EP2097631A1 - Procédé et réseau de bord pour un véhicule à moteur à restriction de couple temporaire anticipée du moteur à combustion interne - Google Patents

Procédé et réseau de bord pour un véhicule à moteur à restriction de couple temporaire anticipée du moteur à combustion interne

Info

Publication number
EP2097631A1
EP2097631A1 EP06818925A EP06818925A EP2097631A1 EP 2097631 A1 EP2097631 A1 EP 2097631A1 EP 06818925 A EP06818925 A EP 06818925A EP 06818925 A EP06818925 A EP 06818925A EP 2097631 A1 EP2097631 A1 EP 2097631A1
Authority
EP
European Patent Office
Prior art keywords
combustion engine
internal combustion
driving situation
operating state
vehicle
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
EP06818925A
Other languages
German (de)
English (en)
Other versions
EP2097631B1 (fr
Inventor
Olaf Lemke
Martin Hauschild
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.)
Bayerische Motoren Werke AG
Original Assignee
Bayerische Motoren Werke 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 Bayerische Motoren Werke AG filed Critical Bayerische Motoren Werke AG
Publication of EP2097631A1 publication Critical patent/EP2097631A1/fr
Application granted granted Critical
Publication of EP2097631B1 publication Critical patent/EP2097631B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/06—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving electric generators

Definitions

  • the invention particularly relates to a method for reducing the energy consumption of a motor vehicle with an internal combustion engine and with at least one electrical system to which at least one first electrical load is connected.
  • the object of the invention is in particular to provide a method that enables the realization of a powerful on-board network with reduced energy consumption of a motor vehicle.
  • One aspect of the invention is that the internal combustion engine is operated in a first operating state with a first injection quantity and with a first ignition point.
  • the electric generator of the vehicle and the battery of the vehicle jointly supply the electrical system in order to supply the electrical consumers with a sufficient electrical voltage.
  • the generator can be fully utilized in the first operating state.
  • the internal combustion engine In a second operating state, the internal combustion engine is operated with a second injection quantity which is higher than the first injection quantity and with a second ignition point.
  • the second ignition timing is opposite. the first ignition timing at the second injection amount with respect to the performance of the internal combustion engine unfavorable.
  • the second against. the higher injection quantity of the first injection quantity increases the performance of the internal combustion engine and allows the internal combustion engine to deliver a higher torque to the electric generator of the motor vehicle. Without countermeasure increases - surprisingly for the driver - the speed of the engine, so that the driver would get the impression that there is a defect.
  • the ignition timing is adjusted from the first ignition point to a second ignition point, whereby the performance of the internal combustion engine or its torque is preferably reduced substantially to the extent its torque has been increased by increasing the injection quantity is.
  • the result of the second operating state is a torque reserve of the internal combustion engine and the rotational speed of the engine remains largely constant during the transition from the first operating state to the second operating state.
  • a driving situation detecting means provided in the vehicle recognizes a largely imminent particular driving situation due to the driver's previous behavior in controlling the vehicle and / or the vehicle in advance, and causes the internal combustion engine to be brought from the first operating state to the second operating state.
  • a torque reserve of the internal combustion engine is brought about by an increase in the injection quantity which serves to stabilize the vehicle electrical system voltage if this is actually required in the near future.
  • the driving situation detection device upon detection of the particular driving situation, causes the internal combustion engine to be brought from the second to the third operating state. Due to the torque retention in the second operating state according to the invention, the torque held by the internal combustion engine can be provided very quickly by the technically very quickly realizable adjustment of the ignition timing during the transition to the third operating state.
  • the internal combustion engine does not die off and it can deliver the required torque to the electric generator.
  • the electric generator can feed a higher electrical power into the electrical system and the electrical voltage is stabilized or does not break despite a suddenly occurring higher load in the electrical system.
  • the driving situation detection device recognizes the (actual) occurrence of the particular driving situation due to the fact that the electrical voltage of the vehicle electrical system is about to collapse.
  • a monitoring of the voltage and possibly a torque-increasing adjustment of the ignition angle is technically relatively simple and inexpensive to implement.
  • the driving situation detection device upon detection of the largely imminent special driving situation, causes the internal combustion engine, instead of the transition from the first to the second operating state, to bring the internal combustion engine directly from the first to the third operating state , This is it Although not a preferred but one possible embodiment of the invention.
  • the driving situation detection device takes into account who the current driver is and how his previous behavior was. As a result, the hit rate for the prediction that a turning process is imminent, be increased. If, for example, the driving situation detection device detects that the driver in question is always making a dive before turning, which is not done by all drivers, this criterion can be weighted higher in the inventive algorithm for detecting a turning process.
  • the first electrical load is an electrically operated steering of the motor vehicle and the largely imminent special driving situation is a turning process. Especially during a turning process, it is important for the driver that the behavior of the steering does not change adversely or that it is not difficult. In a turning process, the power requirement of an electric steering is particularly high.
  • the position of the driving or accelerator pedal is detected by the driving situation detection device, and the internal combustion engine is brought from the first operating state to the second operating state, when the accelerator pedal or accelerator pedal is largely in its rest position and at least one more driving situation occurs.
  • This too is characteristic of an imminent turning process and provides an important indication of an imminent turning process.
  • the acceleration and the speed of the vehicle is detected by the driving situation detection device, and the combustion engine is brought from the first operating state to the second operating state, if the acceleration of the vehicle is negative, the speed a predetermined threshold falls below and at least one further driving situation occurs. This too is characteristic of an imminent turning process and provides an important indication of an imminent turning process.
  • the driving situation detection device checks whether the vehicle is making a dodge.
  • Driving a dangler can be a pretty clear indication of an impending turn.
  • the steering angle of the electric steering of the vehicle is detected by the driving situation detection device.
  • the internal combustion engine is brought from the first operating state to the second operating state when the absolute value of the steering angle is greater than a predetermined threshold and at least one further driving situation occurs. This may be an indication that the driver is starting to make a dodge or turning maneuver.
  • the steering angle of the electric steering of the vehicle detected by the driving situation detection device and the combustion engine is brought from the first operating state to the second operating state, when the absolute value of the steering angle greater than a predetermined speed-dependent steering threshold or steering angle threshold is and at least one more driving situation occurs. If the driver drives no dangling before a turning process, this characteristic of a will replace the "dodging criterion" and increase the reliability of the prediction of an imminent turning operation.
  • the driving situation detection device checks whether the brake pressure is higher than a predetermined brake pressure or a tolerance pressure and also checks whether the speed is less than a predetermined acceleration-dependent speed value or a dynamic turning threshold. This makes it possible to further increase the reliability of the prediction of a turning process.
  • the invention also proposes an electrical system of a motor vehicle, which has a program-controlled driving situation detection device, which executes a method according to the invention. Furthermore, a program-controlled driving situation detection device is proposed, which carries out a method according to the invention or causes it to be carried out.
  • Fig. 1 the main function 1 and the first part of the method according to the invention
  • FIG. 2 shows the main function 2 or the second part of the method according to the invention
  • 3 shows the main function 3 or the third part of the method according to the invention
  • 4 shows the subfunction "steering threshold" of the method according to the invention
  • the starting point for the following embodiment of the method according to the invention is the following.
  • the motor vehicle is equipped with an electric steering.
  • the electric steering system requires a sufficiently high electrical voltage, which may not even be able to be applied by the combination of battery and electric generator of the motor vehicle, both of which already feed the vehicle electrical system, for example, with largely maximum power , This may be the case, in particular in winter, when the electric seat heating and / or other consumers are switched on with high electrical connection power. If a turning maneuver is initiated in such a situation without countermeasures, the voltage in the electrical system breaks through the additional load of the electric steering clearly because the steering must provide a high mechanical torque during the turning process, and the steering becomes stiff.
  • the immediate imminence of a turning maneuver is detected very reliably.
  • the voltage in the electrical system is stabilized by the temporary increase in the injection quantity and the provision of the torque reserve by canceling the ignition angle adjustment from shortly before the turning maneuver until shortly after the turning maneuver.
  • Figure 1 shows the first part 100 (main function 1) of the inventive method for detecting whether the motor vehicle shortly Turning maneuver will make.
  • step 101 the inventive method begins.
  • step 102 it is compared whether the vehicle exceeds a predetermined speed x. If no, the comparison is carried out again. If so, the inventive method for detecting an upcoming turning maneuver is active, as shown in status 103.
  • step 104 it is compared whether the accelerator pedal is operated, i. whether the angle of the pedal is 0 degrees (rest position). If not, it is checked in step 105 whether the speed of the vehicle is greater than the predetermined speed x. If so, step 104 is executed again. If not, the process begins again with step 101. If the comparison in step 104 is affirmative, the status is "foot off gas" as indicated in state 106.
  • curve-adjusted steering angle refers to the following: If the vehicle is moving on a straight road, the steering angle or the position of the steering wheel is 0 degrees, ie driving straight ahead If the vehicle is turning in a curve, the steering angle is different 0 degree, for example, if it is a uniform left turn, the steering angle is for the duration of the Driving through the uniform left turn, for example - 10 degrees.
  • it is determined according to the invention how large the average steering angle was for a past short period of, for example, 3 seconds, and Determines how big the steering angle is currently. Then, the difference between the average steering angle and the current steering angle is formed. This difference is the curve-corrected steering angle.
  • step 110 it is compared whether the absolute value of the curve-corrected steering angle is greater than a tolerance value, i. "Abs (curve-corrected steering angle)> Tolerance value." A driver will always turn the steering wheel back and forth while driving, without wanting to steer.
  • step 111 it is checked in step 111 whether the accelerator pedal is not deflected and the speed of the vehicle is greater than a predetermined minimum speed. If so, the vehicle is in status 109. If not, the process starts again with status 101 "Start.” If the result of step 110 is "yes", the current steering angle y is recorded in status 112 and it is assumed in that the first part of a "dangling" could have been brought about by the driver .. Subsequently, the main function 2 shown in FIG.
  • FIG. 2 shows the second part 200 (main function 2) of the method according to the invention.
  • the driver is "dangling," which may be another indication of an imminent turning maneuver.
  • a dangler is driven, for example, when the vehicle is moving on a left turn, the roadway moves under the vehicle to the left, as it were - in contrast to a straight road.
  • the steering wheel is in accordance with the curvature of the curve against. the O-layer is twisted, i. the steering angle is less than 0 degrees for a left turn and greater than 0 degrees for a right turn.
  • step 205 it is checked again whether the accelerator pedal is not deflected and whether the speed is greater than the predetermined minimum speed. If not, the inventive method starts again with "Start", ie with status 101. If yes, it is checked in step 206 whether the current steering angle y is smaller than the "steering angle opposite side" (see statuses 202 and 203) If no, it is checked in step 207 whether the steering angle opposite side is less than or equal to the current one If so, this is considered dangling, as indicated in status 21 1 "dangling detected".
  • step 208 it is checked in step 208 whether the "steering angle opposite side" is greater than or equal to the current steering angle, if so, this is considered dangling as indicated in state 211. If the result of the comparison in step 207 or 208 is "NO "the sub-function" steering threshold "209 is passed through in the context of the method according to the invention.
  • step 403 it is checked in step 403 whether the average speed of the vehicle is less than 15 km / h, that is, in combination with step 401, if the average speed is between 8 km / h and 15 km / h , the dynamic steering threshold is set at 300 degrees (status 404), if not, ie the speed is greater than 1 5 km / h, the dynamic steering threshold is set at 200 degrees.
  • step 210 it is checked whether the absolute value of the current steering angle is greater than the dynamic steering threshold for the current vehicle speed. If not, the procedure starts again with the status 204, ie "steering detected.” If so, the method according to the invention is continued with the main function 3 in FIG.
  • step 302 it is again checked in step 302 whether the gas or accelerator pedal is not actuated and whether the speed of the vehicle is greater than the predetermined minimum speed. If not, the process starts again with "Start”, i.e. from step 101. If yes, the sub-function "dynamic reversing threshold" 501 shown in FIG.
  • step 502 a check is made in step 502 as to whether the negative acceleration of the vehicle averaged over the last few seconds is between 0 m / s 2 and-2 m / s 2. If so, the dynamic . cornering threshold set with the value of 6 km / h in step 503. If no, it is checked in step 504 whether the negative acceleration between - 2 m / s 2 and -. 4 m / s 2 is If so, the dynamic turning threshold in step 505 to the value: Absolute value of acceleration times factor 3.6 set The result is a speed value If not, the dynamic reversing threshold is set to 15 km / h in step 506. After step 501, it is checked in step 303 shown in FIG.
  • step 304 by influencing the engine control unit of the internal combustion engine of the motor vehicle, the injection quantity is increased and the ignition timing is changed such that the actual increase in the injection quantity This results in the detection of the actual turning maneuver, which results in particular from a significant increase in the electrical load or an impending change in torque
  • the internal combustion engine is operated in an operating state without torque reserve be monitored and recognized by the driving situation detection device.
  • a criterion may be, for example, that the driver is already driving straight ahead for a while or that the vehicle has reached a predetermined speed.
  • the invention can also be carried out in a worsened embodiment, in which the torque reserve is brought about earlier in the course of the inventive method. Possibly. but then increases the risk of a "false alarm", ie the torque reserve and the concomitant increase in fuel consumption favorable increase in the injection then sometimes without actual later need.

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)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

L'invention concerne un procédé pour réduire la consommation d'énergie d'un véhicule à moteur comprenant un moteur à combustion interne et au moins un réseau de bord, auquel au moins un récepteur électrique est relié. L'objectif de l'invention est de réaliser un système électrique haute performances avec une consommation d'énergie réduite, le moteur à combustion interne fonctionnant dans un premier mode avec une première quantité d'injection et une première période d'allumage. Dans un deuxième mode de fonctionnement, le moteur à combustion interne fonctionne avec une seconde quantité d'injection supérieure à la première et dans une seconde période d'allumage. La seconde période d'allumage, utilisée avec la seconde quantité d'injection n'est pas aussi favorable à la performance du moteur à combustion interne que la première période d'allumage. Dans un troisième mode de fonctionnement, le moteur à combustion interne fonctionne avec une seconde quantité d'injection et sur la première période d'allumage de manière prédominante, de sorte que la performance du moteur à combustion interne est supérieure dans le troisième mode de fonctionnement au deuxième mode de fonctionnement. Un dispositif destiné à détecter la situation de conduite, utilisée dans le véhicule, reconnaît une situation de conduite spécifique imminente (102, 104, 105, 107, 108, 110, 111, 201, 205, 206, 210, 212, 213, 302, 303, 401, 403), lors de la commande du véhicule et/ou le comportement du véhicule à l'avance, et entraîne la commutation dans des modes de commutation du moteur à combustion interne du premier mode de fonctionnement dans le deuxième mode de fonctionnement.
EP06818925.7A 2006-11-30 2006-11-30 Procédé et réseau de bord pour un véhicule à moteur à restriction de couple temporaire anticipée du moteur à combustion interne Active EP2097631B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/EP2006/011484 WO2008064701A1 (fr) 2006-11-30 2006-11-30 Procédé et réseau de bord pour un véhicule à moteur à restriction de couple temporaire anticipée du moteur à combustion interne

Publications (2)

Publication Number Publication Date
EP2097631A1 true EP2097631A1 (fr) 2009-09-09
EP2097631B1 EP2097631B1 (fr) 2016-02-24

Family

ID=38336837

Family Applications (1)

Application Number Title Priority Date Filing Date
EP06818925.7A Active EP2097631B1 (fr) 2006-11-30 2006-11-30 Procédé et réseau de bord pour un véhicule à moteur à restriction de couple temporaire anticipée du moteur à combustion interne

Country Status (5)

Country Link
US (1) US8255141B2 (fr)
EP (1) EP2097631B1 (fr)
CN (1) CN101627197B (fr)
ES (1) ES2565033T3 (fr)
WO (1) WO2008064701A1 (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2008064702A1 (fr) * 2006-11-30 2008-06-05 Bayerische Motoren Werke Aktiengesellschaft Procédé et réseau de bord pour un véhicule à moteur à réduction de charge temporaire anticipée du système électrique embarqué
DE102011008984A1 (de) * 2011-01-20 2012-07-26 GM Global Technology Operations LLC (n. d. Ges. d. Staates Delaware) Verfahren zur Leerlaufdrehzahleinstellung eines Verbrennungsmotor

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JP3357159B2 (ja) * 1993-08-10 2002-12-16 三菱自動車工業株式会社 車両運転操作状態の推定方法および車両運転特性制御方法
DE10216184B4 (de) * 2001-04-19 2014-09-11 Volkswagen Ag Überwachungseinheit für eine elektrische Energieversorgungseinheit
DE10156665A1 (de) * 2001-11-17 2002-09-19 Bayerische Motoren Werke Ag Elektronische Steuerung einer fremdgezündeten Brennkraftmaschine
DE10252292A1 (de) * 2002-11-11 2004-06-09 Siemens Ag Verfahren zur Steuerung der Energieverteilung in einem Verkehrsmittel und Verkehrsmittel, das dieses Verfahren umsetzt
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JP4488238B2 (ja) * 2006-03-28 2010-06-23 株式会社デンソー 燃料ポンプの駆動制御装置
DE102006051832B4 (de) * 2006-11-03 2022-01-05 Volkswagen Ag Verfahren und Vorrichtung zur Momentensteuerung eines Hybridkraftfahrzeugs nach einem Startvorgang
JP4973277B2 (ja) * 2007-03-28 2012-07-11 トヨタ自動車株式会社 車両の電動オイルポンプ制御装置
DE102007040905A1 (de) * 2007-08-30 2009-03-05 Bayerische Motoren Werke Aktiengesellschaft Verfahren und Bordnetz eines Kraftfahrzeugs mit vorausschauendem temporären Momentenvorhalt des Verbrennungsmotors
JP5169196B2 (ja) * 2007-12-14 2013-03-27 トヨタ自動車株式会社 車両用動力伝達装置の制御装置
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Also Published As

Publication number Publication date
EP2097631B1 (fr) 2016-02-24
ES2565033T3 (es) 2016-03-30
CN101627197A (zh) 2010-01-13
US20090292450A1 (en) 2009-11-26
WO2008064701A1 (fr) 2008-06-05
US8255141B2 (en) 2012-08-28
CN101627197B (zh) 2013-02-13

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