependent, the factor decreasing to zero in time or with increasing engine speed when the idle range is left.
• 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 deceleration request determined in 106 corrects the driver request in such a way that the loss torque applied in the further course of the torque control is compensated for.
• This compensation means that the default value MISOLL, which is converted into performance parameters of the drive motor, has a value when the accelerator pedal is released and there is no external intervention, which leads to an engine braking effect. In the case of internal combustion engines, this value is ideally zero (compensation of the lost torque, idle controller intervention not effective at high speeds). Such a torque value is then realized by switching off the fuel injection.
• the loss moments are corrected to correct the driver's desired torque depending on the accelerator pedal position and engine speed, so that when the engine speeds decrease, no compensation or complete compensation of the loss torque is carried out.
• the interior Ren losses of the drive motor and the need for auxiliary units in the low speed range with the accelerator pedal released can then continue to be applied by the drive motor.
• the factor F3 which can also be interpreted by the driver's request for deceleration, is formed in 106 depending on the accelerator pedal position and engine speed.
• two characteristic curves 200 and 202 are provided as part of 106.
• a weighting factor which ranges between 0 and 1, is plotted in the first characteristic curve 200 above the accelerator pedal position signal PWG. When the accelerator pedal is actuated> 15%, this weighting factor is 1, while below 15% it decreases linearly to the value 0 with the accelerator pedal position falling.
• the second characteristic diagram 202 shows a further weighting factor, which likewise moves between 0 and 1, depending on the engine speed N, up to an engine speed Nl this factor is 0, above a larger engine speed N2 1. Between the engine speeds Nl and N2, the essentially covering the range of the idling speed (for example between 500 revolutions per minute and 1500), the weighting factor preferably increases linearly with increasing speed.
• the two weighting factors are multiplied together in the multiplication point 204 and subtracted from FIG. 1 in the subtraction point 206.
• the result is the correction factor F3, which determines the deceleration the driver's request and with which the loss torque value is weighted.
• F3 is 1 if both factors of the characteristic curves are 0, it is zero if both factors are 1.
• a map 250 is provided, in which the weighting factor F3 is plotted via the accelerator pedal position PWG and engine speed NMOT.
• the example in FIG. 4 shows a characteristic curve course, in which the weighting factor is above a characteristic curve above this, which begins at 900 revolutions and an accelerator pedal angle of 0% and runs with increasing engine speed to an accelerator pedal position value of 15%, below this characteristic curve is -1. If the accelerator pedal is released (accelerator pedal position ⁇ 15%) and the engine speed is at values> 900 revolutions, the correction factor -1 is specified, which leads to a complete compensation of the lost torques.
• the result of this compensation is a shutdown or interruption of the fuel injection, thus providing the full engine drag torque and realizing the deceleration request desired by the driver in a known manner.
• the weighting factor takes on values between 0 and -1. The loss moments are partially compensated in this area, so that there is a continuous transition between maximum deceleration and zero deceleration.
• the driver's desired torque is not corrected, but rather another torque value is corrected, for example the resulting target torque or a torque value that arises as part of the torque coordination.
• the driver's deceleration request is not absolutely given as a relatively weighted loss torque.
• the deceleration request is specified depending on the accelerator pedal position and speed, for example by means of a map, and is applied to the driver request torque as a correction value. The deceleration request increases with decreasing pedal position and increasing speed.
• normalized variables are used as input variables (pedal position e.g. normalized to maximum setting value, speed e.g. standardized to idling speed). This is particularly advantageous when taking into account an operating state-dependent speed threshold for the loss torque compensation, the loss moments being applied to the resulting target torque when a (standardized) speed threshold is exceeded.

Landscapes

• 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)
• Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
• Electric Propulsion And Braking For Vehicles (AREA)
• Control Of Motors That Do Not Use Commutators (AREA)
• Control Of Multiple Motors (AREA)

Applications Claiming Priority (3)

Publications (2)

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Family Applications (1)

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• 2001
  • 2001-07-19 DE DE10135077A patent/DE10135077A1/de not_active Withdrawn
• 2002
  • 2002-07-04 DE DE50204714T patent/DE50204714D1/de not_active Expired - Lifetime
  • 2002-07-04 WO PCT/DE2002/002441 patent/WO2003008790A1/fr active IP Right Grant
  • 2002-07-04 JP JP2003514106A patent/JP4070719B2/ja not_active Expired - Fee Related
  • 2002-07-04 EP EP02754313A patent/EP1432899B1/fr not_active Expired - Lifetime
  • 2002-07-04 US US10/380,874 patent/US6883493B2/en not_active Expired - Lifetime
  • 2002-07-04 AT AT02754313T patent/ATE307971T1/de not_active IP Right Cessation

Non-Patent Citations (1)

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