EP1455073B1 - Dispositif pour régler la puissance motrice sur des moteur à combustion interne - Google Patents

Dispositif pour régler la puissance motrice sur des moteur à combustion interne Download PDF

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Publication number
EP1455073B1
EP1455073B1 EP04005154A EP04005154A EP1455073B1 EP 1455073 B1 EP1455073 B1 EP 1455073B1 EP 04005154 A EP04005154 A EP 04005154A EP 04005154 A EP04005154 A EP 04005154A EP 1455073 B1 EP1455073 B1 EP 1455073B1
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EP
European Patent Office
Prior art keywords
range
correction amount
clutch
gain
calculation
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
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EP04005154A
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German (de)
English (en)
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EP1455073A1 (fr
Inventor
Tomonori Kinoshita
Naoyuki Tuzuki
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Toyota Motor Corp
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Toyota Motor Corp
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    • 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
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • 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
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/061—Introducing corrections for particular operating conditions for engine starting or warming up the corrections being time dependent
    • 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
    • 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
    • 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
    • F02D2200/1015—Engines misfires
    • 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
    • F02D2200/50—Input parameters for engine control said parameters being related to the vehicle or its components
    • F02D2200/501—Vehicle speed
    • 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
    • F02D2200/60—Input parameters for engine control said parameters being related to the driver demands or status
    • F02D2200/602—Pedal position
    • 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
    • F02D2250/21—Control of the engine output torque during a transition between engine operation modes or states
    • 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
    • F02D2250/28—Control for reducing torsional vibrations, e.g. at acceleration
    • 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
    • F02D41/1498—With detection of the mechanical response of the engine measuring engine roughness

Definitions

  • the invention relates to an output control apparatus of an internal combustion engine, according to the preamble of the patent claim 1.
  • Japanese Patent Laid-Open Publication No. 2001-73842 discloses a control apparatus of an internal combustion engine, which obtains an amount of an increase in output (hereinafter, referred to as an "output increase amount") based on an accelerator opening and a rotational speed of an internal combustion engine (hereinafter, referred to as an "engine rotational speed”) so as to assist vehicle take-off, and which performs take-off assist correction for an output from the internal combustion engine based on the output increase amount, in a vehicle including the internal combustion engine which serves as a drive source.
  • This apparatus increase an output so as to deal with an abrupt increase in a load placed on the internal combustion engine during vehicle take-off, thereby preventing engine stalling and enabling smooth vehicle take-off.
  • a required value used in an internal combustion engine operation range for vehicle take-off and a required torque value used in an internal combustion engine operation range for times other than vehicle take-off are completely different from each other.
  • take-off assist correction in the internal combustion engine operation range for vehicle take-off assist correction in the internal combustion engine operation range for times other than the vehicle take-off are set independently of each other.
  • the document US-A-56 134 74 discloses a control apparatus which performs a process of correcting an increase in an output from an internal combustion engine for driving a vehicle by performing take-off assist correction while the vehicle takes off from a stand still.
  • the known apparatus comprises an output correction means for dividing an engine operation range into multiple range, providing a range output correction amount subjected to calculation to each of the multiple internal combustion engine operation ranges and performing take off assist correction based on a total amount of the range output correction amounts, and for changing a gain for calculator of the range output amount such that the gain corresponds to each of the engine operation.
  • an output control apparatus of an internal combustion engine which performs a process of correcting an increase in an output from an internal combustion engine for driving a vehicle (hereinafter, referred to as an "output increase correction process") by performing correction of vehicle take-off assist (hereinafter, referred to as “take-off assist correction”) while vehicle takes off from a standstill (hereinafter, referred to as “during vehicle take-off”).
  • the output control apparatus of an internal combustion engine includes output correcting means for dividing an internal combustion engine operation range into multiple ranges, providing an output correction amount assigned to a range (hereinafter, referred to as a "range output correction amount") subject to calculation to each of the internal combustion engine operation ranges, and performing take-off assist correction based on the total amount of the range output correction amounts, and for changing a gain for calculation the range output correction amount such that the gain corresponds to each of the internal combustion engine operation ranges.
  • range output correction amount assigned to a range
  • take-off assist correction based on the total amount of the range output correction amounts
  • the output correcting means does not respectively calculate the output correction amounts for the internal combustion engine operation ranges.
  • the output correcting means provides the range output correction amount subjected to calculation to each of the internal combustion engine operation ranges. However, the output correcting means performs take-off assist correction itself based on the total amount of all the range output correction amounts.
  • the range output correction amounts are always related to each other and are reflected on take-off assist correction.
  • the output correcting means changes the gain for calculation of the range output correction amount such that the gain corresponds to each of the internal combustion engine operation ranges
  • the operation state of the internal combustion engine is reflected on the range output correction amount with responsiveness appropriate for each of the internal combustion operation ranges. Accordingly, even when the internal combustion engine operation range is changed, take-off assist correction can be immediately performed with responsiveness appropriate for the new internal combustion engine operation range.
  • the gain be one of the gain which is used when the range output correction amount is obtained according to an equation and the gain which is used when the range output correction amount is obtained using a map, or the gain be the gain which is used when the range output correction amount is obtained by combination of the equation and the map.
  • the gain may be one of the gain which is used when the range output correction amount is obtained according to the equation and the gain which is used when the range output correction amount is obtained using the map, or may be the gain which is used when the range output correction amount is obtained by combination of the equation and the map.
  • the output correcting means divide the internal combustion engine operation range into a first range where the vehicle is idle-stopped, a second range where the vehicle takes off from a standstill, and a third range for times other than idle stop and vehicle take-off, and set the gain for calculation of the range output correction amount of the second range to a large value compared with the gains for calculation of the range output correction amount of the first range and the range output correction amount of the third range.
  • the internal combustion engine operation range may be divided into three ranges, and the range output correction amount for calculation may be provided for each of the three ranges.
  • the output correcting means sets the gain for calculation of the output correction amount of the second range to a large value compared with the gains for calculation of the range output correction amount of the first range and the range output correction amount of the third range. In the second range where the vehicle takes-off from a standstill, the load placed on the internal combustion engine increases abruptly.
  • the gain for calculation of the range output correction amount of the second range is set to a large value compared with the gains for calculation of the other range output correction amounts, it is possible to increase the range output correction amount of the second range with high responsiveness so as to deal with the increase in the load when the internal combustion engine operation range is changed to the range where the vehicle takes off from a standstill.
  • the total amount of all the range output correction amounts changes with high responsiveness, and take-off assist correction can be performed appropriately based on the total amount.
  • the output correcting means divide the internal combustion engine operation range into a first range where a clutch is engaged and the vehicle is at a standstill, a second range where the clutch is disengaged, and a third range where the clutch is engaged and the vehicle is running, and set the gain for calculation of the range output correction amount of the seconde range to a large value compared with the gains for calculation of the range output correction amount of the first range and the range output correction amount of the third range.
  • the internal combustion engine operation range is divided into three ranges. More particularly, the internal combustion engine operation range is divided into the first rang where the the clutch is engage and the vehicle is at a standstill, the second range where the clutch is disengaged, and the third range where the clutch is engaged and the vehicle is running.
  • the gain for calculation of the range output correction amount of the third range is also preferable to set to a small value compared with the gain for calculation of the range output correction amount of the first range.
  • the vehicle In the third range, the vehicle is running normally and the engine rotational speed does not decrease easily. Therefore, when an operation for acceleration is not performed, the vehicle needs to run stably. Accordingly, it is desirable to set the gain to a small value.
  • the output correcting means divide the internal combustion engine operation range into a first range where the clutch is engaged and the vehicle is at a standstill, a second range where the clutch is disengaged and the vehicle is at a standstill, a third range where the clutch is disengaged and the vehicle is running, and a fourth range where the clutch is engaged and the vehicle is running, and set the gain for calculation of the range output correction amount of the second range to a large value compared with the gains for calculation of the output correction amount of the first range, the range output correction amount of the third range, and the range output correction amount of the fourth range.
  • the internal combustion engine operation range may be divided into the first range where the clutch is engaged and the vehicle is at a standstill, the second range where the clutch is disengaged and the vehicle is at a standstill, the third range where the clutch is disengaged and the vehicle is running, and the fourth range where the clutch is engaged and the vehicle is running.
  • the gains for calculation of the range output correction amounts be set to become smaller, with the gain for calculation of the range output correction amount of the third range being the largest, the gain for calculation of the range output correction amount of the first range being smaller than the gain for calculation of the range output correction amount of the third range, and the gain for calculation of the range output correction amount to the fourth range being smaller than the gain for calculation of the range output correction amount of the first range.
  • the gains for calculation of the range output correction amount be set to become smaller, with the gain for calculation of the range output correction amount of the first range being largest, the gain for calculation of the range output correction amount of the range being smaller than the gain for calculation of the range output correction amount of the first range, and the gain for calculation of the range output correction amount of the fourth range being smaller than the gain for calculation of the range output correction amount of the third range.
  • the state immediately after vehicle take off is included and the load placed on the internal combustion engine during vehicle take-off still remains in one of or both of the first range and the third range. Therefore, among the three range, the gains for calculation of the range output correction amount of the first range and the third range are relatively large.
  • the gain for calculation of the range output correction amount of the fourth is set to a smaller value compared with the gains for calculation of the range output correction amounts of the first range and the third range, in order to prevent abrupt acceleration.
  • the range output correction amount is set to a large value
  • the engine rotational speed may increase rapidly. Therefore, by attenuating the output correction amount which has become unnecessary for vehicle take-off assist in advance, it is possible to minimize the sense of discomfort felt by the driver.
  • the driver may feel the sense of discomfort in the acceleration performance during acceleration operation if the output correction amount is decreased when a request for acceleration is made. Further, rotation of the internal combustion engine may become unstable if the output correction amount is decreased in the internal combustion engine operation range where take-off assist correction is performed.
  • the output correction amount attenuating means attenuates the output correction amount which becomes unnecessary for vehicle take-off assist in the operation state where a request for acceleration is not made or in the internal combustion engine operation range where take off assist correction is not performed it is possible to minimize the sense of discomfort felt by the driver more effectively.
  • the internal combustion engine be a diesel engine
  • the output increase correction process be the correction of an increase in the fuel injection amount
  • FIG. 1 is a view schematically showing a configuration of an accumulator type diesel engine (a common rail type diesel engine) 2, a fuel injection system and a control system thereof according to a first embodiment of the invention.
  • the accumulator type diesel engine 2 is mounted on a vehicle as an automobile engine.
  • the diesel engine 2 is provided with a plurality of cylinders #1, #2, #3, and #4 (although four cylinders are provided in the embodiment, only one cylinder is shown in FIG. 1).
  • An injector 4 is provided on a combustion chamber of each of the cylinders #1, #2, #3 and #4. Fuel injection from the injector 4 to each of the cylinders #1, #2, #3 and #4 of the diesel engine 2 is controlled according to an ON/OFF state of an electromagnetic valve 4a for fuel injection control.
  • the injector 4 is connected to a common rail 6 which serves as an accumulator pipe common to the cylinders.
  • the electromagnetic valve 4a for fuel injection control is open, the fuel in the common rail 6 is injected to each of the cylinders #1, #2, #3 and #4 by the injector 4.
  • a relatively high pressure corresponding to a fuel injection pressure is accumulated in the common rail 6.
  • the common rail 6 is connected to a discharge port 10a of a supply pump 10 through a supply pipe 8.
  • a check valve 8a is provided on the supply pipe 8. Due to the check valve 8a, fuel supply from the supply pump 10 to the common rail 6 is permitted, and backflow of the fuel from the common rail 6 to the supply pump 10 is prevented.
  • the supply pump 10 is connected to a fuel tank 12 through an intake port 10b, and a filter 14 is provided between the fuel tank 12 and the supply pump 10.
  • the supply pump 10 takes in the fuel from the fuel tank 12 through the filter 14. Also, the supply pump 10 reciprocates a plunger using a cam which runs in synchronization with the rotation of the diesel engine 2, increases the fuel pressure to a required pressure, and supplies the high pressure fuel to the common rail 6.
  • a pressure control valve 10c is provided near the discharge port 10a of the supply pump 10.
  • the pressure control valve 10c is used for controlling the pressure of the fuel to be discharged from the output port 10a toward the common rail 6.
  • the pressure control valve 10c is opened, the excessive fuel, which is not discharged from the discharge port 10a, is returned from a return port 10d provided on the supply pump 10 to the fuel tank 12 through a return pipe 16.
  • An intake passage 18 and an exhaust passage 20 are connected to the combustion chamber of each of the cylinders #1, #2, #3 and #4 of the diesel engine 2.
  • a throttle valve is provided on the intake passage 18. By adjusting the opening of the throttle valve according to the operation state of the diesel engine 2, the amount of the air to be taken in the combustion chamber is adjusted.
  • a glow plug 22 is provided in the combustion chamber of each of the cylinders #1, #2, #3 and #4 of the diesel engine 2.
  • the glow plug 22 is an engine starting assist device which becomes red hot when being supplied with an electric current through a glow relay 22a immediately before the start of the diesel engine 2, and which promotes ignition/combustion when being sprayed with part of the fuel.
  • the diesel engine 2 is provided with the following various sensors and switches which detect the operation state of the diesel engine 2.
  • an accelerator pedal 24 is provided with an accelerator opening sensor 26 for detecting an accelerator opening ACCP.
  • the diesel engine 2 is provided with a starter 30 for starting the diesel engine 2.
  • the starter 30 is provided with a starter state detecting switch 30a for detecting an operation state of the starter 30.
  • a coolant temperature sensor 32 for detecting a temperature of a coolant (a coolant temperature THW) is provided on a cylinder block of the diesel engine 2.
  • a fuel temperature sensor 36 for detecting a fuel temperature THF is provided on the return pipe 16.
  • a fuel pressure sensor 38 for detecting a pressure of the fuel in the common rail 6 is provided on the common rail 6.
  • An engine rotational speed sensor 40 for detecting a crank angle and an engine rotational speed based on the rotation of a crank shaft is provided on a crank shaft of the diesel engine 2.
  • the rotation of the crank shaft is transmitted to the cam shafts for controlling opening/closing of an intake valve 18a and an exhaust valve 20a through a timing belt or the like.
  • These cam shafts are set to rotate at the rotational speed which is half of that of the crank shaft.
  • a pulsar including one tooth is provided on an intake cam shaft which controls opening/closing of the intake valve 18a, and a pickup is provided near the pulsar, whereby a cylinder determining sensor 42 is constituted.
  • an engine rotational speed NE and a crank angle CA are calculated according to pulse signals output from the sensors 40 and 42. Also, a clutch switch 44 for detecting whether a clutch pedal is depressed is provided. On the output shaft side of the transmission, there is provided a vehicle speed sensor 46 for detecting a vehicle speed SPD based on the rotational speed of the output shaft.
  • an electronic control unit (ECU) 52 for performing various controls of the diesel engine 2.
  • the ECU 52 performs various processes for controlling the diesel engine 2, such as the fuel injection amount control and the glow energization control.
  • the ECU 52 is mainly provided with a microcomputer including a CPU; ROM which stores various programs, maps and the like; RAM which temporarily stores the result of the computation performed by the CPU and the like; backup RAM which stores the result of computation, the data stored in advance and the like; a timer counter, an input interface; an output interface, and the like.
  • the ECU 52 reads signals from the accelerator opening sensor 26, the starter state detecting switch 30a, the coolant sensor 32, the fuel temperature sensor 36, the fuel pressure sensor 38, the engine rotational speed sensor 40, the cylinder determining sensor 42, the clutch switch 44, the vehicle speed sensor 46 and the like.
  • Each of the electromagnetic valve 4a, the pressure control valve 10c, the glow relay 22a, and the like is connected to the ECU 52 through a drive circuit.
  • the ECU 52 performs control computation based on the above-mentioned signal data, and controls driving of the electromagnetic valve 4a, the pressure control valve 10c, the glow relay 22a and the like.
  • the process is performed according to the flowcharts shown in FIG. 2 to FIG. 5.
  • the process is performed as an interrupt at the crank angle intervals, more particularly, at each 180 °CA rotation, since the diesel engine 2 is provided with four cylinders in this case.
  • a low rotational speed side fuel injection amount Qbase1 and a medium/high rotational speed side fuel injection amount Qbase2 are calculated according to the governor pattern shown in FIG. 6 (S104). These fuel injection amounts Qbase1 and Qbase2 are calculated according to an equation using the engine rotational speed NE and the accelerator opening ACCP as parameters.
  • the low rotational speed side fuel injection amount Qbase1 for each accelerator opening ACCP is inclined so as to decrease with an increase in the engine rotational speed NE.
  • the coefficient of the equation is set such that the inclination of the low rotational speed side fuel injection amount Qbase1 for each accelerator opening ACCP is steep. Therefore, as the engine rotational speed NE decreases, the value of the low rotational speed side fuel injection amount Qbase1 increases rapidly.
  • the medium/high rotational speed side fuel injection amount Qbase2 is inclined so as to decrease with an increase in the engine rotational speed NE.
  • the coefficient of the equation is set such that the inclination of the medium/high rotational speed side fuel injection amount Qbase2 is moderate compared with that of the low rotational speed side fuel injection amount Qbase1.
  • the value of the medium/high rotational speed side fuel injection amount Qbase2 increases.
  • the increase in the medium/high rotational speed side fuel injection amount Qbase2 is moderate compared with that in the low rotational side fuel injection amount Qbase1.
  • the larger of the value of "Qbase1+QiscON+QiscOFF" and "Qbase2" is used.
  • the value of "Qbase1+QiscON+QiscOFF" is used, and on the medium/high rotational speed side, "Qbase2" is used.
  • a target engine rotational speed NEisc is then set (S106).
  • the target engine rotational speed NEisc is set based on the friction of the diesel engine 2, the vehicle running resistance, electric load and the like or the estimation of their occurrence.
  • the value of "0km/h” includes a state where the vehicle is running at the speed of "3km/h” or lower, due to accuracy of the vehicle speed sensor 46.
  • FIG. 3 shows a flowchart for the calculation process of these fuel injection correction amounts, QiscON, QiscOFF1, and QiscOFF2.
  • the integral correction value ⁇ qb2 is a value obtained by adding the integral value Sqb2 to the previous integral correction value ⁇ qb2 every time calculation according to the equation 1 is performed.
  • the process thus exits the calculation process of the fuel injection correction amounts QiscON, QiscOFF1 and QiscOFF2 (S108). Accordingly, when the clutch OFF time second fuel injection correction amount QiscOFF2 is calculated in step S206, the calculation processes of the other two fuel injection correction amounts QiscON and QiscOFF1 are not performed. Therefore, the two fuel injection correction amounts, QiscON and QiscOFF1 are not updated, and the values which have been obtained before calculation of the clutch OFF time second fuel injection correction amount QiscOFF2 are continuously used.
  • an integral value Sqb1 is obtained using a map b1 in FIG. 8 based on ⁇ NE.
  • the gain of the proportional correction amount Qa1 with respect to ANE in the map a1 in FIG. 8 is set to be smaller than the gain of the proportional correction amount Qa2 with respect to ⁇ NE in the map a1 in FIG. 7.
  • the gain of the integral value Sqb1 with respect to ⁇ NE in the map b1 in FIG. 8 is set to be smaller than the gain of the integral value Sqb2 with respect to ⁇ NE in the map b1 in FIG. 7.
  • the integral correction amount ⁇ Sqb1 is a value obtained by adding the integral value Sqb1 to the previous integral correction amount ⁇ Sqb1 every time calculation according to the equation 2 ( ⁇ Sqbh1 ⁇ Sqb1+Sqb1) is performed.
  • the process exits the calculation process of the fuel injection correction amounts QiscON, QiscOFF1 and QiscOFF2 (S108). Therefore, when the clutch OFF time first fuel injection correction amount QiscOFF1 is calculated in step S208, the calculation processes of the other fuel injection correction amounts QiscON and QiscOFF2 are not performed. Accordingly, the two fuel injection correction amounts QiscON and QiscOFF2 are not updated, and the values which have been calculated before calculation of the clutch OFF time first fuel injection correction amount QiscOFF1 are continuously used.
  • an integral value Sqbs is obtained using a map bs in FIG. 9 based on ⁇ NE.
  • a differential correction amount Qcs is obtained using a map cs in FIG. 9 based on the time change ⁇ NE/dt of ⁇ NE.
  • the gain of the proportional correction amount Qas with respect to ⁇ NE in the map as in FIG. 9 is set to be larger than the gain of the proportional correction amount Qa2 with respect to ⁇ NE in the map a2 in FIG. 7.
  • the gain of the integral value Sqbs with respect to ⁇ NE in the map bs in FIG. 9 is set to be larger than the gain of the integral value Sqbs with respect to ⁇ NE in the mapb2 in FIG. 7.
  • the integral correction value ⁇ Sqbs is a value obtained by adding the integral value Sqbs to the previous integral correction value ⁇ Sqbs every time calculation according to the equation 3 ( ⁇ Sqbs ⁇ Sqbs+Sqbs) is performed.
  • ⁇ NE is largely reflected on the proportional correction amount Qas and the integral value Sqbs, compared with calculation of the other two fuel injection correction amounts QiscOFF1 and QiscOFF2. Therefore, the change in ANE is largely reflected on the clutch ON time fuel injection correction amount QiscON.
  • the process then exits the calculation process of the fuel injection correction amounts QiscON, QiscOFF1 and QiscOFF2 (S108). Accordingly, when the clutch ON time fuel injection correction amount QiscON is calculated in step S210, the calculation processes of the other two fuel injection correction amounts QiscOFF1 and QiscOFF2 are not performed. Therefore, the two fuel injection correction amounts QiscOFF1 and QiscOFF2 are not updated, and the values which have been calculated before calculation of the clutch ON time fuel injection correction amount QiscON are continuously used.
  • any one of the fuel injection correction amounts QiscON, QiscOFF1 and QiscOFF2 is calculated and updated in step S108. Namely, when the clutch is engaged and also the vehicle is at a standstill or is running considerably slowly, the clutch OFF time second fuel injection correction amount QiscOFF2 is updated. When the clutch is engaged and also the vehicle is running at a speed which is equal to or higher than a predetermined speed, the clutch OFF time first fuel injection correction amount QiscOFF1 is updated. When the clutch is disengaged, the clutch ON time fuel injection correction amount QiscON is updated.
  • Each of the fuel injection correction amounts QiscON, QiscOFF1 and QiscOFF2, and each of the integral correction amounts ⁇ Sqb1, ⁇ Sqb2 and ⁇ Sqb3 are set to "0" at the initial setting when the ignition is in the "ON" state.
  • the take-off assist correction amount attenuation process is performed (S110).
  • the take-off assist correction amount attenuation process is shown in the flowcharts in FIG. 4 and FIG. 5.
  • the fuel injection amount adjustment when the engine rotational speed NE becomes lower than the target engine rotational speed NEisc is performed by calculating the clutch OFF time second fuel injection correction amount QiscOFF2 (S206 in FIG. 3).
  • the gain for calculation of the clutch OFF time second fuel injection correction amount QiscOPF2 corresponding to ⁇ NE is smaller than the gain for calculation of the clutch ON time fuel injection correction amount QiscON. Accordingly, hunting in the idle speed control can be prevented.
  • the gain for calculation of the clutch OFF time second fuel injection correction amount QiscOFF 2 is larger than the gain for calculation of the clutch OFF time first fuel injection correction amount QiscOFF1. Accordingly, the decrease in the engine rotational speed NE when the vehicle is at a standstill in the idle state can be prevented with high responsiveness compared with the case where the vehicle is running, and engine stalling can be prevented effectively.
  • the fuel injection amount adjustment for making the engine rotational speed NE substantially equal to the target engine rotational speed NEisc is performed at the value of the clutch ON time fuel injection correction amount QiscON by performing step S210 (FIG. 3).
  • the gain for calculation of the clutch ON time fuel injection correction amount QiscON with respect to ⁇ NE is larger than the gains for calculation of the clutch OFF time first fuel injection correction amount QiscOFF1 and the clutch OFF time second fuel injection correction amount QiscOFF2.
  • the clutch ON time fuel injection correction amount QiscON rapidly increases, and the sufficient output can be generated from the diesel engine 2 in order to deal with the load during vehicle take-off. Even when the gain for calculating the clutch ON time fuel injection correction amount QiscON is large, since the clutch ON time fuel injection correction amount QiscON is used for dealing with the load during vehicle take-off, hunting in the output control hardly occurs.
  • step S306 determination in step S306 is then made.
  • the clutch ON time fuel injection correction amount QiscON is larger than "0" (QiscON>"0") (S312).
  • the clutch ON time fuel injection correction amount QiscON has increased rapidly during the latest vehicle take-off. Accordingly, since the clutch ON time fuel injection correction amount QiscON is larger than "0" ("YES" in S312), the attenuation process of the clutch ON time fuel injection correction amount QiscON is performed (S314).
  • the attenuation process of the clutch ON time fuel injection correction amount QiscON is performed so as to gradually decrease the clutch ON time fuel injection correction amount QiscON to "0" from a value larger than "0". More particularly, the process for subtracting a predetermined amount from the clutch ON time fuel injection correction amount QiscON is performed until the QiscON becomes equal to "0" at each control cycle of the fuel injection amount control process. The process for subtracting the predetermined amount from the clutch ON time fuel injection correction amount QiscON may be performed until the QiscON becomes equal to "0" periodically. Also, instead of subtracting the predetermined amount from the clutch ON time fuel injection correction amount QiscON, the following process may be performed.
  • the clutch ON time fuel injection correction amount QiscON is being attenuated after the vehicle take-off, as long as an affirmative determination is made in step S202 in FIG. 3, and the vehicle speed SPD is equal to "0" ("NO” in S204), the clutch OFF time second fuel injection correction amount QiscOFF 2 is updated (S206).
  • the clutch OFF time fuel injection correction amount QiscOFF1 is updated (S208). Accordingly, when the engine rotational speed NE is lower than the target engine rotational speed NEisc, the clutch OFF time fuel injection correction amount QiscOFF is increased instead of the clutch ON time fuel injection correction amount QiscON, and engine stalling can be prevented.
  • FIG. 10 shows the case of idle start.
  • FIG. 11 shows the case where the vehicle takes off from a standstill while the driver depresses the accelerator pedal 24.
  • the operation range where the clutch switch state CLSW is the "ON" state (CLSW "ON") corresponds to a second range where the vehicle takes off from a standstill.
  • Each of the clutch OFF time first fuel injection correction amount QiscOFF1, the clutch OFF time second fuel injection correction amount QiscOFF2, and the clutch ON time fuel injection correction amount QiscON corresponds to the range output correction amount.
  • the value of "QiscON+QiscOFF" corresponds to the total amount of the range output correction amounts.
  • Steps S108, S112 and S114 in the fuel injection amount control process correspond to the process as the output correcting means, and step S110 corresponds to the process as the output correction amount attenuating means.
  • the fuel injection correction amounts QiscON, QiscOFF1 and QiscOFF 2 are respectively assigned to the corresponding internal combustion operation ranges, are subjected to calculation, and updated respectively. However, take-off assist correction itself is performed in all the ranges using the total amount of all the fuel injection correction amounts QiscON, QiscOFF1 and QiscOFF2.
  • the gain for calculation of each of the fuel injection correction amounts QiscON, QiscOFF1 and QiscOFF2 is changed to the appropriate value so as to correspond to each of the internal combustion engine operation ranges.
  • the operation state of the diesel engine 2 is reflected on the fuel injection correction amounts QiscON, QiscOFF1 and QiscOFF 2 with responsiveness appropriate for each of the internal combustion engine operation ranges. Accordingly, even when the internal combustion engine operation range is changed, take-off assist correction can be immediately performed with responsiveness appropriate for the new internal combustion engine operation range.
  • the gain for calculation of the clutch ON time fuel injection correction amount QiscON is set to the largest value among the gains for calculation of the fuel injection correction amounts.
  • the gain for calculation of the clutch ON time fuel injection correction amount QiscON is set to a large value compared with the gains for calculation of the other fuel injection correction amounts QiscOFF1 and QiscOFF2
  • the clutch ON time fuel injection correction amount QiscON can be increased with high responsiveness so as to deal with the increase in the load when the vehicle takes off from a standstill.
  • the total amount of the fuel injection correction amounts QiscON, QiscOFF1 and QiscOFF2 changes with high responsiveness, and the appropriate take-off assist correction can be performed based on the total amount.
  • the processes in FIG. 12 to FIG. 15 are performed.
  • steps S402 to S406, S412, and S414 are the same processes as steps S102 to S106, S112, and S114 in FIG. 2, respectively.
  • Steps S408 to S411 are different from steps S 108 to S110 in FIG. 2.
  • Steps S502 to S508 are the same processes as steps S202 to S208 in FIG. 3, respectively.
  • the clutch switch state CLSW is the "ON" state ("NO” in S520) and the vehicle is running ("YES” in S510)
  • the clutch ON time first fuel injection correction amount QiscON1 is calculated (S514).
  • the clutch ON time second fuel injection correction amount QiscON2 is calculated (S512).
  • step S410 The take-off assist correction amount attenuation process (S410) will be described. The details of the process are shown in the flowcharts in FIG 14 and FIG. 15. Steps S602 to S614, S618, and S620 are the same processes as steps S302 to S314, S318, and S320 in FIG. 4 and FIG. 5, respectively. In FIG. 14 and FIG. 15, in steps S616 and S622, it is determined whether the engine rotational speed is in the low rotational speed range according to whether the value of "Qbase1+QiscON1+QiscON2+QiscOFF1+QiscOFF2" is larger than Qbase2.
  • step S411 in FIG. 12 the clutch ON time fuel injection correction amount QiscON is calculated based on the two fuel injection correction amounts QiscON1, and QiscON2 according the following equation 6.
  • the clutch OFF time first fuel injection correction amount QiscOFF1 is calculated using the map which is the same as that shown in FIG. 8 in the first embodiment.
  • the clutch OFF time second fuel injection correction amount QiscOFF 2 is calculated using the map which is the same as that shown in FIG. 7 in the first embodiment.
  • the map for calculating the clutch ON time first fuel injection correction amount QiscON1 is the same as that shown in FIG. 9 in the first embodiment. As shown in FIG. 9, three maps are used for calculating the clutch ON time second fuel injection correction amount QiscON2.
  • the maps corresponding to the maps as and bs are set such that gains larger than those in FIG. 9 can be obtained.
  • the gain for ⁇ NE of the clutch ON time second fuel injection correction amount QiscON2 is the largest.
  • the gains for ⁇ NE are set to become smaller, with the gain of the clutch ON time second fuel injection correction amount QiscON2 being the largest, the clutch ON time first fuel injection correction amount QiscON1 being smaller than the gain of the clutch ON time second fuel injection correction amount QiscON2, the clutch OFF time second fuel injection correction amount QiscOFF2 being smaller than the clutch ON time first fuel injection correction amount QiscON1, and the clutch OFF time first fuel injection correction amount QiscOFF1 being smaller than the clutch OFF time second fuel injection correction amount QiscOFF2.
  • FIG. 16 shows the case of idle start.
  • FIG. 17 shows the case where the vehicle takes off from a standstill while the driver depresses the accelerator pedal 24.
  • the clutch ON time first fuel injection correction amount QiscON1 is calculated instead of the clutch ON time second fuel injection correction amount QiscON2.
  • a gain with relatively high responsivenss is used.
  • the gain for calculation of QiscON1 is smaller than the gain for calculation of the clutch ON time second fuel injection correction amount QiscON2. Accordingly, the increase in take-off assist correction amount slows to some degree.
  • the accelerator pedal 24 is depressed, the engine rotational speed NE further increases, and the vehicle speed SPD increases with the increase in the engine rotational speed NE.
  • the engine rotational speed NE is equal to or higher than the target engine rotational speed NEisc (NE ⁇ NEisc) ("YES” in S606). Therefore, as long as the clutch OFF time fuel injection correction amount QiscOFF is larger than "0" (“YES” in S608), attenuation of the clutch OFF time fuel injection correction amount QiscOFF is performed (S610) (t38 to t39).
  • the internal combustion engine operation range is divided into four ranges.
  • Each of the clutch OFF time first fuel injection correction amount QiscOFF1, the clutch OFF time second fuel injection correction amount QiscOFF2, the clutch ON time first fuel injection correction amount QiscON1, and the clutch ON time second fuel injection correction amount QiscON2 corresponds to the range output correction amount.
  • the value of "QiscON+QiscOFF" corresponds to the total amount of the range output correction amounts.
  • Steps S408, S411, S412 and S414 in the fuel injection amount control process "FIG. 12 to FIG. 15" correspond to the process as the output correcting means.
  • Step S410 corresponds to the process as the output correction amount attenuating means.
  • the clutch is operated by the driver.
  • the invention can be applied to the case of an automatic clutch, where the clutch is automatically engaged/disengaged during vehicle take-off or shifting.
  • the diesel engine is used as the internal combustion engine.
  • the invention can be applied to the case where a gasoline engine is used.
  • the gasoline engine when uniform combustion is performed at the stoichiometric air-fuel ratio, the output from the engine is adjusted by adjusting the opening of an electronic throttle valve.
  • the output from the engine is adjusted by adjusting the fuel injection amount, as is the case of the diesel engine.
  • the process for increasing the fuel injection amount for acceleration assist may be added in addition to the process for increasing the fuel injection amount for the take-off assist.
  • the gains for calculation are set to become smaller, with the gain for QiscON2 being the largest, the gain for QiscON1 being smaller than the gain for QiscON2, the gain for QiscOFF2 being smaller than the gain for QiscON1, and the gain for QiscOFF being smaller than the gain for QiscOFF2.
  • the gains for calculation may be set to become smaller, with the gain for QiscON2 being the largest, the gain for QiscOFF2 being smaller than the gain for QiscON2, the gain for QiscON1 being smaller than the gain for QiscOFF2, and the gain for QiscOFF1 being smaller than the gain for QiscON1.
  • Fuel injection correction amounts QiscON, QiscOFF1 and QiscOFF2 are respectively calculated depending on the operation ranges (S206, S208, S210).
  • take-off assist correction itself is performed based on the total amount of all the fuel injection correction amounts. Therefore, even when the operation range is changed while a vehicle takes off from a standstill or immediately after the vehicle takes off, all the fuel injection correction amounts are always reflected on the take-off assist correction.
  • the gain for calculation of the fuel injection correction amount is changed such that the gain corresponds to the operation range. Accordingly, the engine operation state is reflected on the fuel injection correction amount with responsiveness appropriate for each operation range. Therefore, it is possible to prevent fluctuation in an engine rotational speed and a vehicle speed, and to minimize the sense of discomfort felt by a driver.
  • Fuel injection correction amounts QiscON, QiscOFF1 and QiscOFF2 are respectively calculated depending on the operation ranges (S206, S208, S210).
  • take-off assist correction itself is performed based on the total amount of all the fuel injection correction amounts. Therefore, even when the operation range is changed while a vehicle takes off from a standstill or immediately after the vehicle takes off, all the fuel injection correction amounts are always reflected on the take-off assist correction.
  • the gain for calculation of the fuel injection correction amount is changed such that the gain corresponds to the operation range. Accordingly, the engine operation state is reflected on the fuel injection correction amount with responsiveness appropriate for each operation range. Therefore, it is possible to prevent fluctuation in an engine rotational speed and a vehicle speed, and to minimize the sense of discomfort felt by a driver.

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)

Claims (9)

  1. Dispositif de commande de sortie d'un moteur à combustion interne, qui effectue un processus de correction d'une augmentation d'une sortie depuis un moteur à combustion interne (2) pour entraîner un véhicule en effectuant une correction d'assistance au démarrage tandis que le véhicule démarre depuis un état à l'arrêt, comprenant un moyen de correction de sortie (S 108, S112, S114, S408, S411, S412, S414) pour diviser une gamme de fonctionnement du moteur à combustion interne en plusieurs gammes, fournissant une quantité de correction de sortie de gamme (QiscEN MARCHE, QiscA L'ARRET) soumise à un calcul à chacune des plusieurs gammes de fonctionnement du moteur à combustion interne, et effectuant une correction d'assistance au démarrage sur la base d'une quantité totale (QiscEN MARCHE+QiscA L'ARRET) des quantités de correction de sorties de gammes (QiscEN MARCHE, QiscA L'ARRET), et pour changer un gain pour un calcul de la quantité de correction de sortie de gamme (QiscEN MARCHE, QiscA L'ARRET) de sorte que le gain corresponde à chacune des gammes de fonctionnement du moteur à combustion interne, caractérisé en ce que le moyen de correction de sortie (S 108, S112, S114) divise la gamme de fonctionnement du moteur à combustion interne en une première gamme où un véhicule est à l'arrêt de ralenti, une deuxième gamme où le véhicule démarre à partir d'un état à l'arrêt, et une troisième gamme pour des temps autres qu'un arrêt de ralenti et un démarrage du véhicule, et établit le gain pour un calcul de la quantité de correction de sortie de gamme de la deuxième gamme (QiscEN MARCHE) à une grande valeur en comparaison avec le gain pour un calcul de la quantité de correction de sortie de gamme de la première gamme (QiscA L'ARRET2) et le gain pour un calcul de la quantité de correction de sortie de gamme de la troisième gamme (QiscA L'ARRET1).
  2. Dispositif de commande de sortie d'un moteur à combustion interne selon la revendication 1, caractérisé en ce que le gain est l'un quelconque de l'un d'un gain qui est utilisé lorsque la quantité de correction de sortie de gamme (QiscEN MARCHE, QiscA L'ARRET) est obtenue selon une équation et d'un gain qui est utilisé lorsque la quantité de correction de sortie de gamme est obtenue en utilisant une carte, et d'un gain qui est utilisé lorsque la quantité de correction de sortie de gamme (QiscEN MARCHE, QiscA L'ARRET) est obtenue par une combinaison de l'équation et de la carte.
  3. Dispositif de commande de sortie d'un moteur à combustion interne selon la revendication 1 ou 2, caractérisé en ce que le moyen de correction de sortie (S 108, S112, S114) divise la gamme de fonctionnement du moteur de combustion interne en ladite première gamme où un embrayage est engagé et un véhicule est dans un état à l'arrêt, ladite deuxième gamme où l'embrayage est désengagé et ladite troisième gamme où l'embrayage est engagé et le véhicule est en marche.
  4. Dispositif de commande de sortie d'un moteur à combustion interne selon la revendication 1 ou 3, caractérisé en ce que le gain pour un calcul de la quantité de correction de sortie de gamme de la troisième gamme (QiscA L'ARRET1) est établi à une petite valeur en comparaison avec le gain pour un calcul de la quantité de correction de sortie de gamme de la première gamme (QiscA L'ARRET2).
  5. Dispositif de commande de sortie d'un moteur à combustion interne selon la revendication 1 ou 2, caractérisé en ce que le moyen de correction de sortie (S408, S411,S412,S414) divise la gamme de fonctionnement du moteur à combustion interne en ladite première gamme où un embrayage est engagé et un véhicule est dans un état à l'arrêt, ladite deuxième gamme où l'embrayage est désengagé et le véhicule est dans un état à l'arrêt, ladite troisième gamme où l'embrayage est désengagé et le véhicule est en marche, et une quatrième gamme où l'embrayage est engagé et le véhicule est en marche, et établit le gain pour un calcul de la quantité de correction de sortie de gamme de la quatrième gamme (QiscA L'ARRET1).
  6. Dispositif de commande de sortie d'un moteur à combustion interne selon la revendication 5, caractérisé en ce que les gains pour un calcul des quantités de correction de sorties de gammes sont établis pour devenir plus petits, avec le gain pour un calcul de la quantité de correction de sortie de gamme de la troisième gamme (QiscEN MARCHE1) étant le plus grand, le gain pour un calcul de la quantité de correction de sortie de gamme de la première gamme (QiscA L'ARRET2) étant plus petit que le gain pour un calcul de la quantité de correction de sortie de gamme de la troisième gamme (QiscEN MARCHE1), et le gain pour un calcul de la quantité de correction de sortie de gamme de la quatrième gamme (QiscA L'ARRET1) étant plus petit que le gain pour un calcul de la quantité de correction de sortie de gamme de la première gamme (QiscA L'ARRET2).
  7. Dispositif de commande de sortie d'un moteur à combustion interne selon la revendication 5, caractérisé en ce que les gains pour un calcul des quantités de correction de sorties de gammes sont établis pour devenir plus petits, avec le gain pour un calcul de la quantité de correction de sortie de gamme de la première gamme (QiscA L'ARRET2) étant le plus grand, le gain pour un calcul de la quantité de correction de sortie de gamme de la troisième gamme (QiscEN MARCHE1) étant plus petit que le gain pour un calcul de la quantité de correction de sortie de gamme de la première gamme (QiscA L'ARRET2), et le gain pour un calcul de la quantité de correction de sortie de gamme de la quatrième gamme (QiscA L'ARRET1) étant plus petit que le gain pour un calcul de la quantité de correction de sortie de gamme de la troisième gamme (QiscEN MARCHE1).
  8. Dispositif de commande de sortie d'un moteur à combustion interne selon l'une quelconque des revendications 1 à 7, caractérisé par le fait de comprendre en plus un moyen d'atténuation d'une quantité de correction de sortie (S110, S41) pour atténuer une quantité de correction de sortie qui est devenue inutile pour une assistance au démarrage du véhicule dans l'un d'un état de fonctionnement où une demande pour une accélération n'est pas faite et d'une gamme de fonctionnement du moteur à combustion interne dans laquelle la correction d'assistance au démarrage n'est pas effectuée.
  9. Dispositif de commande de sortie d'un moteur à combustion interne selon l'une quelconque des revendications 1 à 8, caractérisé en ce que le moteur à combustion interne est un moteur diesel (2), et le processus de correction d'une augmentation d'une sortie depuis le moteur à combustion interne est une correction d'une augmentation d'une quantité d'injection de carburant.
EP04005154A 2003-03-07 2004-03-04 Dispositif pour régler la puissance motrice sur des moteur à combustion interne Expired - Lifetime EP1455073B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2003062300A JP4075644B2 (ja) 2003-03-07 2003-03-07 内燃機関出力制御装置
JP2003062300 2003-03-07

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EP1455073A1 EP1455073A1 (fr) 2004-09-08
EP1455073B1 true EP1455073B1 (fr) 2007-08-08

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EP (1) EP1455073B1 (fr)
JP (1) JP4075644B2 (fr)
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JP4625824B2 (ja) 2007-04-25 2011-02-02 ボッシュ株式会社 内燃機関出力制御方法及びその装置
FR2920900B1 (fr) * 2007-09-10 2010-03-12 Peugeot Citroen Automobiles Sa Suppression des oscillations longitudinales notamment d'un vehicule automobile
JP5141673B2 (ja) 2009-12-04 2013-02-13 株式会社デンソー 内燃機関のアイドルストップ制御装置
ITBO20110214A1 (it) * 2011-04-20 2012-10-21 Magneti Marelli Spa Metodo di controllo del regime di rotazione di un motore a combustione interna durante una fase di spunto di un veicolo provvisto di una trasmissione manuale
JP6356493B2 (ja) * 2014-06-05 2018-07-11 ヤンマー株式会社 エンジン装置

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Publication number Priority date Publication date Assignee Title
US5123397A (en) * 1988-07-29 1992-06-23 North American Philips Corporation Vehicle management computer
JP2936913B2 (ja) * 1992-09-22 1999-08-23 日産自動車株式会社 四輪駆動車の駆動力配分制御装置
JP3340202B2 (ja) * 1993-08-13 2002-11-05 株式会社小松製作所 ディーゼルエンジンの始動制御方法
EP0742362A3 (fr) * 1995-05-12 1998-06-03 Isuzu Motors Limited Système de commande d'injection de carburant pour le démarrage d'un motor diesel

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JP4075644B2 (ja) 2008-04-16
DE602004007966T2 (de) 2008-04-17
DE602004007966D1 (de) 2007-09-20
EP1455073A1 (fr) 2004-09-08
JP2004270547A (ja) 2004-09-30
ES2291762T3 (es) 2008-03-01

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