EP1432899B1 - Verfahren und vorrichtung zum betreiben eines antriebsmotors eines fahrzeugs - Google Patents

Verfahren und vorrichtung zum betreiben eines antriebsmotors eines fahrzeugs Download PDF

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Publication number
EP1432899B1
EP1432899B1 EP02754313A EP02754313A EP1432899B1 EP 1432899 B1 EP1432899 B1 EP 1432899B1 EP 02754313 A EP02754313 A EP 02754313A EP 02754313 A EP02754313 A EP 02754313A EP 1432899 B1 EP1432899 B1 EP 1432899B1
Authority
EP
European Patent Office
Prior art keywords
torque
driver
request
engine
function
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
EP02754313A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP1432899A1 (de
Inventor
Lilian Matischok
Juergen Biester
Holger Jessen
Thomas Schuster
Rainer Mayer
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
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1432899A1 publication Critical patent/EP1432899A1/de
Application granted granted Critical
Publication of EP1432899B1 publication Critical patent/EP1432899B1/de
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
    • F02D41/14—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.
  • the invention consists in a method according to claim 1 and after a Apparatus according to claim 7.
  • the consideration of the weighted loss moment is limited at speeds above an engine speed threshold, allowing a break in fuel injection in petrol and diesel engines takes place only if the accelerator pedal is not stepped on and the engine speed is above a limit speed is located.
  • the requirement is satisfied, the Relieve idle speed controller and influencing the engine torque through the idle control to reduce.
  • the torque structure for Otto and diesel engines can be designed uniformly, especially the moment coordination (formation of a resulting Setpoint torque from different setpoint torques of Driver, stability program, cruise control etc.) and the feedforward control (consideration of the loss moments in the implementation of the resulting target torque in Performance parameter of the drive motor).
  • FIG. 1 shows an overview image of a control device for operation a drive motor
  • Figure 2 based on a Flowchart
  • a preferred embodiment of a torque structure in conjunction with the control of a drive motor as far as they are concerned with regard to the described Approach of concern.
  • Figures 3 and 4 show two preferred embodiments for formation a correction term, with the help of the delay request of the driver is formed on Radmomentenebene.
  • FIG. 1 shows a block diagram of a control device for controlling a drive motor, in particular a Internal combustion engine.
  • a control unit 10 is provided, which as components an input circuit 14, at least a computer unit 16 and an output circuit 18 has.
  • a communication system 20 connects these components for mutual data exchange.
  • the input circuit 14 of the control unit 10 are input lines 22 to 26th fed, which in a preferred embodiment are designed as a bus system and via the control unit 10 signals are supplied, which for controlling the drive motor represent operating variables to be evaluated. These signals are detected by measuring devices 28 to 32.
  • Such operating variables are in the example one Internal combustion engine accelerator pedal position, engine speed, engine load, Exhaust gas composition, engine temperature, etc.
  • the control unit 10 controls the power of the drive motor. This is shown in FIG.
  • FIG. 2 describes a Program of a microcomputer of the control unit 10, wherein the individual blocks of the representation of Figure 2 programs, Program parts or program steps while the Connecting lines represent the signal flow. It can the first part up to the vertical, dashed line in a separate control unit, there also in one Microcomputer, expire as the part after this line.
  • signals are supplied which the vehicle speed VFZG and the accelerator pedal position PWG correspond. These variables are in a map 100 in a moment request implemented by the driver.
  • This driver request moment which is a default size for a moment on the output side represents the transmission or for a wheel torque is one
  • Correction stage 102 is supplied. This correction is preferable an addition or subtraction.
  • the driver's desire moment is determined by a weighted loss moment MKORR corrected, which formed in the link 104 has been. In this is fed, by means of translation Ü in the drive train and possibly other translations in Drive train on the output side of the transmission to a moment after the transmission, preferably a wheel torque converted Loss torque MVER weighted by a factor F3.
  • the weighting is preferably done as a multiplication.
  • the factor F3 is shown at 106 in the manner described with reference to FIG. 3 or 4 Way from the accelerator pedal position representing size PWG and a quantity representing the engine speed NMOT educated.
  • driver request MFA becomes the moment coordination to form a resulting default moment MSOLLRES supplied.
  • a first Maximum value selection stage 108 the maximum value from the driver's desired torque MFA and the default torque MFGR of a cruise control selected.
  • This maximum value becomes a subsequent minimum value stage 110 supplied in the the smaller of this value and the setpoint torque value MESP an electronic stability program is selected.
  • the output of the minimum value stage 110 represents a magnitude of torque output side of the transmission or a Radmomentenulate by taking into account the gear ratio Ü and possibly further translations in the powertrain on the output side of the gearbox converted into a torque quantity which is input side or output side the drive motor is present.
  • This moment size is in one another coordinator 112 with the target torque MGETR a Transmission control coordinated.
  • the nominal torque of the transmission control is formed according to the needs of the switching operation.
  • the subsequent maximum value selection stage 114 Then the resulting target torque MSOLLRES than the larger the torque values minimum torque MMIN and the output torque the coordination stage 112 formed.
  • This torque coordination is merely exemplary above.
  • one or the other Default torque is not used for coordination or are provided further default moments, for example, a moment a maximum speed limit, an engine speed limit, Etc.
  • the resulting in the manner described above resulting Target torque is supplied to a correction stage 116, in the the target torque with the applied by the engine, not the Drive corrected loss moments corrected becomes.
  • the loss moments MVER are possibly in a weighting step 118 weighted by a factor F2. This could be constant or operationally dependent, e.g. engine speed-dependent be.
  • the loss moments MVER itself be in the adder 120 from the torque demand MNA formed by ancillary units and the engine torque loss MVERL.
  • the determination of these quantities is from the state of Technology known, the torque requirement depends on the operating status of the relevant ancillary equipment in accordance with Characteristics or the like, the engine torque loss dependent of engine speed and engine temperature according to characteristic curves is determined.
  • the output of the correction stage 116 which in the preferred Embodiment is an addition, is a default size for the torque to be generated by the drive unit for the drive, for overcoming the internal losses and for the operation of ancillary equipment (eg air conditioning compressor).
  • This default torque is in a further correction stage 122 with the weighted in a correction stage 124 Output variable DMLLR of the idle controller corrected (preferably added).
  • the weighting factor F1 with the in 124 the output of the idle controller is weighted, is speed-dependent and / or time-dependent, whereby when leaving of the idle range, the factor is increasing in time or increasing Engine speed decreases to zero.
  • the default size MISOLL then becomes 126 as known in the art in manipulated variables for setting the performance parameters implemented the drive unit, in the case of a gasoline engine in air supply, fuel injection and Ignition angle, in the case of a diesel engine in Fuel quantity, etc.
  • the weighting of the loss moments for the correction of the driver's desired torque takes place depending on accelerator pedal position and engine speed, so at decreasing Engine speeds no compensation or no complete Compensation of the loss torque is made.
  • the inner ones Loss of the drive motor and the need for ancillaries in the low speed range when the accelerator pedal is released can then continue to be applied by the drive motor become.
  • the factor F3 which also interprets the deceleration request of the driver can be in 106 depending on accelerator pedal position and engine speed formed.
  • a weighting factor is between 0 and 1, above the accelerator pedal position signal PWG applied.
  • PWG accelerator pedal position signal
  • Upon actuation of the accelerator pedal > 15% is this weighting factor 1 while below it 15% with decreasing accelerator pedal position linearly to the value 0 declining.
  • the second map 202 is another weighting factor, which also moves between 0 and 1, in Dependence of the engine speed N shown. to one Engine speed N1 is this factor 0, above a larger one Engine speed N2 1.
  • the weighting factor is preferably linear with increasing speed too.
  • the two weighting factors are multiplied together in the multiplication point 204 and subtracted at the subtraction point 206 of FIG.
  • the result is the correction factor F3, which is the deceleration request represents the driver and with which of the Weighted loss value is weighted.
  • F3 is 1 if both factors of the characteristics are 0, it is zero if both Factors 1 are.
  • a map 250 is provided in which the weighting factor F3 on accelerator pedal position PWG and engine speed NMOT is applied.
  • the example in FIG. 4 shows a map course, where the weighting factor is above one starting at 900 revolutions and an accelerator pedal angle of 0%, with increasing engine speed to an accelerator pedal position value of 15% current characteristic is 0, below this characteristic is -1. So the accelerator pedal is released (Accelerator pedal position ⁇ 15%) and is the engine speed at values> 900 revolutions, it is used as a correction factor -1, resulting in complete compensation the loss moments leads. For petrol and diesel engines is Result of this compensation a shutdown or interruption the fuel injection, thus providing the complete engine drag torque and realization of the Driver desired delay request in a known manner. In a transition region, the weighting factor takes values between 0 and -1. In this area are the loss moments partially compensated, allowing a continuous transition between maximum delay and zero delay arises.
  • the correction does not occur the driver's request torque, but the correction of a another torque value, e.g. the resulting desired torque or a moment value, in the context of torque coordination arises.
  • the driver's delay wash as a relatively weighted Absolute loss moment.
  • This is the Delay request depends on accelerator pedal position and speed, e.g. by means of a map, given and the driver's desired torque activated as a correction value. The delay request is doing with decreasing pedal position and increasing speed greater.

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)
  • Control Of Motors That Do Not Use Commutators (AREA)
  • Control Of Multiple Motors (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
EP02754313A 2001-07-19 2002-07-04 Verfahren und vorrichtung zum betreiben eines antriebsmotors eines fahrzeugs Expired - Lifetime EP1432899B1 (de)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10135077 2001-07-19
DE10135077A DE10135077A1 (de) 2001-07-19 2001-07-19 Verfahren und Vorrichtung zum Betreiben eines Antriebsmotors eines Fahrzeugs
PCT/DE2002/002441 WO2003008790A1 (de) 2001-07-19 2002-07-04 Verfahren und vorrichtung zum betreiben eines antriebsmotors eines fahrzeugs

Publications (2)

Publication Number Publication Date
EP1432899A1 EP1432899A1 (de) 2004-06-30
EP1432899B1 true EP1432899B1 (de) 2005-10-26

Family

ID=7692300

Family Applications (1)

Application Number Title Priority Date Filing Date
EP02754313A Expired - Lifetime EP1432899B1 (de) 2001-07-19 2002-07-04 Verfahren und vorrichtung zum betreiben eines antriebsmotors eines fahrzeugs

Country Status (6)

Country Link
US (1) US6883493B2 (ja)
EP (1) EP1432899B1 (ja)
JP (1) JP4070719B2 (ja)
AT (1) ATE307971T1 (ja)
DE (2) DE10135077A1 (ja)
WO (1) WO2003008790A1 (ja)

Families Citing this family (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6968826B2 (en) * 2002-11-08 2005-11-29 Ford Global Technologies, Llc Control system parameter monitor
DE10316016B4 (de) * 2003-04-07 2015-10-22 Robert Bosch Gmbh Verfahren zum Steuern einer Antriebseinheit eines Fahrzeugs
DE10328786B4 (de) * 2003-06-26 2015-03-12 Robert Bosch Gmbh Verfahren zum Betreiben eines Kraftfahrzeuges
JP4688670B2 (ja) * 2005-12-20 2011-05-25 川崎重工業株式会社 内燃機関の燃焼制御装置および車両
DE102006005701B4 (de) * 2006-02-08 2020-10-01 Robert Bosch Gmbh Verfahren und Vorrichtung zum Betreiben einer Antriebseinheit, Computerprogramm-Produkt und Computerprogramm
EP2598641B1 (en) 2010-07-26 2014-05-21 Sapphire Energy, Inc. Process for the recovery of oleaginous compounds from biomass
FR3008055B1 (fr) * 2013-07-08 2016-09-30 Peugeot Citroen Automobiles Sa Procede et dispositif d'adaptation du couple effectif d'un vehicule automobile pour de faibles enfoncements de la pedale d'accelerateur
WO2015065593A1 (en) 2013-11-01 2015-05-07 Cummins Inc. Engine control systems and methods for achieving a torque value
GB2541948B (en) 2015-09-07 2020-02-12 Jaguar Land Rover Ltd A verification module for verifying accuracy of a controller
DE102017200296A1 (de) * 2017-01-10 2018-07-12 Volkswagen Aktiengesellschaft Motorsteuerung, Motorsteuerungsverfahren und entsprechendes Computerprogramm

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
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
DE4239711B4 (de) 1992-11-26 2005-03-31 Robert Bosch Gmbh Verfahren und Vorrichtung zur Steuerung eines Fahrzeugs
DE4445462B4 (de) 1994-12-20 2008-03-13 Robert Bosch Gmbh Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine eines Fahrzeugs
DE19547717B4 (de) 1995-12-20 2006-07-13 Robert Bosch Gmbh Verfahren und Vorrichtung zur Abschwächung von Lastwechselreaktionen bei einem Kraftfahrzeug
DE19900740A1 (de) 1999-01-12 2000-07-13 Bosch Gmbh Robert Verfahren und Vorrichtung zum Betreiben einer Brennkraftmaschine

Also Published As

Publication number Publication date
DE10135077A1 (de) 2003-02-06
DE50204714D1 (de) 2005-12-01
US6883493B2 (en) 2005-04-26
ATE307971T1 (de) 2005-11-15
EP1432899A1 (de) 2004-06-30
JP2004521273A (ja) 2004-07-15
WO2003008790A1 (de) 2003-01-30
US20040011575A1 (en) 2004-01-22
JP4070719B2 (ja) 2008-04-02

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