EP1859136B1 - Procede et dispositif de fonctionnement d'un moteur a combustion interne - Google Patents

Procede et dispositif de fonctionnement d'un moteur a combustion interne Download PDF

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Publication number
EP1859136B1
EP1859136B1 EP06708342A EP06708342A EP1859136B1 EP 1859136 B1 EP1859136 B1 EP 1859136B1 EP 06708342 A EP06708342 A EP 06708342A EP 06708342 A EP06708342 A EP 06708342A EP 1859136 B1 EP1859136 B1 EP 1859136B1
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EP
European Patent Office
Prior art keywords
cylinder bank
losses
cylinder
value
moment
Prior art date
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Expired - Fee Related
Application number
EP06708342A
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German (de)
English (en)
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EP1859136A1 (fr
Inventor
Dirk Hartmann
Henri Barbier
Huiping Li
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Robert Bosch GmbH
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Robert Bosch GmbH
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Publication of EP1859136A1 publication Critical patent/EP1859136A1/fr
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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
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D17/00—Controlling engines by cutting out individual cylinders; Rendering engines inoperative or idling
    • F02D17/02—Cutting-out
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
    • F02D11/105—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the function converting demand to actuation, e.g. a map indicating relations between an accelerator pedal position and throttle valve opening or target engine torque
    • 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
    • F02D41/008—Controlling each cylinder individually
    • F02D41/0087—Selective cylinder activation, i.e. partial cylinder operation
    • 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
    • F02D41/30—Controlling fuel injection
    • F02D41/32—Controlling fuel injection of the low pressure type
    • F02D41/36—Controlling fuel injection of the low pressure type with means for controlling distribution
    • 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
    • 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
    • F02D41/26—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor
    • F02D41/266—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor the computer being backed-up or assisted by another circuit, e.g. analogue

Definitions

  • the invention is based on a method and a device for operating an internal combustion engine having the features of the independent claims.
  • the method according to the invention and the device according to the invention for operating an internal combustion engine with the features of the independent claims have the advantage that both losses of the first cylinder bank and losses of a second cylinder bank are taken into account in the activation of the second cylinder bank during the deactivation of the first cylinder bank.
  • the formation of a default value for an output of the second cylinder bank, for example a torque in several steps, wherein at least one of these steps, both the losses of the first cylinder bank and the losses of the second cylinder bank are coupled for the formation of the default value.
  • both the losses of the first cylinder bank and the losses of the second cylinder bank are coupled for the formation of the default value.
  • optimal loss moment compensation is ensured even in the case in which the first cylinder bank is turned off.
  • the losses of the first cylinder bank can thus be calculated at the same place in the formation of the default value as the losses of the second cylinder bank, so that the default value can be formed as precisely as possible and for comfortable operation of the internal combustion engine.
  • the loss moment compensation during the deactivation of the first cylinder bank can be further improved if the formation of the default value in several steps is influenced by the coupling of both the losses of the first cylinder bank and the losses of the second cylinder bank.
  • the losses of the first cylinder bank and the losses of the second cylinder bank are taken into account in a step for converting a control element position into a first default value for the output variable of the second cylinder bank.
  • a minimum value for the first default value can be determined precisely from the losses of the first cylinder bank and the losses of the second cylinder bank, ie. H. form correctly, this minimum value is assigned to a released control.
  • the clutch zero crossing is determined precisely, ie correctly, as a function of the losses of the first cylinder bank and the losses of the second cylinder bank, and thus also during the shutdown of the first cylinder bank during operation of the internal combustion engine Coupling zero-crossing of the default value for the output is guaranteed, ie the clutch zero-crossing can be done without jerk.
  • a further advantage arises when the losses of the first cylinder bank and the losses of the second cylinder bank are taken into account in a step for forming a third default value for the output of the second cylinder bank by coordinating a plurality of requests to the output of the second cylinder bank. In this way, even during the shutdown of the first cylinder bank, the requirements for the output of the second cylinder bank are taken into account in the coordination in the correct scaling.
  • At least one of the requirements for the output variable of the second cylinder bank can be modified in a simple manner as a function of the losses of the first cylinder bank and the losses of the second cylinder bank, in particular by superposition with the losses of the first cylinder bank and the losses of the second cylinder bank.
  • FIGURE shows a functional diagram for explaining the method according to the invention and the device according to the invention.
  • each of the two cylinder banks 5, 10 comprises cylinders, so that a 12-cylinder engine results, for example in the form of a V12 engine. Engine or a W12 engine.
  • the invention is not limited to a specific number of cylinders per cylinder bank, but applicable to any number of cylinders per cylinder bank, advantageously each of the two cylinder banks 5, 10 having the same number of cylinders.
  • the internal combustion engine 1 can be designed, for example, as a gasoline engine or as a diesel engine.
  • the internal combustion engine 1 may, for example, drive a vehicle.
  • a first control unit 15 and a second control unit 20 are provided.
  • the two control units 15, 20 can each software in a different control device or together in a single controller and / or be implemented in hardware.
  • a driver's request is measured. This is derived from the position wped of the accelerator pedal in a manner known to those skilled in the art, for example with the aid of a potentiometer.
  • the position wped of the accelerator pedal is supplied to both the first control unit 15 and the second control unit 20.
  • the first control unit 15 comprises a first characteristic curve 30, which finds its correspondence in a second characteristic curve 35 of the second control unit 20.
  • the two characteristic curves 30, 35 are thus ideally identical.
  • the position wped of the accelerator pedal is thus supplied to both the first characteristic curve 30 and the second characteristic curve 35 as an input variable.
  • the first characteristic curve 30 or the second characteristic curve 35 converts the position wped into a dimensionless factor wped 'whose range of values includes the real numbers of 0 to 1 inclusive.
  • the dimensionless factor wped ' is thus the output of the first characteristic curve 30 and the second characteristic curve 35.
  • a characteristic map can also be used if there are other input variables, such as engine speed nmot and engine load to be considered for the formation of the dimensionless factor wped '.
  • the dimensionless factor wped ' is supplied in the first control unit 15 to a first interpolation member 40 and in the second control unit 20 to a second interpolation member 45, wherein the two interpolation members 40, 45 correspond, ie are ideally identical.
  • a first predefined variable mi1 is generated as an output variable from the dimensionless factor wped ', wherein the first predefined variable mi1 represents a default value for an output variable of the first cylinder bank 5 and the second cylinder bank 10.
  • the output variables of the cylinder banks 5, 10 may be, for example, a torque or a power or a variable derived from the torque and / or the power.
  • the output variable of the cylinder banks 5, 10 is in each case a torque, in which case the internal torque generated by the cylinder banks 5, 10 should be considered.
  • the quantity mi1 represents a first desired value for the internal torque to be delivered together by the internal combustion engine 1 of both cylinder banks 5, 10.
  • the interpolation of the dimensionless factor wped 'in the interpolation members 40, 45 is effected between a minimum value mimin and a maximum value Value mimax for the first setpoint mi1 of the internal moment.
  • the value zero for the dimensionless factor wped ' is the minimum value mimin for the internal moment setpoint mi1 and the value 1 of the dimensionless factor wped 'is assigned the maximum value mimax for the setpoint mi1 of the inner moment.
  • the first interpolation member 40 and the second interpolation member 45 interpolate the setpoint value mi1 of the inner moment, ie between the minimum value mimin and the maximum value mimax.
  • the minimum value mimin for the first setpoint mi1 of the inner moment is thus set when the dimensionless factor wped 'is zero, ie when the accelerator pedal is not actuated.
  • the maximum value mimax for the first setpoint mi1 of the internal torque is then set when the dimensionless factor wped 'is equal to 1, ie the accelerator pedal has been pushed all the way to the stop.
  • the minimum value mimin is essentially a function of the losses of the internal combustion engine 1, ie the total loss torque of the internal combustion engine 1, ie the cylinder banks 5, 10.
  • the loss torque of the internal combustion engine 1 includes both motor losses due to charge exchange, friction, etc. as well the operation of ancillary equipment, such as air conditioning compressor, car radio, etc.
  • the determination of the loss torque of the internal combustion engine 1 can be carried out in the manner known in the art.
  • the total loss moment mdverl of the internal combustion engine 1 is compensated by the first setpoint value mi1 of the internal moment in the form of the minimum value mimin.
  • the losses of the internal combustion engine 1 can also be changed as a function of the engine speed nmot in order to carry out an overcompensation or an undercompensation.
  • the second loss moment mdverl2 in a second multiplier 100 is multiplied by the function f (nmot) to form the minimum value mimin.
  • the maximum value mimax for the inner moment is specified, which can be set at the maximum at the output of the internal combustion engine 1. This maximum value mimax is determined in a manner known to those skilled in the art and supplied to the two control units 15, 20.
  • the first set point mi1 for the internal moment is supplied to a first drivability filter 50 in the first control unit 15 and to a second driveability filter 55 in the second control unit 20, the two drivability filters 50, 55 again corresponding, ie. ideally identical.
  • the first setpoint value mi1 for the internal moment is formed around the clutch zero crossing in a manner known to the person skilled in the art such that a transition occurs between the traction mode and the overrun mode or between the overrun mode and the traction mode when passing the clutch zero passage can be done smoothly and without drive train excitation.
  • the time gradient of the first setpoint mi1 in the clutch zero crossing is reduced in terms of amount, as can be seen from the figure.
  • the clutch zero crossing is characterized in that there the torque at the clutch, the so-called clutch torque mk is zero, which means that there corresponds to the internal torque of the internal combustion engine 1, the loss torque of the internal combustion engine 1. Accordingly, the setpoint for the clutch torque mksoll should be zero at the clutch zero crossing, ie the first set point mi1 for the internal torque should correspond to the lost torque mdverl in the clutch zero crossing.
  • the knowledge of the loss torque mdverl is required to determine the setpoint value mksoll of the clutch torque.
  • the course of the first setpoint mi1 of the internal torque over the time t is shown, wherein the solid line represents the transition from overrun to train operation and the dashed line represents the transition from traction to overrun.
  • the first loss moment mdverl1 is fed to the first driveability filter 50 and in the second control unit 20 the second loss moment mdverl2 is fed to the second driveability filter 55.
  • the clutch zero-crossing 60 can each be adapted to the actual loss torque mdverl1 or mdverl2.
  • the second set value mi2 is supplied to a first minimum selection element 65 in the first control unit 15 and to a second minimum selection element 70 in the second control unit 20.
  • the first minimum selection element 65 and the second minimum selection element 70 are further supplied with a further request miasr to the internal moment.
  • This further request at the level of the internal moment may be, for example, a request for traction control.
  • one or more additional requirements for the internal moment may be applied to the first minimum selection element 65 and the second minimum selection element 70, for example by an anti-lock system, a vehicle dynamics control, a cruise control, etc.
  • an anti-lock system for the internal torque
  • a vehicle dynamics control a cruise control, etc.
  • the traction control usually requires a desired torque mdasr, which is not yet at the level of the internal torque. Therefore, in a first addition element 115 of the first control unit 15 for torque request mdasr the traction control the first loss moment mdverl1 and added in a second addition element 120 of the second control unit 20 for request mdasr the second loss torque value mdverl2 to each of the request miasr to the internal moment of the To form traction control, which is then supplied to the minimum selection members 65, 70.
  • the minimum selectors 65, 70 select the minimum of their two inputs and pass it on as the third setpoint mi3 for the inner instant.
  • the minimum selection elements 65, 70 and the coordination described therein can be omitted and the second setpoint mi2 then corresponds to the third setpoint mi3 for the inner moment.
  • a first compensation factor memory 75 is provided in the first control unit 15, which holds various compensation factors stored and depending on the operating state of the internal combustion engine 1 selects a compensation factor and outputs to a third multiplier 105, which also the third setpoint value mi3 is supplied to the inner moment.
  • the third multiplication element 105 multiplies the compensation factor prescribed by the first compensation factor memory 75 by the third internal torque setpoint value mi3, so that a first resulting setpoint value mires1 for the internal torque results at the output of the third multiplication element 105, which is supplied to a first conversion unit 85.
  • a second compensation factor memory 80 is provided in which a plurality of compensation factors are stored, and depending on the operating state of the internal combustion engine 1 one of the stored compensation factors selects and forwards to a fourth multiplier 110, in which the selected compensation factor with the third setpoint mi3 is multiplied for the inner moment.
  • a second resulting desired value mires2 for the internal moment which is supplied to a second conversion unit 90, is formed.
  • the first conversion unit 85 converts the first resulting desired value mires1 into the expert in a manner known in the art by corresponding control of manipulated variables of the second cylinder bank 10.
  • these control variables are ignition angle, air supply and fuel injection quantity, and in the case of the diesel engine, for example, fuel injection quantity and air supply.
  • the second conversion unit 90 converts the second resulting setpoint value mires 2 for the internal torque by suitable control of the manipulated variables of the first cylinder bank 5.
  • the same compensation factor is selected by each of the compensation factor memories 75, 80. In the case where both cylinder banks 5, 10 are activated, this value is 1 in each case.
  • the losses of the first cylinder bank 5 during their shutdown are lower than the losses of the second cylinder bank 10, in which further charge exchange losses are present.
  • the first loss torque mdverl1 during the deactivation of the first cylinder bank 5 is greater than the second loss torque mdverl2.
  • the second compensation factor memory 80 selects the value zero as a compensation factor, so that the second resulting desired value mires 2 results in the value zero.
  • the first compensation factor memory 75 selects during the deactivation of the first cylinder bank 5, however, a value between about 1.95 and 2, because now the second cylinder bank 10 has to provide about twice the power to replace the deactivated first cylinder bank 5.
  • an adaptation of the formation of the first resulting setpoint mires1 for the inner moment underlying the first loss moment mdverl1 is provided.
  • This adaptation takes place according to the invention at least in one of the previously described steps for the formation of the first resulting setpoint mires1 for the internal moment.
  • the losses of the first cylinder bank 5 and the losses of the second cylinder bank 10 are considered together in at least one of these steps for the formation of the resulting setpoint mires1 for the internal moment.
  • the consideration of the different losses of the first cylinder bank 5 and the second cylinder bank 10 during the deactivation of the first cylinder bank 5 are considered even better for the formation of the first resulting setpoint mires1 for the internal moment when the formation of the first resulting setpoint mires1 for the internal moment in several steps is influenced jointly by the losses of the first cylinder bank 5, that is, the second loss moment mdverl2, and the losses of the second cylinder bank 10, that is, the first loss moment mdverl1.
  • a common loss value is formed, which is taken into account for the formation of the first resulting setpoint mires1 for the internal moment.
  • the losses of the first cylinder bank 5 and the losses of the second cylinder bank 10 can be taken into account in the step for converting the accelerator pedal position into the first desired value mi1 for the internal moment of the second cylinder bank 10.
  • the first resulting setpoint mires1 for the inner moment is no longer the inner torque value to be converted by both cylinder banks 5, 10, but only the inner torque value to be converted by the second cylinder bank 10.
  • the first conversion unit 85 causes the conversion of half the first resulting setpoint mires1 for the internal moment by the second cylinder bank 10.
  • the second conversion unit 90 causes the conversion of half the second resulting setpoint mires2 for the internal moment through the first cylinder bank 5.
  • the first conversion unit 85 initiates the conversion of the complete first setpoint value mires1 for the internal moment by the second cylinder bank 10.
  • the consideration of the losses of the first cylinder bank 5 and the losses of the second cylinder bank 10 in the step of converting the accelerator pedal position into the first desired value mi1 of the internal moment to be converted by the second cylinder bank 10 takes place, for example, by the fact that both from the losses of the first cylinder bank 5 as well as from the losses of the second cylinder bank 10, the minimum value mimin is formed for the first setpoint value of the inner cylinder to be converted by the second cylinder 10.
  • the losses of the first cylinder bank 5 and the losses of the second cylinder bank 10 in the step to form the second setpoint mi2 for the inner cylinder to be converted by the second cylinder bank 10 Moment be considered by the filtering of the clutch zero crossing of the first setpoint mi1 for the to be converted by the second cylinder bank 10 inner torque means of the first drivability filter 50. This can be done, for example, that the clutch zero-crossing 60 is determined depending on the losses of both the first cylinder bank 5 and the second cylinder bank 10.
  • the losses of the first cylinder bank 5 and the losses of the second cylinder bank 10 in a step for forming the third setpoint mi3 for the inner torque to be converted by the second cylinder bank 10 by coordinating a plurality of requests to that of the second Cylinder bank 10 to be converted inner moment by means of the first minimum selection member 65 are taken into account.
  • This can be done, for example, by modifying at least one of these requirements for the inner torque to be converted by the second cylinder bank 10 as a function of the losses of the first cylinder bank 5 and the losses of the second cylinder bank 10, in particular by superposition with the losses of the first cylinder bank 5 and the losses of the second cylinder bank 10.
  • the requirement miasr formed by the traction control system is modified.
  • the first control unit 15 is designed such that the losses of the first cylinder bank 5 and the losses of the second cylinder bank 10 are taken into account in all three exemplary steps for forming the first resulting setpoint mires1 for the inner moment to be converted by the second cylinder bank 10 .
  • the first loss moment mdverl1 and the second loss moment mdverl2 are fed to a third addition element 25 and added together there.
  • the resulting sum mdverl1 + mdverl2 is then divided into a divisor 125 by a divisor X.
  • a switch 130 which connects either directly the first loss moment mdverl1 with an input 145 of the first multiplication element 95 for multiplication with the function f (nmot) or the output of the division element 125 with this input 145 of the first multiplication element 95. If both cylinder banks 5, 10 are activated, then the switch 130, which is suitably activated in a manner not shown, connects the first loss moment mdverl1 directly to said input 145 of the first multiplication element 95. If the first cylinder bank 5 is switched off and only the first cylinder bank 5 is switched off second cylinder bank 10 is activated, then the switch 130 is driven such that it outputs the divider 125th connects with said input 145 of the first multiplier 95.
  • the divisor X is equal to 2, so that at the output of the division element 125 an average value results from the first loss moment mdverl1 and the second loss moment mdverl2.
  • This average value is multiplied during the deactivation of the first cylinder bank 5 by the function f (nmot) to form the minimum value mimin, wherein f (nmot) also during the deactivation of the first cylinder bank 5 while the second cylinder bank 10 is still activated, as already described above can be adjusted.
  • the output of the controlled switch 130 is supplied not only to the input 145 of the first multiplier 95, but also to the first driveability filter 50 and the first adder 115 for forming the internal slip level request miasr .
  • the controlled switch 130 may be fed to either only the said input 145 of the first multiplier 95 or the loss moment input of the first drivability filter 50 indicated in the figure by the reference numeral 135 or the loss moment input of the first addition member 115 indicated by the reference numeral 140.
  • the controlled switch 130 in the described manner exactly two of the loss torque inputs 135, 140, 145 is assigned to realize a modification of these two loss torque inputs by means of the second loss torque mdverl
  • the use of the drivability filters 50, 55 and / or the minimum selector members 65, 70 for moment coordination is not essential. Without torque coordination, the second setpoint mi2 would correspond to the third setpoint mi3. Without drivability filtering, the first setpoint mi1 would correspond to the second setpoint mi2.
  • This coupling takes place in the manner described to form the minimum value mimin depending on the first loss moment mdverl1 and the second loss moment mdverl2 and / or by forming the clutch zero crossing 60 depending on the first loss moment mdverl1 and second loss moment mdver12 and / or by formation at least one request miasr to be coordinated with the first minimum selection element 65 to the inner moment depending on the first loss moment mdverl1 and the second loss moment mdverl2.
  • the marking of the clutch zero passage 60 in the first drivability filter 50 is of mdverl1 in (mdverl1 + mdverl2) / x, as indicated in brackets in the figure.
  • a maximum selection element can also be provided each time that selects the maximum of its input variables and outputs it as the third desired value mi3.
  • the first conversion unit 85 only converts the half resulting setpoint mires1 through the second Cylinder bank 10 causes. Since, in this operating state, the compensation factor selected by the first compensation factor memory 75 corresponds approximately to the value 2, this ensures that approximately the third setpoint value mi3 at the output of the first minimum selection element 65 is now converted by the second cylinder bank 10.
  • the first compensation factor memory 75 will also select the value 2 as compensation factor and that of the second compensation factor memory in this second embodiment as well 80 selected compensation factor will assume the value zero.
  • Divisor X will be set equal to 1 in this case.
  • the maximum value mimax corresponds to the maximum internal torque that can be converted only by the first cylinder bank 5 or the second cylinder bank 10, whereas in the previously described first embodiment it is twice as large as that of the internal combustion engine 1, that is, the first cylinder bank 5 and the second cylinder bank 10 corresponds to maximum implementable inner moment.
  • the first conversion unit 85 is activated in both described operating modes, that is to say both in the case where both cylinder banks 5, 10 are activated, and in the case that the first cylinder bank 5 is deactivated and only the second cylinder bank 10 is activated, completely convert the first resulting setpoint mires1 by means of the second cylinder bank 10. Accordingly, in both described operating states of this alternative second embodiment, the second conversion unit 90 will completely convert the second resulting setpoint value mires 2 by means of the first cylinder bank 5. While the first cylinder bank is turned off, the second resulting setpoint mires2 is equal to zero, because the compensation factor selected by the second compensation factor memory 80 in this operating state is equal to zero.
  • the second loss moment mdverl2 in the first control unit 15 in FIG taken into account in the described manner, but even during the transient switching process itself from the first compensation factor memory 75 output compensating factor continuously, for example by means of a predetermined ramp function, from the value 1 to the value 2 and the output from the second compensation factor memory 80 compensation factor, for example, also by means of a ramp function continuously from the value 1 to the value 0 back to zero. In this way, the transient switching is realized as comfortable as possible.
  • the consideration of the second loss torque mdverl2 in the first control unit 15 can also be taken into account only with the end of the transient switching operation by corresponding control of the controlled switch 130.
  • the second loss moment mdverl2 could already be taken into account at the beginning of the transient switchover operation in the first control unit 15 in the manner described by appropriate control of the controlled switch 130 in the formation of the first resulting setpoint mires1, during which switching also the divisor X. is increased, for example, by means of a ramp function from a first value ⁇ 2 at the beginning of the switching operation to the value 2 at the end of the switching operation.
  • the value ⁇ 2 at the beginning of the switching process for the divisor X may for example be applied so suitably that at the beginning of the switching process, the output of the divider element 125 still corresponds to the first loss moment mdverl1 or the loss moment mdverl in full engine operation.
  • the compensation factors and the divisor X can then be returned to the corresponding values for the full-engine operation in a corresponding manner, for example also in the form of a ramp, ie the compensation factors again to the value 1 and the value X again the value applied as described ⁇ 2.
  • the described consideration for the value X applies to the case in which both control units 15, 20 each predetermine the internal setpoint torque to be converted by the internal combustion engine 1 as a whole.
  • the divisor X will change from full engine operation to half engine operation from a suitably applied value ⁇ 1 at the beginning of the switching operation to the value 1 increases ramped, for example, at the end of the switching process.
  • the value ⁇ 1 can for example be applied so suitable that at the beginning of the switching operation at the output of the divider member 125 about twice the value of the first loss torque mdverl1 is applied.
  • the divisor X is correspondingly reversed from the value 1 to the applied value ⁇ 1, for example, in the form of a ramp.
  • the first control unit 15 During the transient switching between the half-engine operation and the full-engine operation or between the full-engine operation and the half-engine operation, the first control unit 15 predominantly takes over the shaping and conversion of the internal moment to be converted by the internal combustion engine 1. In stationary half-engine operation, the first control unit 15 completely assumes the shaping and implementation of the internal torque to be output by the internal combustion engine 1. In other words, one can imagine the first cylinder bank 5 in half engine operation as a perfect engine, which knows no losses and therefore does not have to implement an internal moment to compensate for such losses. However, since, as described, the first cylinder bank 5 has losses in reality, these are attributed to the first control unit 15 in the manner described and implemented by the latter via the second cylinder bank 10. Thus, according to the invention, a compensation of all losses of the internal combustion engine 1 solely by means of the first control unit 15 and the second cylinder bank 10 is also possible in stationary half-engine operation.
  • the compensation factors selected by the compensation factor stores 75, 80 can also be used to compensate for differences in the inner moments to be converted by the two cylinder banks 5, 10 due to an asynchronous activation of the optionally present throttle valves of the two cylinder banks 5, 10, in particular during activation or deactivation of the half-engine operation can be provided. Such compensation could then additionally be taken into account during the described unsteady switching operations between half engine operation and full engine operation or between full engine operation and half engine operation.
  • the invention has been described above for an internal combustion engine with two cylinder banks. But it can be implemented in a corresponding manner for internal combustion engines with multiple cylinder banks, wherein at least one of the cylinder banks can be switched off and at least one cylinder bank is activated during the shutdown of the at least one cylinder bank, wherein the at least one activated Cylinder bank associated control unit takes into account the losses of all deactivated cylinder banks by superimposing the loss moments of all cylinder banks and possibly averaging. It is quite possible for several cylinder banks to be switched off while at the same time one or more cylinder banks are activated. Each cylinder bank can be assigned its own control unit as in the manner described for the figure. If several cylinder banks can only be operated together, for example, can only be activated or deactivated together, they can also be controlled by a common control unit.

Abstract

L'invention concerne un procédé et un dispositif (15) permettant de faire fonctionner un moteur à combustion interne (1), notamment un véhicule automobile, qui permet en mode de fonctionnement « demi-moteur» de compenser de manière optimale toutes les pertes du moteur à combustion interne. Le moteur à combustion interne (1) comprend plusieurs rangées de cylindres (5, 10), au moins une première rangée de cylindres (5) pouvant être désactivée et, lorsque la première rangée de cylindres (5) est désactivée, on tient compte des pertes de cette première rangée de cylindres (5) comme des pertes d'une deuxième rangée de cylindres (10) lors de la commande de la deuxième rangée de cylindres (10). La formation d'une valeur par défaut de la grandeur de sortie de la deuxième rangée de cylindres (10) s'effectue en plusieurs étapes. Lors d'au moins une de ces étapes, on injecte les pertes de la première rangée de cylindres (5) comme les pertes de la deuxième rangée de cylindres (10) pour former la valeur par défaut.

Claims (10)

  1. Procédé de fonctionnement d'un moteur à combustion interne (1), notamment d'un véhicule automobile, avec plusieurs bancs de cylindres (5, 10), au moins un premier banc de cylindres (5) pouvant être déconnecté, caractérisé en ce qu'au moins pendant la déconnexion du premier banc de cylindres (5), il est possible de prendre en compte les pertes du premier banc de cylindres (5) ainsi que les pertes d'un deuxième banc de cylindres (10) lors de l'excitation du deuxième banc de cylindres (10) et une valeur préconisée pour une grandeur de sortie du deuxième banc de cylindres (10) étant établie en plusieurs étapes dans une première unité de commande (15) et que lors d'au moins une de ces étapes, les pertes du premier banc de cylindres (5) ainsi que les pertes du deuxième banc de cylindres (10) sont intégrées par le biais d'une deuxième unité de commande (20) pour établir la valeur préconisée.
  2. Procédé selon la revendication 1, caractérisé en ce qu'une valeur de perte commune est constituée à partir des pertes du premier banc de cylindres (5) et des pertes du deuxième banc de cylindres (10) prises en compte pour l'établissement de la valeur préconisée.
  3. Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce que l'établissement de la valeur préconisée en plusieurs étapes est influencé par l'intégration tant des pertes du premier banc de cylindres (5) que par les pertes du deuxième banc de cylindres (10).
  4. Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce que les pertes du premier banc de cylindres (5) et les pertes du deuxième banc de cylindres (10) sont prises en compte lors d'une étape de transformation de la position d'un élément de commande en une première valeur préconisée pour la grandeur de sortie du deuxième banc de cylindres (10).
  5. Procédé selon la revendication 4, caractérisé en ce qu'une valeur minimale est constituée pour la première valeur préconisée à partir des pertes du premier banc de cylindres (5) et des pertes du deuxième banc de cylindres (10).
  6. Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce que les pertes du premier banc de cylindres (5) et les pertes du deuxième banc de cylindres (10) sont prises en compte lors d'une étape d'établissement d'une deuxième valeur préconisée pour la grandeur de sortie du deuxième banc de cylindres (10) par filtrage d'un passage par zéro du couplage de la valeur préconisée pour la grandeur de sortie du deuxième banc de cylindres (10).
  7. Procédé selon la revendication 6, caractérisé en ce que le passage par zéro du couplage est calculé en fonction des pertes du premier banc de cylindres (5) et des pertes du deuxième banc de cylindres (10).
  8. Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce que les pertes du premier banc de cylindres (5) et les pertes du deuxième banc de cylindres (10) sont prises en compte lors d'une étape pour établir une troisième valeur préconisée pour la grandeur de sortie du deuxième banc de cylindres (10) par coordination de plusieurs exigences au niveau de la grandeur de sortie du deuxième banc de cylindres (10).
  9. Procédé selon la revendication 8, caractérisé en ce qu'au moins une des exigences au niveau de la grandeur de sortie du deuxième banc de cylindres (10) est modifiée en fonction des pertes du premier banc de cylindres (5) et des pertes du deuxième banc de cylindres (10), notamment par superposition des pertes du premier banc de cylindres (5) et des pertes du deuxième banc de cylindres (10).
  10. Dispositif (15) de fonctionnement d'un moteur à combustion interne (1), notamment d'un véhicule automobile, avec plusieurs bancs de cylindres (5, 10), au moins un premier banc de cylindres (5) pouvant être déconnecté, caractérisé en ce que des moyens (25) sont prévus prenant en compte, au moins pendant la déconnexion du premier banc de cylindres (5), les pertes du premier banc de cylindres (5) ainsi que les pertes d'un deuxième banc de cylindres (10) lors de l'excitation du deuxième banc de cylindres (10) et qu'une valeur préconisée pour une grandeur de sortie du deuxième banc de cylindres (10) est établie en plusieurs étapes dans une première unité de commande (15) et que les moyens (25) intègrent, lors d'au moins une de ces étapes, les pertes du premier banc de cylindres (5) ainsi que les pertes du deuxième banc de cylindres (10) par le biais d'une deuxième unité de commande (20) pour établir la valeur préconisée.
EP06708342A 2005-03-08 2006-02-17 Procede et dispositif de fonctionnement d'un moteur a combustion interne Expired - Fee Related EP1859136B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102005011027A DE102005011027A1 (de) 2005-03-08 2005-03-08 Verfahren und Vorrichtung zum Betreiben einer Brennkraftmaschine
PCT/EP2006/060051 WO2006094892A1 (fr) 2005-03-08 2006-02-17 Procede et dispositif de fonctionnement d'un moteur a combustion interne

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EP1859136A1 EP1859136A1 (fr) 2007-11-28
EP1859136B1 true EP1859136B1 (fr) 2012-04-11

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EP (1) EP1859136B1 (fr)
JP (1) JP2008533355A (fr)
KR (1) KR20070115942A (fr)
CN (1) CN101137828A (fr)
DE (1) DE102005011027A1 (fr)
WO (1) WO2006094892A1 (fr)

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US20140163839A1 (en) * 2012-12-12 2014-06-12 GM Global Technology Operations LLC Systems and methods for controlling cylinder deactivation and accessory drive tensioner arm motion
US9353655B2 (en) 2013-03-08 2016-05-31 GM Global Technology Operations LLC Oil pump control systems and methods for noise minimization
CN103742277B (zh) * 2013-12-09 2016-03-16 潍柴动力股份有限公司 一种发动机摩擦扭矩计算方法及装置

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DE59809316D1 (de) * 1997-05-02 2003-09-25 Siemens Ag Verfahren zum Steuern einer Brennkraftmaschine
GB2329713A (en) * 1997-09-30 1999-03-31 Ford Global Tech Inc IC engine net torque calculator
US6138636A (en) * 1998-05-26 2000-10-31 Honda Giken Kogyo Kabushiki Kaisha Apparatus for controlling multi-cylinder internal combustion engine with partial cylinder switching-off mechanism
KR20010043926A (ko) * 1998-05-29 2001-05-25 칼 하인쯔 호르닝어 원동기를 제어하기 위한 방법 및 장치
US6655353B1 (en) * 2002-05-17 2003-12-02 General Motors Corporation Cylinder deactivation engine control system with torque matching
US6754578B1 (en) * 2003-03-27 2004-06-22 Ford Global Technologies, Llc Computer instructions for control of multi-path exhaust system in an engine
US6959684B2 (en) * 2003-10-14 2005-11-01 General Motors Corporation Torque based cylinder deactivation with vacuum correction

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US7685998B2 (en) 2010-03-30
JP2008533355A (ja) 2008-08-21
DE102005011027A1 (de) 2006-09-14
US20080236540A1 (en) 2008-10-02
EP1859136A1 (fr) 2007-11-28
KR20070115942A (ko) 2007-12-06
WO2006094892A1 (fr) 2006-09-14
CN101137828A (zh) 2008-03-05

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