EP1799985A1 - Procede et dispositif pour commander une unite d'entrainement - Google Patents

Procede et dispositif pour commander une unite d'entrainement

Info

Publication number
EP1799985A1
EP1799985A1 EP05808023A EP05808023A EP1799985A1 EP 1799985 A1 EP1799985 A1 EP 1799985A1 EP 05808023 A EP05808023 A EP 05808023A EP 05808023 A EP05808023 A EP 05808023A EP 1799985 A1 EP1799985 A1 EP 1799985A1
Authority
EP
European Patent Office
Prior art keywords
value
drive unit
loss
torque
limit value
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.)
Ceased
Application number
EP05808023A
Other languages
German (de)
English (en)
Inventor
Martin Ludwig
Ruprecht Anz
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1799985A1 publication Critical patent/EP1799985A1/fr
Ceased legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1497—With detection of the mechanical response of the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D41/0005—Controlling intake air during deceleration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/12—Introducing corrections for particular operating conditions for deceleration
    • F02D41/123—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off
    • 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
    • F02D2041/1432—Controller structures or design the system including a filter, e.g. a low pass or high pass filter
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/1006—Engine torque losses, e.g. friction or pumping losses or losses caused by external loads of accessories
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/18—Control of the engine output torque
    • F02D2250/26—Control of the engine output torque by applying a torque limit
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the invention is based on a method and a device for controlling a drive unit according to the preamble of the independent claims.
  • Methods and devices for controlling a drive unit are already known in which a desired value for an output variable of the drive unit is limited so that an overrun fuel cutoff of the drive unit is prevented. If the driver of a vehicle releases the accelerator pedal at an engine speed which is greater than the idling speed, he usually wishes a deceleration of the vehicle by the drag torque of the engine, including the operation of ancillary components of the vehicle. For the transition from a towing operation into a coasting operation of the vehicle, a desired value for the engine torque is filtered so that the vehicle does not brake too abruptly and no load impact occurs. In this way, a load impact damping is realized. As a rule, it should be achieved that after filtering all cylinders of the internal combustion engine of the vehicle are switched off.
  • the shutdown is released only after reaching a torque threshold near or equal to the zero moment, if the engine speed exceeds the predetermined idle speed by more than a predetermined threshold value.
  • This cylinder shutdown is also referred to as fuel cut.
  • a minimum torque greater than zero is specified as the target value, which lies in the region of the drag torque. This is to prevent the output torque of the filter from falling below a clutch zero torque at all or with an excessively steep time gradient.
  • the clutch zero torque is equal to a loss torque.
  • the method according to the invention and the device according to the invention for controlling a drive unit with the features of the independent claims have the advantage that a limit value for the setpoint value for the output variable is formed as a function of a loss value of the drive unit. In this way, it is ensured that the distance of the limit value for the output value from the output value of the drive unit remains constant, regardless of the magnitude of the loss value. Thus, regardless of the size of the loss value, the load impact damping can be achieved in a reproducible manner if the setpoint for the output variable is to be withdrawn and a fuel cutoff is not enabled.
  • a further advantage results if the limit value is formed as a function of an operating state of the drive unit.
  • the load impact damping can be adapted to the operating state of the drive unit, wherein for identical operating However, the drive unit still the distance of the loss value remains constant from the limit and thus the behavior of the drive unit during load changes or the load impact damping can be achieved in a reproduz zierbare type at the same operating condition of the drive unit.
  • the operating state is determined as a function of a ratio, a gear and / or a rotational speed.
  • the respective operating state of the drive unit can be easily and reliably determined and the limit value thus optimally to the respective operating state of the drive unit in the sense of optimal load shock absorption with the greatest possible prevention of
  • the setpoint value for the output variable is filtered, in particular by means of a low-pass filter, and if the limit value is selected as the target value of the filtering.
  • the load impact damping can be optimally combined with the choice of the appropriate limit value for the output value setpoint in a simple manner in order to achieve the prevention of the load impact in a reproducible manner.
  • FIG. 1 shows a functional diagram for explaining the method according to the invention and the device according to the invention
  • FIG. 2a shows a first time profile of an output variable of a drive unit
  • FIG. 2b shows a second time profile of the output variable of the drive unit.
  • FIG. 1, 5 denotes a device according to the invention in the form of a functional diagram which, for example, can be implemented in software and / or hardware in a controller of a drive unit.
  • the drive unit can, for example, drive a motor vehicle and for this purpose, for example, burn a motor vehicle.
  • the internal combustion engine may be, for example, a gasoline engine or a diesel engine.
  • the driver of the motor vehicle prescribes, for example at an accelerator pedal, a setpoint value for an output variable of the drive unit by corresponding actuation.
  • the output of the drive unit may be, for example, a
  • Torque or a power or derived from the torque and / or power derived size act.
  • the output variable is a torque of the drive unit, for example an engine torque.
  • setpoint value S jumps to a value 0 due to the complete release of the accelerator pedal by the driver from a positive value Si.
  • the desired value S is filtered from the first time ti on, for example by means of a low-pass filter, as he is represented by the reference numeral 1 in the functional diagram 5 of Figure 1. If the driver abruptly releases the accelerator pedal as described, he usually wishes a deceleration of the vehicle by a drag torque of the engine including the operation of ancillary components, such as
  • the drag torque of the engine corresponds maximally a loss value V in Figure 2a), which combines all engine losses and is also referred to as loss torque in this example.
  • the loss moment V is also referred to as the clutch zero torque.
  • the range of the engine torque between the value 0 and the loss torque V thus characterizes the so-called Schleppbe ⁇ engine of the engine in which the vehicle is driven by the drag torque of the engine, the corresponding drag torque to compensate for engine losses, for example due to the engine temperature, as well as Operation of the ancillaries is er ⁇ required.
  • the loss moment V comprises the losses of the engine which, for example, depending on the engine temperature revealed, as well as the torque requirement of the effective at the clutch of the drive unit ancillaries.
  • the overrun cutoff is thus released only after reaching a torque threshold in the vicinity or equal to the zero moment, provided that the engine speed exceeds by at least a predetermined threshold a predetermined idle speed.
  • the predetermined threshold can be applied, for example, on a test bench in order to cancel the fuel cut in time and thus prevent the engine speed fall below the predetermined idle speed and the engine thereby mögli ⁇ chlay can go out.
  • the overrun cutoff here means the fuel purging for all cylinders of the internal combustion engine.
  • the filter 1 is set in these cases as a target value, a limit G, which is greater than 0 and approaches the filtered setpoint S 'at the output of the filter 1 asymptotically.
  • the limit value G may be in the range of towing operation, that is smaller than that
  • the limit value G for example on a test stand, it is thus possible to prevent the filtered setpoint value S 'from passing through the coupling zero moment V with an excessively steep time gradient. If the limit value G is selected to be greater than the loss moment V, then it can be prevented that the filtered setpoint value S 'falls below the coupling zero moment at all, and thus a load impact is prevented by no system change occurring in the bearings.
  • the limit value G greater than 0 ensures that the filtered setpoint value S 'does not reach the range of the fuel cutoff, thus preventing a fuel cutoff.
  • the limit value G as a function of the loss moment V of the drive unit.
  • loss momentum V and limit value G are related to one another in such a way that, even with different loss moments V, the behavior of the vehicle is prevented by the load impact damping of the load impact. Fung by means of setpoint filtering and formation of the filtered setpoint value S 'is reproducible.
  • the limit value G as the target value for the low pass 1, the load impact can thus be prevented in a reproducible manner regardless of the magnitude of the loss moment V, in particular if the driver releases the accelerator pedal and a coasting shutdown is not to be released.
  • first predetermined value is added to the loss moment V for the formation of the limit value G or a second predetermined value is subtracted from the torque loss.
  • the first predetermined value and the second predetermined value may be the same or different.
  • FIG. 2 b) shows the course of the output quantity A over time for an example in which the desired value S jumps to the value zero at a second time t 2 from a second value S 2 , which is greater than the first value Si , According to FIG. 2b), a loss moment V is present which is greater than the loss moment V in FIG. 2a).
  • the distance between the loss moment V in FIG. 2 b) and the second value S 2 is the same as the distance between the loss moment V and the first value S i in FIG. 2 a ).
  • the limit value G results from the fact that the fixed value D is subtracted from the loss moment V.
  • This fixed value D is also subtracted from the loss moment V according to FIG. 2 b), so that there results a limit value G 'which is at the same distance from the loss moment V as the limit value G from the loss moment V in FIG. 2 a).
  • the limit value G ' is then the target value of the low-pass filter 1.
  • the filtered setpoint value S "in FIG. 2b approaches asymptotically to the limit value G' of greater values.
  • the different magnitude of the loss moment V, V can be attributed, for example, to the fact that in one case according to FIG. 2a) fewer auxiliary units are connected than in the other case according to FIG. 2b). The more ancillary units are connected, the greater the loss moment.
  • the filtered setpoint value S 'or S " can be formed with the aid of the functional diagram according to FIG. 5. In this case, the formation of the filtered setpoint value S' according to FIG. 2a) is described, with the underlying circuit correspondingly forming of the filtered setpoint value S "according to FIG. 2b).
  • the predetermined value D is subtracted in a subtraction element 15, which is derived by a characteristic field 25 applied, for example, on a test stand, depending on the engine speed n and the engaged gear g of the drive unit.
  • the predetermined value D can also be determined by means of a characteristic diagram as a function of the engine speed n and a transmission ratio U of the drive unit.
  • the ambient pressure of the drive unit can also be taken into account as the input variable of the characteristic diagram 25.
  • the limit value G At the output of the subtraction element 15 there then results the limit value G, which is supplied to a first input 30 of a controlled switch 20 whose second input 35 is supplied with the value zero.
  • the subtraction element 15 thus represents a formation unit for forming the limit value G as a function of the loss moment V.
  • the controlled switch 20 is actuated by a fuel cut-off signal SCH. If the conditions for the release of the overrun fuel cutoff are all fulfilled, then the fuel cutoff signal SCH is set and causes the connection of the second input 35 of the switch 20 to the output of the switch 20. Otherwise, the fuel cutoff signal SCH is reset and initiates the connection of the switch The first input 30 of the switch 20 to the output of the switch 20. The output of the switch 20 is then fed to a Maximal ⁇ selection member 10, which also the setpoint S is supplied. The maximum selection element 10 selects the maximum from the output variable of the switch 20 and the setpoint value S and outputs it as an input variable to the low-pass filter 1, which outputs the filtered one
  • the loss moment V or V, the engine speed n, the gear g, the gear ratio Ü of the drive unit and the ambient pressure can be determined in a manner known to those skilled in the art.
  • the setpoint S results, for example, in the technical man known manner from the degree of actuation of the accelerator pedal and corresponds to a driver's desired torque. Additionally or alternatively, other torque requirements of other vehicle functions, such as a traction control system, an anti-lock braking system, a dynamic driving stabilization system, a vehicle speed controller, etc., may also be used to form the setpoint value S in a manner known to those skilled in the art.
  • Bedatung of the map 25 of the predetermined value D may also be negative, so that the limit G may be greater than the loss torque V also. In this case, the vehicle may no longer be delayed, which is close to idling
  • a Millzu ⁇ stand the drive unit is defined so that the predetermined Value D and thus the limit G is formed depending on the operating state of the drive unit.
  • the load impact damping for each operating state of the drive unit can be performed in each case reproducible.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

L'invention concerne un procédé et un dispositif pour commander une unité d'entraînement permettant d'atténuer le coût des charges. Une valeur théorique (S) est limitée pour une grandeur de sortie de l'unité d'entraînement, de sorte qu'une interruption de la poussée de l'unité d'entraînement est évitée. Une valeur limite (G) est formée pour la valeur théorique (S) pour la grandeur de sortie en fonction d'une valeur de perte (V) de l'unité d'entraînement.
EP05808023A 2004-10-08 2005-10-07 Procede et dispositif pour commander une unite d'entrainement Ceased EP1799985A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102004049345A DE102004049345A1 (de) 2004-10-08 2004-10-08 Verfahren und Vorrichtung zur Steuerung eines Antriebseinheit
PCT/EP2005/055109 WO2006040302A1 (fr) 2004-10-08 2005-10-07 Procede et dispositif pour commander une unite d'entrainement

Publications (1)

Publication Number Publication Date
EP1799985A1 true EP1799985A1 (fr) 2007-06-27

Family

ID=35677531

Family Applications (1)

Application Number Title Priority Date Filing Date
EP05808023A Ceased EP1799985A1 (fr) 2004-10-08 2005-10-07 Procede et dispositif pour commander une unite d'entrainement

Country Status (5)

Country Link
US (1) US7698050B2 (fr)
EP (1) EP1799985A1 (fr)
JP (1) JP2008516140A (fr)
DE (1) DE102004049345A1 (fr)
WO (1) WO2006040302A1 (fr)

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Publication number Priority date Publication date Assignee Title
DE102004052786A1 (de) * 2004-10-30 2006-05-24 Volkswagen Ag Verfahren zur Steuerung eines Schubbetriebs eines Hybridfahrzeugs sowie Hybridfahrzeug
DE102006016818B4 (de) * 2006-04-07 2021-06-02 Robert Bosch Gmbh Verfahren und Vorrichtung zum Betreiben einer Antriebseinheit
DE102007013253B4 (de) * 2007-03-20 2021-03-25 Robert Bosch Gmbh Verfahren und Vorrichtung zum Betreiben einer Antriebseinheit
DE102007030993B4 (de) * 2007-07-04 2017-07-13 Robert Bosch Gmbh Verfahren und Vorrichtung zur Bestimmung eines Drehmoments einer Brennkraftmaschine
DE102010018705A1 (de) 2010-04-29 2011-11-03 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Verfahren zur Einstellung des Betriebsverhaltens des Antriebsstrangs eines Kraftfahrzeugs
FR2961263B1 (fr) * 2010-06-11 2012-07-13 Peugeot Citroen Automobiles Sa Procede de prevention du pompage d'un turbocompresseur d'un moteur
DE102010040279A1 (de) * 2010-09-06 2012-03-08 Robert Bosch Gmbh Verfahren und Vorrichtung zum Betreiben einer Antriebseinheit eines Kraftfahrzeuges
DE102012109793A1 (de) * 2012-10-15 2014-04-17 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Verfahren und Vorrichtung zum Steuern eines Antriebsstrangs eines Kraftfahrzeugs

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WO2003008789A1 (fr) * 2001-07-19 2003-01-30 Robert Bosch Gmbh Procede et dispositif d'utilisation d'un moteur d'entrainement d'un vehicule

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JPS5654933A (en) * 1979-10-12 1981-05-15 Nissan Motor Co Ltd Fuel cut device
DE3343481A1 (de) * 1983-12-01 1985-06-13 Robert Bosch Gmbh, 7000 Stuttgart Korrektureinrichtung fuer ein kraftstoffzumesssystem einer brennkraftmaschine
US5265693A (en) * 1992-03-09 1993-11-30 Saturn Corporation Integrated traction control system
DE19708243C1 (de) * 1997-02-28 1998-08-13 Siemens Ag Verfahren und Einrichtung zum Steuern einer Brennkraftmaschine
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US6434466B1 (en) * 1999-05-06 2002-08-13 Ford Global Technologies, Inc. System and method for determining engine torque for controlling a powertrain
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DE19943872A1 (de) 1999-09-14 2001-03-15 Thomson Brandt Gmbh Vorrichtung zur Anpassung der Richtcharakteristik von Mikrofonen für die Sprachsteuerung
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Title
See also references of WO2006040302A1 *

Also Published As

Publication number Publication date
DE102004049345A1 (de) 2006-04-13
JP2008516140A (ja) 2008-05-15
US7698050B2 (en) 2010-04-13
US20090070018A1 (en) 2009-03-12
WO2006040302A1 (fr) 2006-04-20

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