EP1529947A1 - Dispositif et méthode de suppression des vibrations torsionelles dans un train d'entraínement - Google Patents

Dispositif et méthode de suppression des vibrations torsionelles dans un train d'entraínement Download PDF

Info

Publication number
EP1529947A1
EP1529947A1 EP04105189A EP04105189A EP1529947A1 EP 1529947 A1 EP1529947 A1 EP 1529947A1 EP 04105189 A EP04105189 A EP 04105189A EP 04105189 A EP04105189 A EP 04105189A EP 1529947 A1 EP1529947 A1 EP 1529947A1
Authority
EP
European Patent Office
Prior art keywords
model
internal combustion
combustion engine
state variable
drive train
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.)
Granted
Application number
EP04105189A
Other languages
German (de)
English (en)
Other versions
EP1529947B1 (fr
Inventor
Julian Baumann
Thomas Schlegl
Dara Daniel Torkzadeh
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.)
Siemens AG
Original Assignee
Siemens AG
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 Siemens AG filed Critical Siemens AG
Publication of EP1529947A1 publication Critical patent/EP1529947A1/fr
Application granted granted Critical
Publication of EP1529947B1 publication Critical patent/EP1529947B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

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
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D41/1402—Adaptive control
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/1412—Introducing closed-loop corrections characterised by the control or regulation method using a predictive controller
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/1413—Controller structures or design
    • F02D2041/1423—Identification of model or controller parameters
    • 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 damping device according to the The preamble of claim 1 and a damping method according to the preamble of claim 15.
  • the vibrations and their negative Suppressing effects is the vibration from one of a speed sensor on the internal combustion engine filter out recorded measurement signal, and by the internal combustion engine a counter torque to the vibration applied.
  • the signal of the speed sensor with a low-pass filtered and phase-shifted.
  • the method described has the disadvantage that it must be operated close to the stability limit in order to to be effective.
  • the problem here is in particular that the damping torque is applied at a frequency which corresponds to the torsional resonance frequency. Because of that lead already small errors in the calculation of the counter torque or small changes in the mechanical behavior of the powertrain may cause instability. It is too consider that the mechanical properties of the Powertrain generally over the life of a Motor vehicle change, for example, it comes to wear on gears or to a change of the elastic Characteristics of shaft couplings.
  • Another disadvantage of Method is that only on existing vibrations can be reacted, the damping is therefore only one, when the high load on the powertrain already exists is.
  • the invention is therefore based on the object as possible little effort to suppress vibrations in the drive train, in particular, high loads of the drive train and jerking movements of the vehicle should be avoided.
  • the object is achieved with a damping device according to claim 1 and a damping method according to claim 15.
  • the invention is based on the physical knowledge, that the internal combustion engine, the drive train or the Speed sensor have a dead time, which the control of damping torques for suppressing torsional vibrations difficult in the drive train. For example An increased fuel supply does not lead directly to a increased driving torque of the internal combustion engine, since the amount of fuel injected clocked into the combustion chambers becomes, which causes time losses.
  • Predictor used to a mechanical state variable to determine the drive train in response to a manipulated variable.
  • This has the advantage that the manipulated variable in dependence determined by the determined mechanical state variable can be and the internal combustion engine with the so modified Actuating variable is controlled. This is already the Suppression of torsional vibrations suppressed.
  • the manipulated variable for the internal combustion engine for example be the fuel supplied to the engine. However, it is also conceivable other manipulated variables, such as to influence the throttle position.
  • the mechanical state variable preferably gives the temporal Change in the torsion of the drive train again to torsional vibrations clearly different from the others in the company Distinguish loads.
  • the device according to the invention preferably takes into account the set gear ratio of the gearbox and others Translations in the powertrain.
  • the damping device a signal input for receiving a the gear ratio comprising the transmission of the signal.
  • the predictive member preferably has a model of the internal combustion engine and the powertrain to the mechanical Determine state variable.
  • a model has the advantage that it's a computational prediction of the mechanical response to predefined controls possible.
  • the model included in the predictive member is essentially dead time free.
  • the internal combustion engine has a dead time due to the combustion process, this has the advantage of gaining time.
  • the actual response of the powertrain Waited for the manipulated variable so can during the while passing dead time further vibrational Pulses are given by the manipulated variable without objecting is regulated.
  • the response is timely, i. so quickly it allows the computing unit of the model, calculated,
  • torsional vibrations can be suppressed even in the initial stage or it can be the excitation of torsional vibrations be suppressed.
  • the output of the predictive element is connected to Input of a transmission link connected itself the output side connected to the actuator to the manipulated variable based on the state variable determined with the model influence.
  • the transmission member thus suppresses a Oscillation that would occur if the actuator the internal combustion engine controls with a control variable, the the basis of the calculation with the model of the powertrain was.
  • the transmission element determines that the The mechanical state variable output by the model is a vibration plays, it counteracts this oscillation before this vibration can actually occur.
  • the transmission element has a P-element or a PD element.
  • the P-element changes the manipulated variable in a proportional dependence on the determined state variable. It thus corresponds to a known P controller, which has a proportional transmission behavior. Because the Determining the state variable by the predictor member substantially has no dead time, is proportional to the Transfer characteristic of the P-member stable suppression achieved by vibrations in the drive train.
  • a PD-member which is the Manipulated variable additionally or exclusively in a dependency from the temporal change of the determined state variable changed.
  • the transmission behavior of the PD element corresponds essentially that of a PD controller.
  • the PD member causes a phase advance of the manipulated variable compared the determined state variable, thereby stabilizing is reached.
  • the damping device has a control loop for adapting the predictive element.
  • This offers the advantage that the predictor member to changing conditions can be adjusted. For example, the predictor member depending on a change in the mechanical Properties of the powertrain are changed so that it is the answer of the powertrain to an activation of the Internal combustion engine with a manipulated variable after a change the mechanical properties of the powertrain reliable can predict.
  • the adaptation can be for example consist in the parameters of the two-mass oscillator too change.
  • the control loop supports the model states. With that you can Faults and model inaccuracies corrected immediately be what the quality of the prediction of the predictor elevated.
  • the damping device has a measuring device for measuring the state variable of the drive train on.
  • the damping device receives information about the actual response of the powertrain and the Internal combustion engine to a control with a manipulated variable, which is preferably known to the damping device.
  • the Measuring device can be an angular velocity sensor a driven wheel, for example the angular velocity sensor an existing anti-lock system (SECTION).
  • the speed of the Internal combustion engine and the transmission ratio of the drive train can take into account, thus a temporal change the torsion of the drive train are determined.
  • angular velocity sensors in the range of the gearbox or elsewhere in the powertrain be used, causing torsional vibrations can be detected more precisely in the drive train.
  • the torsion of the drive train for example with strain gauges or magnetostrictive sensors too measure up.
  • the measuring device for measuring the speed of a wheel may, for example, have a dead time since it is a certain angular rotation of the wheel must wait before the next measuring mark reaches a measuring point of the measuring device.
  • the damping device comprises in a preferred embodiment a dead time element for simulating the dead time of Internal combustion engine, the drive train or the measuring device. If the deadtime member input side with the predictor connected, so can a deadtime state variable from the state variable determined by the predictor element be calculated.
  • the damping device information about the predictor predicted by the predictor State variable provided at a time at which this state variable on the drive train actually should occur.
  • the dead time is dependent simulated by the speed of the internal combustion engine.
  • the dead time may be indirectly linear from the speed be dependent. The consideration of the speed has the Advantage that the dead time can be determined more precisely.
  • a comparator unit of the damping device is preferably a comparison of the measured state variable with the calculated deadtime state variable made. This can be used to detect whether the model of the predictor determined state quantity in accordance with the actually occurring on the drive train state variable. This provides a quality control of the model of the predictor dar.
  • the comparator unit can both the Phase position as well as the amplitude of the calculated dead-time Check state size.
  • This adaptation unit has the task, the predictor depending on the comparison the measured state variable with the calculated, dead-time afflicted State variable to adapt.
  • the adaptation unit preferably fits the model of the drive train and the internal combustion engine not immediately at a first fault detection, but integrates the occurring errors over a longer period, for example over minutes, hours or even weeks and months.
  • the adaptation unit can recognize if the mechanical Behavior of the powertrain over a longer period changed and, accordingly, the model of the powertrain and adapt the internal combustion engine.
  • the adaptation unit Preferably influenced the adaptation unit individual parameters of the model of the predictor, such as the attenuation or the Spring stiffness of a two-mass oscillator.
  • Benefits can also from a support of the model states by the Adaption unit result. This includes short-term model corrections possible, the predictive behavior of the model improve.
  • control loop contains the predictor member, the deadtime element, the measuring device, the comparison element and the adaptation unit.
  • an adaptation unit for adapting the Deadtime element are provided, if it is found that the calculated dead-time state variable is a constant Phase shift compared to the measured state variable having.
  • the damping device preferably has a brake signal input on. This has the advantage that the damping device the suppression of torsional vibrations in dependence from a brake signal. So, for example with a strong delay on the part of the Driver of the motor vehicle is desired, the damping device be switched off to a fuel supply to the internal combustion engine by the damping device to prevent. It is also conceivable that the mechanical Model of the powertrain adapted to a braking intervention If, for example, an anti-slip regulation makes a braking intervention on a drive wheel.
  • the inventive Damping device an input for recording an accelerator pedal signal, wherein the suppression of Torsionsschwingungen made depending on the accelerator pedal signal can be.
  • Special advantages result from the consideration of the temporal change of the accelerator pedal position.
  • the damping device operated with different parameters than at a decrease in the accelerator pedal signal.
  • the Internal combustion engine with the powertrain different Dead times for changes of the desired moment in different Have directions.
  • it can be beneficial be that with a sudden release of the gas pedal the damping device is overridden because under Circumstances can be assumed that the driver has a strong would like to initiate deceleration of the vehicle.
  • the invention further comprises a motor controller with a Damping device in one of the described embodiments.
  • a motor control is particularly suitable to control the internal combustion engine so that wear-increasing Load peaks and jerking movements in the longitudinal direction of the vehicle can be avoided.
  • the invention comprises a damping method, that for example with one of the described damping devices can be carried out.
  • the speed of Internal combustion engine determined and the state variable with a predetermined time interval repeatedly determined, wherein the time interval as a function of the speed of the Internal combustion engine is set.
  • the internal combustion engine for example, the injected Fuel quantity calculated at shorter intervals than at lower speeds. Therefore, it is advantageous if the State variable representing the torsional vibrations of the drive train reproduces at higher speeds at shorter intervals is calculated to the amount of fuel to be injected adapt.
  • the state quantity before each injection process determined. This can be avoided that an injection process is performed, with the torsional vibrations could be stimulated. Alternatively it can however also be sufficient, the state size at a Internal combustion engine with several combustion chambers just before each To calculate injection process of a particular combustion chamber. This has the advantage of requiring less computing capacity becomes. Under certain circumstances, a determination of the state variable make sense at even greater intervals.
  • FIG. 1 schematically shows a control circuit equivalent circuit diagram, in which an internal combustion engine 1 of a Actuator 2 is controlled.
  • the manipulated variable with which the internal combustion engine 1 is driven by the adjusting device 2 the Fuel quantity m of an injection process is.
  • the adjusting device 2 can further parameters of the internal combustion engine 1 control, for example, the throttle position.
  • the internal combustion engine 1 drives the wheels of a vehicle via a drive train 3.
  • the drive train 3 comprises a plurality of shafts, a transmission, a differential and joints for torque transmission between the individual components.
  • the drive train 3 is driven by the internal combustion engine 1 with the moment M IST .
  • the control device 2 the amount of fuel m according to the specification of the driving torque M 'SOLL an internal combustion engine. 1
  • the adjusting device 2 uses a control method which is well known to the person skilled in the art in various embodiments.
  • the damping device comprises a predictor member 4, which contains a model of the internal combustion engine 1 and of the drive train 3.
  • the model is a torsional oscillator with two mass moments of inertia and a torsion spring damper between the two mass moments of inertia.
  • the torsional moment damper element represents the drive train 3 with its components.
  • the second moment of inertia of the model corresponds to the driven wheels and the mass of the vehicle having a radius of inertia corresponding to the radius of the wheels in the Calculation of the second mass moment of inertia.
  • M ' SOLL is applied to the model as a load moment.
  • the predictor member 4 calculates therefrom on the basis of the model the angular velocity of the shaft of the internal combustion engine 1 to which the drive train 3 is connected, and the angular velocity of the driven wheels.
  • the model takes into account the set transmission ratio of the transmission.
  • the output of the predictor 4 contains a signal representing the difference ⁇ MODEL of the described angular velocities.
  • the difference ⁇ MODEL corresponds to the time variation of the torsion of the drive train 3 between the internal combustion engine 1 and driven wheels.
  • a damping torque M CORRECTION corresponding to the torsion quantity ⁇ MO-DELL which represents the time variation of the torsion, is calculated according to a classical mechanical damping of a PD element 5.
  • the PD element 5 corresponds to a known PD controller, wherein the ratios for the proportional and the differential part are adapted in experiments. In this case, a larger proportion of D acts stabilizing.
  • the correction factor M CORRECTION calculated by the PD element 5 is added to a torque M SOLL of the internal combustion engine 1 given by the driver in an adder 6.
  • the result of this addition is the torque M ' SOLL , which represents the input signal for the actuator 2 and the predictor 4.
  • more and more improved torque specifications M ' SOLL can be calculated by several iterative steps.
  • the illustrated damping device suppresses in particular therefore very effective torsional vibrations in the drive train 3, because they do not like a regulatory procedure of dead times in the control loop is critical to stability.
  • the Internal combustion engine 1 has a dead time, mainly caused by the burning process.
  • the dead time of Internal combustion engine 1 is at a speed of 800 revolutions per minute (rpm) about 40 ms.
  • the dead time is indirect proportional to the speed. Because of this dead time is a measurement of the mechanical response of the drive train 2 and the internal combustion engine 1 to the manipulated variable m of the adjusting device 2 possible only after this dead time.
  • the predictor member 4 with the model of the drive train 3 and the internal combustion engine 1 substantially no dead time.
  • the period of time after which the response to the input variable M ' SOLL is ready at the signal output of the predictive element 4 depends only on the computing speed of the predictive element 4.
  • the time span is far shorter than the dead time of the internal combustion engine 1. Therefore, a timely calculation of a correction torque M CORRECTION is possible.
  • the measuring device 7 comprises a rotational speed sensor on the internal combustion engine 1, which measures the rotational speed of the internal combustion engine 1, and rotational speed sensors on each driven wheel. Usually, in a motor vehicle, the rotational speeds of the internal combustion engine 1 and the wheels are measured anyway, for example in the context of traction control.
  • the measuring device 7 calculates from the signals of the individual speed sensors, the time change ⁇ IST the torsion of the drive train 2.
  • FIG. 2 shows a damping method according to the invention. It begins with the specification of a desired motor drive torque M SOLL by the driver. In the next step, the mechanical response of the powertrain and the engine to the desired engine drive torque M SOLL is calculated. The result is the state quantity ⁇ MODEL , which represents the temporal variation of the driveline torsion. In this case, the torsion of the drive train between the internal combustion engine and the driven wheels is calculated.
  • a correction torque M CORRECTION is calculated, which is calculated by simply multiplying the state quantity ⁇ MO-DELL by a constant P. Since the state variable ⁇ MODEL represents the temporal change of the torsion of the drive train, M CORRECTION corresponds to a mechanical damping torque .
  • the input quantity M ' TARGET is calculated for determining the amount of fuel supplied.
  • the adjusting device of the internal combustion engine is accordingly controlled with M ' SOLL in the next step.
  • the state quantity ⁇ MODEL is recalculated on the basis of the drive torque M ' SOLL .
  • a prediction is made about the future actual response of the system consisting of the internal combustion engine and the drive train to the drive with M ' TARGET .
  • a dead time is simulated to the calculated state variable, which corresponds to the actual dead time of the internal combustion engine.
  • the result of this simulation is a dead-time state quantity ⁇ ' MODEL , which corresponds to the actual time change of the driveline torsion, if the state quantity was correctly predicted.
  • the next step is to measure the actual time change of the driveline torsion ⁇ IST . If, in the subsequent comparison of the measured and the predicted size, it turns out that the prediction is wrong, a parameter adaptation of the model is made.
  • the method After the parameter adjustment or immediately after the comparison, if the comparison has shown that the prediction was correct, it is checked whether the internal combustion engine should be turned off. If this is not the case, the method returns to the first step and polls a new desired torque M SOLL of the driver. Otherwise, the internal combustion engine is turned off and the process is terminated.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
EP04105189A 2003-11-07 2004-10-20 Dispositif et méthode de suppression des vibrations torsionelles dans un train d'entraînement Active EP1529947B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10351958 2003-11-07
DE10351958A DE10351958A1 (de) 2003-11-07 2003-11-07 Dämpfungseinrichtung und Dämpfungsverfahren zur Unterdrückung von Torsionsschwingungen in einem Antriebsstrang

Publications (2)

Publication Number Publication Date
EP1529947A1 true EP1529947A1 (fr) 2005-05-11
EP1529947B1 EP1529947B1 (fr) 2006-12-06

Family

ID=34428592

Family Applications (1)

Application Number Title Priority Date Filing Date
EP04105189A Active EP1529947B1 (fr) 2003-11-07 2004-10-20 Dispositif et méthode de suppression des vibrations torsionelles dans un train d'entraînement

Country Status (3)

Country Link
US (1) US7460944B2 (fr)
EP (1) EP1529947B1 (fr)
DE (2) DE10351958A1 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1529946A2 (fr) * 2003-11-07 2005-05-11 Siemens Aktiengesellschaft Système utilisant un modèle LOLIMOT pour amortir les vibrations d'une chaíne cinématique
WO2007096768A1 (fr) * 2006-02-23 2007-08-30 Toyota Jidosha Kabushiki Kaisha Appareil et procédé de régulation de la force d'entraînement d'un véhicule
CN101389520B (zh) * 2006-02-23 2011-08-10 丰田自动车株式会社 车辆驱动力控制设备及方法
FR3090546A1 (fr) * 2018-12-21 2020-06-26 Psa Automobiles Sa Système de contrôle d'amortissement d’oscillations dans une chaîne de traction à moteur thermique

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2867111B1 (fr) * 2004-03-05 2006-04-28 Renault Sas Procede et dispositif de controle d'amortissement des modes oscillants d'une transmission infiniment variable a variateur electrique
JP4998521B2 (ja) * 2009-06-19 2012-08-15 株式会社デンソー 学習装置
SE537116C2 (sv) * 2011-02-23 2015-01-20 Scania Cv Ab Dämpning av drivlineoscillationer
DE102014003635B3 (de) * 2014-03-14 2015-07-02 Audi Ag Verfahren zum Kontrollieren eines Anfahrvorgangs
JP7384144B2 (ja) * 2020-11-13 2023-11-21 トヨタ自動車株式会社 駆動源制御装置

Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2262818A (en) * 1991-12-24 1993-06-30 Ricardo International Plc Vibration reduced speed control
EP0924421A2 (fr) * 1997-12-17 1999-06-23 Toyota Jidosha Kabushiki Kaisha Dispositif pour régler l'injection de carburant pour moteur à combustion interne
DE19851548A1 (de) * 1998-05-14 1999-11-18 Mitsubishi Electric Corp Kraftstoffeinspritzgerät
US6022294A (en) * 1997-09-17 2000-02-08 Honda Giken Kogyo Kabushiki Kaisha Lock-up control device
US6182003B1 (en) * 1996-04-29 2001-01-30 Robert Bosch Gmbh Process and device for setting a driving torque
US6202630B1 (en) * 1999-07-13 2001-03-20 Daimlerchrysler Corporation Open throttle torque control
EP1260693A2 (fr) * 2001-05-25 2002-11-27 Mazda Motor Corporation Système de commande pour moteur à combustion interne
US6524223B2 (en) * 2000-05-24 2003-02-25 Siemens Aktiengesellschaft Drive train for a motor vehicle
DE10236202A1 (de) * 2001-08-08 2003-03-13 Ford Global Tech Inc Verfahren und System zur Wahl eines optimalen Kompressionsverhältnisses eines Verbrennungsmotors mit Innenverbrennung

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0382872B1 (fr) * 1989-02-17 1994-05-18 Robert Bosch Gmbh Procédé d'amortissement des oscillations dans le circuit d'entraînement comprenant un volant d'inertie en deux parties

Patent Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2262818A (en) * 1991-12-24 1993-06-30 Ricardo International Plc Vibration reduced speed control
US6182003B1 (en) * 1996-04-29 2001-01-30 Robert Bosch Gmbh Process and device for setting a driving torque
US6022294A (en) * 1997-09-17 2000-02-08 Honda Giken Kogyo Kabushiki Kaisha Lock-up control device
EP0924421A2 (fr) * 1997-12-17 1999-06-23 Toyota Jidosha Kabushiki Kaisha Dispositif pour régler l'injection de carburant pour moteur à combustion interne
DE19851548A1 (de) * 1998-05-14 1999-11-18 Mitsubishi Electric Corp Kraftstoffeinspritzgerät
US6202630B1 (en) * 1999-07-13 2001-03-20 Daimlerchrysler Corporation Open throttle torque control
US6524223B2 (en) * 2000-05-24 2003-02-25 Siemens Aktiengesellschaft Drive train for a motor vehicle
EP1260693A2 (fr) * 2001-05-25 2002-11-27 Mazda Motor Corporation Système de commande pour moteur à combustion interne
DE10236202A1 (de) * 2001-08-08 2003-03-13 Ford Global Tech Inc Verfahren und System zur Wahl eines optimalen Kompressionsverhältnisses eines Verbrennungsmotors mit Innenverbrennung

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1529946A2 (fr) * 2003-11-07 2005-05-11 Siemens Aktiengesellschaft Système utilisant un modèle LOLIMOT pour amortir les vibrations d'une chaíne cinématique
EP1529946A3 (fr) * 2003-11-07 2005-12-28 Siemens Aktiengesellschaft Système utilisant un modèle LOLIMOT pour amortir les vibrations d'une chaíne cinématique
WO2007096768A1 (fr) * 2006-02-23 2007-08-30 Toyota Jidosha Kabushiki Kaisha Appareil et procédé de régulation de la force d'entraînement d'un véhicule
CN101389520B (zh) * 2006-02-23 2011-08-10 丰田自动车株式会社 车辆驱动力控制设备及方法
US8175779B2 (en) 2006-02-23 2012-05-08 Toyota Jidosha Kabushiki Kaisha Vehicle driving force control apparatus and method
FR3090546A1 (fr) * 2018-12-21 2020-06-26 Psa Automobiles Sa Système de contrôle d'amortissement d’oscillations dans une chaîne de traction à moteur thermique

Also Published As

Publication number Publication date
DE10351958A1 (de) 2005-06-16
EP1529947B1 (fr) 2006-12-06
DE502004002229D1 (de) 2007-01-18
US7460944B2 (en) 2008-12-02
US20050182545A1 (en) 2005-08-18

Similar Documents

Publication Publication Date Title
EP2660118B1 (fr) Dispositif pour la détection des vibrations non désirées d'une chaîne cinématique d'un véhicule automobile comprenant au moins une unité d'entraînement
EP2379390B1 (fr) Procédé et dispositif pour le fonctionnement d'un véhicule hybride
EP2328788B1 (fr) Procédé et dispositif pour faire fonctionner un système d'entraînement hybride pendant le démarrage d'un moteur à combustion interne
DE3404156A1 (de) Einrichtung zur automatischen betaetigung einer kupplung von fahrzeugen waehrend des anfahrens
DE102006014072A1 (de) Antriebssteuerung
DE102008032506A1 (de) Fahrzeuggeschwindigkeits-Steuerungsvorrichtung und -verfahren
WO2015158341A2 (fr) Procédé de paramétrage d'un amortisseur informatisé pour amortir des vibrations de broutage
DE3404154A1 (de) Regeleinrichtung, die eine gemischbildungsanlage einer brennkraftmaschine eines kraftfahrzeuges beeinflusst
DE10145891A1 (de) Verfahren und Regelung zum Dämpfen der Drehmoment-Schwingungen des Antriebsstrangs eines elektrisch angetriebenen Straßenfahrzeugs
DE19851160A1 (de) Einrichtung zur Steuerung eines Automatikgetriebes
EP1529947B1 (fr) Dispositif et méthode de suppression des vibrations torsionelles dans un train d'entraînement
EP1613852B1 (fr) Procede permettant de faire fonctionner un moteur a combustion interne par surveillance du couple
EP2045162A2 (fr) Procédé de commande d'un engrenage automatique, notamment d'un engrenage automatisé d'un véhicule automobile, de préférence d'un engrenage à embrayage double
DE102012208210A1 (de) Steuerung einer Drehmomentwandler-Überbrückungskupplung mit Motordrehzahlunterstützung
DE60104247T2 (de) Verfahren und Einrichtung zur Steuerung eines Antriebstranges eines Fahrzeugs
EP1936165B1 (fr) Procédé et appareil de commande pour l'amortissement de choc lorsque l'embrayage du convertisseur de couple est ouvert
DE10351957B4 (de) Dämpfungssystem mit einem LOLIMOT-Modell gegen Antriebs-strangschwingungen
DE4108734A1 (de) Verfahren und anordnung zur daempfung von ruckelschwingungen eines kraftfahrzeugs
DE10057054B4 (de) Verfahren zum Erkennen von Schwingungen
DE102009015149A1 (de) Antriebsstrang und Verfahren zur Steuerung eines Antriebsstrangs
DE19849841A1 (de) Verfahren zum Bestimmen von Schlupf
DE68915426T2 (de) Schwingungsdämpfung in einem Antriebsstrang mit einem Zweimassenschwungrad.
DE102009050387A1 (de) System und Verfahren zur Ermittlung einer Torsionswinkel-Änderung eines Antriebsstrangs
DE102010023385B4 (de) Verfahren zum Regeln eines Motors eines Kraftfahrzeugs
DE4017890C2 (de) Verfahren zur Bestimmung eines den Fahrkomfort optimierenden Wertes des Antriebsmomentes

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IT LI LU MC NL PL PT RO SE SI SK TR

AX Request for extension of the european patent

Extension state: AL HR LT LV MK

17P Request for examination filed

Effective date: 20050606

17Q First examination report despatched

Effective date: 20050630

AKX Designation fees paid

Designated state(s): DE FR GB IT

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): DE FR GB IT

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT;WARNING: LAPSES OF ITALIAN PATENTS WITH EFFECTIVE DATE BEFORE 2007 MAY HAVE OCCURRED AT ANY TIME BEFORE 2007. THE CORRECT EFFECTIVE DATE MAY BE DIFFERENT FROM THE ONE RECORDED.

Effective date: 20061206

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

Free format text: NOT ENGLISH

REF Corresponds to:

Ref document number: 502004002229

Country of ref document: DE

Date of ref document: 20070118

Kind code of ref document: P

ET Fr: translation filed
GBV Gb: ep patent (uk) treated as always having been void in accordance with gb section 77(7)/1977 [no translation filed]

Effective date: 20061206

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

26N No opposition filed

Effective date: 20070907

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GB

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20061206

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: FR

Payment date: 20081014

Year of fee payment: 5

REG Reference to a national code

Ref country code: FR

Ref legal event code: ST

Effective date: 20100630

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: FR

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20091102

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 20181031

Year of fee payment: 15

REG Reference to a national code

Ref country code: DE

Ref legal event code: R119

Ref document number: 502004002229

Country of ref document: DE

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20200501