EP2798180A1 - Verfahren zum betreiben einer brennkraftmaschine, um das zu häufige pendeln zwischen mindestens zwei betriebsmodi zu vermeiden - Google Patents
Verfahren zum betreiben einer brennkraftmaschine, um das zu häufige pendeln zwischen mindestens zwei betriebsmodi zu vermeidenInfo
- Publication number
- EP2798180A1 EP2798180A1 EP12810076.5A EP12810076A EP2798180A1 EP 2798180 A1 EP2798180 A1 EP 2798180A1 EP 12810076 A EP12810076 A EP 12810076A EP 2798180 A1 EP2798180 A1 EP 2798180A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- engine operation
- motor vehicle
- internal combustion
- partial
- recommendation
- 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
Links
Classifications
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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
- F02D17/00—Controlling engines by cutting out individual cylinders; Rendering engines inoperative or idling
- F02D17/02—Cutting-out
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/008—Controlling each cylinder individually
- F02D41/0087—Selective cylinder activation, i.e. partial cylinder operation
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/021—Introducing corrections for particular conditions exterior to the engine
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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
- F02D2200/00—Input parameters for engine control
- F02D2200/50—Input parameters for engine control said parameters being related to the vehicle or its components
- F02D2200/501—Vehicle speed
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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
- F02D2200/00—Input parameters for engine control
- F02D2200/70—Input parameters for engine control said parameters being related to the vehicle exterior
- F02D2200/702—Road conditions
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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
- F02D2250/00—Engine control related to specific problems or objectives
- F02D2250/18—Control of the engine output torque
- F02D2250/22—Control of the engine output torque by keeping a torque reserve, i.e. with temporarily reduced drive train or engine efficiency
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
- F02P5/00—Advancing or retarding ignition; Control therefor
- F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
- F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
- F02P5/15—Digital data processing
- F02P5/1502—Digital data processing using one central computing unit
- F02P5/1504—Digital data processing using one central computing unit with particular means during a transient phase, e.g. acceleration, deceleration, gear change
Definitions
- the invention relates to a method for operating an internal combustion engine of a motor vehicle having a plurality of cylinders, which are fully operated in a full engine operation and partially switched off in a partial engine operation, being switched from the full engine operation only in the partial engine operation, if one in the engine part of the engine engine.bares Partial engine operating torque is greater than or equal to a target torque set on the internal combustion engine.
- the invention further relates to a corresponding internal combustion engine.
- a cylinder deactivation can be carried out, in particular in the partial load operation, that is, the internal combustion engine is operated in the partial engine operation.
- the partial engine operation at least one of the cylinders is switched off, which means in particular that no fuel is introduced into it and no combustion is carried out.
- all valves of the deactivated cylinder are advantageously kept closed in order to reduce the charge cycle losses and thus to reduce fuel consumption.
- the switching time range is, for example, about 500 ms per switching direction. In this time range, fuel consumption can double. On average, for example, switch-over time ranges of about 300 ms length result, in which the fuel consumption increases by about 50%.
- a waiting time can be defined, being changed from the full engine operation only after the lapse of time in the partial engine operation.
- the waiting time is set constant, so it can not be changed.
- the switching variable is determined as a function of the at least one parameter.
- the parameter may for example be associated with the internal combustion engine, the motor vehicle and / or an environment of the motor vehicle.
- the shift variable is preferably set only if a reduction of the fuel consumption can actually be achieved by the change from the full engine operation to the partial engine operation.
- the switching variable is a binary Boolean variable, so it can only take on two different values, for example 0 and 1.
- a development of the invention provides that the switching variable during operation of the internal combustion engine is determined at certain time intervals.
- the switching variable is thus constantly updated, with a certain time interval between two updates.
- the determination of the switching variable takes place with a specific frequency, which is 10 Hz, for example.
- the determination of the switching variable is advantageously carried out at least during the full engine operation, but particularly preferably permanently, ie both during the full engine operation and during the partial engine operation.
- a refinement of the invention provides that the parameters include a speed of the motor vehicle, a longitudinal acceleration of the motor vehicle, a lateral acceleration of the motor vehicle, a request torque from a driver of the motor vehicle and / or a driver assistance device, a request torque change, a steering angle, a steering angle change rate, a braking force , a default braking force from the driver and / or the driver assistance device, a number of braking operations in a certain period of time, a currently set driving gear, a background gradient of a background of the motor vehicle, a height of the motor vehicle above normal altitude, a driving resistance of the motor vehicle or a signal state, in particular a turn signal state is used.
- the parameter can be chosen arbitrarily, as far as it relates to the internal combustion engine, the motor vehicle and / or the environment of the motor vehicle.
- the parameter may be any one of the above mentioned sizes or any combination thereof.
- the speed may be the actual speed of the motor vehicle or, alternatively, a speed determined from the speed of the engine and the set ratio.
- the lateral acceleration is in a direction which is parallel to the ground of the motor vehicle and perpendicular to its longitudinal direction.
- the drive resistance preferably describes the sum of all forces that the motor vehicle must overcome in order to maintain or accelerate to a desired speed.
- the driving resistance acts braking, so is directed to a deceleration of the motor vehicle to a stop.
- the driving resistance includes a rolling resistance of the motor vehicle, one dependent on the speed Air resistance, a slope-dependent slope resistance and an acceleration resistance, which takes into account in particular the mass of the motor vehicle in a longitudinal acceleration.
- the request torque is the torque that is requested by the driver of the motor vehicle or the driver assistance device. From the request torque, the target torque is determined, which is finally adjusted to the internal combustion engine. In this case, the target torque may be set equal to the request torque in a simple embodiment. However, it can also be provided that the setpoint torque is determined by a calculation rule, in particular a filtering, from the requirement torque.
- the driver specifies the request torque, in particular via an accelerator pedal position.
- the driver assistance device for example an ESP driver assistance device or the like, specifies a request torque which deviates from that of the driver, the setpoint torque is to be determined from the request torque of the driver assistance device and also be used as a parameter for determining the shift variables.
- the request torque change rate corresponds to the derivative of the request torque over time at the current time.
- the steering angle is the steering angle set at a steering device.
- the setting of the steering angle can be effected in accordance with a Vorgabeschwinkels, which is set for example by the driver of the motor vehicle by means of a steering wheel.
- the braking force is the currently present braking force, ie an actual braking force, while a setpoint braking force set on the braking device is determined from the default braking force.
- the default braking force is predetermined, for example, by the driver or the driver assistance device.
- the parameter may further correspond to the number of braking operations in a given period of time.
- the number of exceedances of a threshold braking force by the braking force and / or the default braking force is counted in the specific period.
- the particular period is a period extending into the immediate past that ends at the present time.
- the currently set drive can be used as a parameter, wherein the drive is set to a transmission of the motor vehicle, via which the engine is operatively connected to wheels of the motor vehicle.
- Further Parameters are the background gradient of the ground of the motor vehicle, which indicates, for example, a slope or a gradient, the height of the motor vehicle (for example, normal height, whereby other reference levels can be used), or the driving resistance of the motor vehicle, which includes in particular the rolling resistance. The latter is usually calculated or estimated using a model.
- the signal state can be used as a parameter.
- the signal state is the state of, for example, a light signal of the motor vehicle, in particular the turn signal.
- the signal state can be present in the form of the turn signal state.
- a further development of the invention provides that the switching variable is set exclusively after expiry of at least one waiting period determined from the at least one parameter and / or when a threshold value is exceeded by at least one recommendation variable determined from the at least one parameter.
- the switching variable is therefore not directly, but only indirectly dependent on the at least one parameter. Rather, it is set on the basis of the at least one waiting period and / or the at least one recommendation variable.
- the normally present value of the switching variable is 0.
- the switching variable is set to 1. Only in the latter case, in addition, when the condition that the partial engine operating torque is greater than or equal to the target torque is satisfied, may be switched from the full engine operation to the partial engine operation.
- the wait period begins as soon as it is determined that the deliverable partial engine operating torque is greater than or equal to the desired torque. From this point on, therefore, a timer begins to run, which is reset as soon as the partial engine operating torque becomes smaller than the setpoint torque. Only when the timer has a value which is greater than the waiting period, the switching variable is set. In this case, the switching variable can already be set if only the waiting period has expired or the threshold is exceeded by the recommendation size. However, the switching variable is particularly preferably set only if both conditions are met.
- a development of the invention provides that at least one evaluation module is provided, in which the waiting period and / or the recommendation size are determined from the at least one parameter.
- the method presented here for operating the internal combustion engine has a modular structure and can consist of any number of evaluation modules.
- the assessment module has at least an input quantity at least one of the aforementioned parameters.
- the evaluation module outputs at least one waiting period, at least one recommendation or both. If several evaluation modules are provided, they work independently of each other. In this way, a problem-free extension of the method by further evaluation modules is possible.
- the waiting period is set to a first waiting time span value.
- the threshold steering angle can be constant or variable. In the latter case, it is preferably determined from a function which has the speed and / or the longitudinal acceleration of the motor vehicle as input variables. If the threshold steering angle is exceeded by the currently set steering angle, the waiting period is set to the first waiting time span value.
- a typical roundabout situation can be excluded, in this case is not changed from the full engine operation in the part of engine operation, because it is foreseeable that when driving out of the roundabout (or a similar situation) the vehicle should be accelerated, so possibly Subsequently, a change from the partial engine operation to the full engine operation would be necessary immediately.
- the waiting period is set to a second waiting time span value.
- the threshold braking force is preferably constant, so it is not redetermined every time the switching variables are determined. However, an adjustment of the threshold braking force can be performed, which is decoupled from the determination of the switching variable or the waiting period.
- the threshold brake force is defined, for example, such that it corresponds to a medium-hard braking of the motor vehicle.
- the threshold braking force can be determined, for example, as a function of the speed of the motor vehicle. In particular, the higher the speed of the motor vehicle, the lower the threshold braking force.
- the waiting time period is now set to the second waiting time span value when the threshold braking force is exceeded by the currently actually present braking force or the default braking force.
- the waiting period is set to a third waiting period span value.
- the switchover from full engine operation to partial engine operation is delayed by the third waiting time span value. If the motor vehicle is on such a gradient, then it is likely that a high torque must be provided by the internal combustion engine in the short term, insofar as the setpoint torque is thus increased. Even if, at the moment, the target torque is covered by the partial engine operating torque, there is thus a high probability that this will only be the case for a limited time and therefore the partial engine operation would have to be quickly abandoned.
- the waiting period is set to a fourth waiting time span value.
- there is a gradient This makes it likely that a braking of the motor vehicle is to be performed, to which the internal combustion engine is placed in a fuel cut operation.
- An advantageous embodiment of the invention provides that the maximum threshold background gradient and / or the minimum threshold background gradient are determined as a function of the height.
- the above explanations are of particular importance when the motor vehicle is at high altitude, for example when driving over a pass of a mountain. The greater the altitude, the lower the specific power of the internal combustion engine, especially when it is operated in a suction mode. Thus, it is likely that the partial engine operating torque that can be provided in the partial engine operation is insufficient to cover the target torque. Accordingly, the aximal threshold background slope or minimum threshold background slope should be determined as a function of the height of the motor vehicle.
- the maximum threshold background slope is always greater than the minimum threshold background slope, where the maximum threshold background slope is typically greater than zero and the minimum threshold background slope is less than zero when the slope of a horizontal background is defined to be zero (eg, 0 °) , It may also be provided that when a maximum threshold request torque change rate is exceeded by the request torque change rate, the wait time period is set to a fifth wait time span value when the request torque is set by the driver. In the case of specifications of the torque requirement by the driver, for example by means of an accelerator pedal, a linear further movement of the accelerator pedal can be assumed to a good approximation when considering a certain period of time.
- the change from the partial engine operation to the full engine operation should be delayed by a waiting time period corresponding to the fifth waiting time span value.
- the waiting time period is set to a sixth waiting time span value when the demand torque is set by the driver.
- the expected required torque can be linearly approximated when viewed in the determined period.
- a decrease in the request torque that is a negative request torque change rate
- the waiting period is set to the sixth waiting time span value.
- the latter is only the case if the requirement torque is specified by the driver, but not in a default by a driver assistance device. The latter case will be discussed below.
- the waiting time period is set to a seventh wait time span value when the request torque is set by the driver assistance means.
- the waiting time period is increased is set an eighth waiting period value when the request torque is set by the driver assistance means.
- the waiting period is set to a ninth waiting period span value.
- Frequent accelerator pedal movements, in particular when considering a certain period of time, and correspondingly a frequent change in the default torque indicate a dynamic driving style of the driver. Therefore, it should now be provided that the threshold for triggering the deceleration is coupled in accordance with the ninth waiting time span value to the partial engine operating torque that can be maximally provided by the internal combustion engine in the partial engine operation.
- the request torque is averaged, that is, a request torque average value is compared with the partial engine operating torque. The mean value is formed from the request torque present at certain times in the specific time period in the past.
- the respective waiting time span value is constant or is determined from the difference of the parameter and the corresponding threshold value.
- the above-mentioned first to ninth waiting time span value can thus be set constant. However, this preferably means only that the respective waiting time span value is not redetermined every time the switching variable or the waiting period is determined. Rather, an adjustment of the waiting time span value can take place here as well, but decoupled from the determination of the switching variable or the waiting period.
- the waiting time span value is permanently selected to be constant.
- the respective waiting time span value can also be determined as a function of the parameter and of the corresponding threshold value, for example from its difference.
- the at least one recommendation variable may additionally or alternatively be provided.
- the recommendation size is usually a value between -1 and +1 (including these values), which indicates whether the change to the partial engine operation is beneficial.
- a recommendation size of "-1" means a negative judgment, "0" a neutral judgment, and "+1" a positive judgment.
- multiple recommendation sizes may be formed into a total recommendation size, which is then compared to the threshold value.
- the total recommendation size may be an average of the plurality of recommendation sizes or may be formed by normalization In the latter case, the recommendation sizes are added up, in particular by assigning a respective weighting factor to each of the recommendation sizes and the total recommendation size is formed by the number of recommendation sizes or by the total divided by the weighting factors.
- a statistical steering angle variable is determined from the steering angle, in particular the steering angle is averaged over a certain period of time to a steering angle mean value, and determined from one, in particular as a function of the speed and / or the longitudinal acceleration, further threshold steering angle and the steering angle variable or the steering angle mean the recommendation size is determined. It is therefore intended to determine a statistical variable of the steering angle - the steering wheel size.
- the steering angle variable can be present, for example, as a variance of the steering angle, as a variance-like function of the steering angle or as an average value of the steering angle. In the latter case, the steering angle is detected at certain times in the specific time period and the steering angle mean value is calculated therefrom.
- the specific time period is an immediately preceding, extending over a short period of time while driving the motor vehicle extending period.
- the steering angle variable is compared with the further threshold steering angle and the recommendation size is determined on the basis of this comparison.
- the recommendation variable is insofar the output value of a function which has the steering angle variable and the further threshold steering angle as input variables. Frequent steering movements in the near past, ie in the specific period of time, suggest a city traffic and / or stop-and-go operation, but this leads to frequent changes between full engine operation and partial engine operation For example, when the further threshold steering angle is exceeded by the steering angle variable, the recommendation size is set to a first recommendation value.
- the recommended size is determined from a threshold number determined in particular as a function of the speed and / or longitudinal acceleration and the number of braking processes.
- the number of braking operations has already been explained above.
- the threshold number is, for example, set constant or, alternatively, determined from a function which has the speed or the longitudinal acceleration as an input variable.
- the recommendation size is set to a second recommendation value. Frequent brake pedal operations, ie a high number of braking operations in the near past, as well as the frequent steering movements, make it possible to conclude city traffic or "stop-and-go" operation, thus preventing the change to partial engine operation.
- an acceleration reserve is determined from one or more of the parameters, a minimum acceleration reserve determined, and the recommendation size determined from the acceleration reserve and the minimum acceleration reserve.
- the acceleration reserve is calculated, for example, from a calculated or estimated vehicle mass, the driving resistance, the background gradient, the partial engine operating torque and the currently engaged driving gear or the current gear ratio.
- the acceleration reserve indicates which longitudinal acceleration the motor vehicle can reach with the aid of the partial engine operating torque on the basis of the currently existing operating conditions or environmental conditions. In this respect, the maximum tractive force achievable with the partial engine operating torque and the currently existing driving resistance, in particular from the above-mentioned variables, are determined.
- the difference between the tensile force and the driving resistance is proportional to the maximum longitudinal acceleration which can still be represented, that is to say the acceleration reserve.
- the minimum acceleration reserve is determined, which may for example be set constant or variable. In the latter case, it is determined, for example, from at least one of the parameters, wherein it depends in particular on the speed of the motor vehicle.
- the acceleration reserve should now at least correspond to the minimum acceleration reserve, so that a switchover to the partial engine operation is permitted. Therefore, it is provided that when the acceleration reserve is exceeded by the minimum acceleration reserve, the recommendation size is set to a third recommendation value, which is particularly negative. In this way, many can be short and above all high-load and thus fuel-intensive switching between the full engine operation and the partial engine operation and vice versa prevent.
- the longitudinal acceleration is averaged over a certain period of time into an acceleration mean value, the acceleration reserve determined from one or more of the parameters, and the recommendation size determined from the acceleration reserve and the acceleration mean value.
- the acceleration mean value should therefore be formed from the longitudinal acceleration in the manner already described above for the steering angle.
- the particular period is an immediately preceding period which extends over a short, constant period of time, for example 0.1s to 5s.
- the mean acceleration value represents the longitudinal acceleration retrieved in the past, in particular by the driver of the motor vehicle.
- the acceleration mean value is then compared with the acceleration reserve.
- the acceleration reserve is calculated, for example, in the manner described above.
- the longitudinal acceleration which is called up in the future and therefore the setpoint torque should correspond at least to the longitudinal acceleration retrieved in the specific time period. Therefore, it is provided in particular that when the acceleration reserve is exceeded by the acceleration mean value, the recommendation size is set to a further recommendation value.
- the average acceleration value it is of course also possible to form another suitable statistical variable of the longitudinal acceleration, in particular the longitudinal acceleration present in the specific time period. Such a variable is, for example, the variance of the longitudinal acceleration or at least a varianzähnliche function that can be determined with little computational effort.
- the recommendation variable is determined from the acceleration mean value and a threshold acceleration. Frequent changes in speed in the near past also suggest city traffic or "stop-and-go" operation, and the acceleration mean should be compared to the threshold acceleration, and in particular the recommendation magnitude should be exceeded if the threshold acceleration is exceeded by the acceleration average
- the threshold acceleration may be constant or adjusted from time to time.
- the recommendation variable is determined from a fuel cut-off readiness of the internal combustion engine. The fuel cut-off readiness is determined, for example, by a control unit of the internal combustion engine and means that an overrun fuel cutout is carried out in the near future, that is, the internal combustion engine is to be put into the fuel cut-off operation. If this is already known, the change from full engine operation to partial engine operation should be prevented. This is done, for example, by setting the recommendation size to a fifth recommendation value, which is negative. For example, the fifth recommendation value may be -1.
- the current position of the motor vehicle is used. If, for example, it is found that the motor vehicle on a driving route desired by the driver soon results in a situation which satisfies one of the aforementioned conditions, then the waiting period or the recommendation variable can be chosen such that switching from partial engine operation to full engine operation is prevented becomes. This may be provided, for example, if the navigation data in combination with the current position of the motor vehicle indicate that the motor vehicle is shortly passing a background having a background gradient that exceeds the maximum threshold background gradient or falls below the minimum threshold background gradient. Likewise, for example, traffic volume data can be used to determine whether the motor vehicle will soon encounter city traffic or stop-and-go traffic, but these possibilities are to be understood as merely exemplary Be provided all the above conditions.
- lateral acceleration and / or a suitable statistical variable formed from the lateral acceleration in particular the variance of the lateral acceleration, to be used to determine the waiting time span and / or the recommendation variable.
- a high lateral acceleration indicates cornering of the motor vehicle. According to the above statements regarding the steering angle to be prevented according to the change between full engine operation and partial engine operation. For example, a sufficiently high waiting period or an appropriate recommendation size if the lateral acceleration or the statistical quantity exceeds a threshold lateral acceleration.
- a development of the invention provides that a decision module is provided for determining the switching variables, with which the waiting period and / or the recommendation size are provided by the at least one evaluation module.
- the decision module thus receives the input variable, the at least one waiting period and / or the at least one recommendation variable. It then checks, in particular by means of the timekeeper, whether the at least one waiting period has already expired. Additionally or alternatively, it is checked whether the recommendation size or the overall recommendation size formed from a plurality of recommendation sizes exceeds the threshold value. If this is the case, the switching variable is set, ie provided with the value "1.” Otherwise, the switching variable is deleted and set to "0". The switching variable determined in this way is then provided by the evaluation module as an output variable, for example a control unit of the internal combustion engine.
- a development of the invention provides that a plurality of waiting periods are provided and the switching variable is set only after all waiting periods have elapsed and / or there are several recommendation variables, the weights are combined into a total recommended size, and only if the threshold is exceeded by the total recommended variable Switching variable is set.
- a corresponding procedure has already been mentioned above. It can be provided, for example, that a total waiting period is formed from the plurality of waiting periods, in particular by setting the total waiting period equal to the largest of the plurality of waiting periods.
- the total recommendation variable it may be provided to define it as the average of the multiple recommendation variables. Alternatively, the total recommendation size may be defined, for example, by normalization as the sum of the plurality of recommendation sizes defined by the number of recommendation sizes.
- each of the recommendation variables is assigned a weighting coefficient or weighting factor. This multiplies each recommendation size and adds the results of the multiplications. The result of the addition is again divided by the sum of all weighting coefficients, so that the total recommendation size is in weighted form.
- a weighting coefficient or weighting factor This multiplies each recommendation size and adds the results of the multiplications. The result of the addition is again divided by the sum of all weighting coefficients, so that the total recommendation size is in weighted form.
- another suitable statistical size such as the variance of the size, can be used.
- the waiting period is preferably reset, in particular set to zero, if it is not set to the waiting period value.
- the recommendation size should be set to a neutral value, in particular zero, or a positive value if it is not set to the recommendation value.
- the said threshold values, waiting time span values, recommendation values, weighting coefficients and / or parameters for the means are set to be driver-specific.
- the stated values are thus stored for each driver, for example in a non-volatile memory, and are provided for the procedure before the journey.
- the threshold values, waiting time span values, recommended values, weighting coefficients and / or parameters for the ⁇ means during a drive of the motor vehicle to the respective driver be adjusted.
- said values are read from the nonvolatile memory, for example, and provided to the method. While driving, the values are now adjusted to maximize fuel economy by optimizing the values. After the journey, in particular when the internal combustion engine is switched off, the values are written back into the non-volatile memory in order to be available for a subsequent trip.
- a refinement of the invention provides that the parameter is filtered and / or smoothed before determining the switching variables, in particular before determining the waiting period and / or the recommendation size. In this way it can be prevented that jumps in the parameter adversely affect the determined switching variable. If several parameters are provided, then at least one of the parameters is filtered or smoothed. However, this preferably applies to all of the parameters used.
- a development of the invention provides that is already changed from the partial engine operation in the full engine operation when that of the internal combustion engine in the Partial engine operation can be provided partial engine operating torque is less than the set on the engine target torque. Accordingly, it is irrelevant for the decision whether to switch from the partial engine operation in the full engine operation, which value has the switching variable.
- the change is solely dependent on whether the partial engine operating torque covers the target torque or the specified torque. As soon as the desired torque or the preset torque becomes greater than the partial engine operating torque, the engine is switched from the partial engine operation to the full engine operation.
- the invention further relates to an internal combustion engine of a motor vehicle having a plurality of cylinders, in particular for carrying out the method according to the preceding embodiments, wherein the internal combustion engine has means to fully operate the cylinders in a full engine operation and partly shut off in a partial engine operation, wherein it is provided from the Full engine operation only to switch to the partial engine operation when a partial engine operating torque that can be provided by the internal combustion engine in the partial engine operation is greater than or equal to a setpoint torque set on the internal combustion engine. It is provided that for the change from the full engine operation in the partial engine operation additionally determined depending on at least one specific parameter of the internal combustion engine and / or the motor vehicle switching variable must be set.
- the internal combustion engine advantageously serves to implement the described method.
- the internal combustion engine is equipped to perform the cylinder deactivation and has for this purpose the means to operate the cylinders either in the full engine operation voll Congress Congressig or partially off in the partial engine operation.
- the internal combustion engine presented here has the advantage that the fuel consumption is further reduced by the overall efficiency of the internal combustion engine is increased. This is done by preventing the switch from full engine operation to partial engine operation if the operating conditions are likely not to permit the advantageous execution of the partial engine operation over the payback time.
- FIG. 1 shows a schematic representation of a method for operating an internal combustion engine of a motor vehicle having a plurality of cylinders, which is provided for carrying out a full engine operation and a partial engine operation,
- FIG. 2 is a diagram in which the operation of the method according to the invention is illustrated.
- FIG. 3 shows a diagram in which the number of switching from the full engine operation in the partial engine operation over the duration of the partial engine operation is plotted.
- the internal combustion engine has a plurality of cylinders, which are operated completely in a full engine operation. If, however, the internal combustion engine is used in a partial engine operation, then at least one of the cylinders is switched off. In the partial engine operation, the torque which can be provided by the internal combustion engine is reduced in comparison to a maximum torque of the internal combustion engine. The torque that can be provided in the partial engine operation is referred to as the partial engine operating torque.
- the inventive method for operating the internal combustion engine has evaluation modules 1 to 4, which each have at least one input 6, to which the evaluation modules 1 to 4 at least one parameter (block 7) is provided as input.
- the parameter is, for example, a speed of the motor vehicle, a (longitudinal) acceleration of the motor vehicle, a lateral acceleration of the motor vehicle, a request torque from a driver of the motor vehicle and / or a driver assistance device, a request torque change rate, a steering angle, a steering angle change rate, a braking force Default brake force from the driver and / or the driver assistance device, a number of braking operations in a certain period, a currently set driving gear, a background gradient of a background of the motor vehicle, a height of the motor vehicle above normal altitude, a driving resistance of the motor vehicle or a signal state, in particular a turn signal state ,
- Each of the evaluation modules 1 to 4 is provided with at least one of these parameters.
- Each of the evaluation modules 1 to 4 has at least one output 8 and / or one output 9. At the output 8, a waiting time is provided in each case and at the output 9 a recommendation variable is provided as output variable. The output quantity in turn serves as input for a decision mode. dul 10, which has corresponding inputs 1 1 and 12.
- the decision module
- the waiting times are preferably given in seconds, while the recommendation sizes are given as dimensionless normalized values between -1 and 1 or 0 and 1, where the smaller value means that the partial engine operation should rather not be initiated.
- the greater value stands for a positive assessment.
- the evaluation module 1 is, for example, a "city recognition" and / or "stop-and-go" assessment module.
- the steering angle, the braking force of a steering angle averaged over a certain period of time, and the number of braking operations in the specific period of time are used as input variables. If the steering angle exceeds a certain threshold steering angle, a waiting period ⁇ ⁇ is set to a first waiting time span value V V i. If the braking force exceeds a certain threshold braking force, a waiting period V 2 is set to a second waiting time span value V 2. At the same time, the steering angle should be averaged over the given period to a steering angle mean.
- a recommendation variable is set to a first recommendation value E V i. It is also determined whether the number of braking operations in the specific time period exceeds a threshold number, which is also determined, for example, as a function of the speed of the motor vehicle. If this is the case, then a recommendation variable E 2 is set to a second recommendation value E y2
- a waiting period V 3 is set to a third waiting time span value V V 3.
- a Waiting time span V 4 is set to a fourth waiting time span value V 4.
- the acceleration reserve corresponds to the longitudinal acceleration, which can reach the motor vehicle with the help of the partial engine operating torque maximum.
- a minimum acceleration reserve is determined, which should be achievable even after switching to the partial engine operation.
- the minimum acceleration reserve is, for example, constant or is determined variably in a suitable manner. If the minimum acceleration reserve is greater than the acceleration reserve, then a recommendation variable E 3 is set to a third recommendation value E V 3. Of course, it may also be provided to set the recommendation size E 3 if the acceleration reserve is greater than the minimum acceleration reserve. Alternatively or additionally, the longitudinal acceleration over the specific period in the immediate past is averaged to an acceleration mean value. If the acceleration average exceeds the acceleration reserve, a recommendation variable ⁇ 3 ⁇ is set to a recommendation value E V y.
- the evaluation module 3 relates to a change in the vehicle speed and is referred to as a "vehicle speed change" evaluation module 11.
- the acceleration mean value described above is compared with a threshold acceleration If the acceleration mean value exceeds the threshold acceleration, a recommendation quantity E 4 is set to a fourth recommendation value E V4 .
- a waiting time period becomes large V 5 is set to a fifth waiting time span value V V 5.
- a waiting time period V 6 is set to a sixth waiting time span value V 6.
- a War V 7 be set to a seventh waiting period value V w and / or falls below the originallyschwellen request torque change rate by the request torque change rate a waiting period V 8 to a5.3 Wartezeitspannenwert
- a recommendation variable E 5 is set to a fifth recommendation value E V 5, which is particularly negative.
- a waiting period V 9 is set to a ninth waiting time span value V V 9 by a request torque predetermined by the driver or the driver assistance device.
- a total recommendation variable E is calculated from all recommendation variables E 1 to E 5 , preferably using weighting coefficients for the individual recommendation variables E 1 to E 5 . If all waiting periods have expired and the total recommendation size exceeds a certain threshold value, then the switching variable is set. Otherwise, the switching variable is reset. It is now envisaged that may only be changed from the full engine operation in the partial engine operation, if both the providable in the partial engine operation of the engine partial engine operating torque is greater than or equal to the set target engine torque and the switching variable is set.
- the waiting time span values V Vx and / or the recommended values E Vx are constant. In this case, they are chosen such that, with average operation of the internal combustion engine, the fuel saving due to the partial engine operation is maximum.
- the values mentioned or at least one of the values are variable and are tailored to the driver matched the motor vehicle.
- an optimization operation or learning operation is carried out, during which the values are varied in such a way that the fuel economy increases.
- such an approach may, of course, additionally or alternatively be applied to the thresholds, weighting coefficients and / or the parameters for averaging or forming the averages described above.
- a parameter is, for example, the specific period, the number of times that are considered in the period, or the like.
- FIG. 2 shows a diagram in which the operation of the method is clarified.
- curves 14, 15 and 16 are shown over time, which can assume only two states, namely "0" and "1".
- the course 14 indicates during operation of the internal combustion engine whether the partial engine operating torque is greater than or equal to the target torque. This is the case between the times t 0 and t 2 as well as t 3 and t 4 .
- the course 16 shows the state of the switching variables. It becomes clear that this is set only in the period between and t 2 .
- the course 16 finally indicates whether the internal combustion engine is in the partial engine operation, that is, whether a cylinder deactivation is performed.
- the partial engine operation is performed only in the period between ti and t 2.
- the performance would be based solely on consideration of the partial engine operating torque and the desired torque
- the partial engine operation is possible also in the period between t 3 and t 4. This period is much shorter than that between W and t 2. This is detected by the inventive method before the start of the period appraising and accordingly not set switching variable. the implementation the cylinder deactivation, ie the operation of the internal combustion engine in the partial engine operation over the short period between t 3 and t 4 is prevented in this respect.
- FIG. 3 shows a diagram in which the number n of switching from the full engine operation in the partial engine operation over the duration At of the partial engine operation is plotted.
- the payback period ⁇ t is not constant but depends on an operating state or load point of the internal combustion engine. For periods At at shorter than the payback period, so left of the line 17, the switch from the full engine operation in the partial engine operation is not useful because no fuel economy can be achieved.
- the execution of the partial engine operation makes sense.
- a graph 18 now shows the frequency of switching between the full engine operation in the partial engine operation in a conventional method of operating the internal combustion engine, in which only considered whether the engine part operating torque is greater than or equal to the target torque. It is clear that very often a short-term partial engine operation is performed. If, in contrast, the method described above is used, then a profile 19 can be achieved in which the frequency of the partial engine operation with a duration M which is less than the payback period is significantly reduced.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Hybrid Electric Vehicles (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
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DE102011122528.9A DE102011122528B4 (de) | 2011-12-27 | 2011-12-27 | Verfahren zum Betreiben einer Brennkraftmaschine eines Kraftfahrzeugs sowie entsprechende Brennkraftmaschine |
PCT/EP2012/005002 WO2013097921A1 (de) | 2011-12-27 | 2012-12-05 | Verfahren zum betreiben einer brennkraftmaschine, um das zu häufige pendeln zwischen mindestens zwei betriebsmodi zu vermeiden |
Publications (2)
Publication Number | Publication Date |
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EP2798180A1 true EP2798180A1 (de) | 2014-11-05 |
EP2798180B1 EP2798180B1 (de) | 2016-03-23 |
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Application Number | Title | Priority Date | Filing Date |
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EP12810076.5A Active EP2798180B1 (de) | 2011-12-27 | 2012-12-05 | Verfahren zum betreiben einer brennkraftmaschine, um das zu häufige pendeln zwischen mindestens zwei betriebsmodi zu vermeiden |
Country Status (6)
Country | Link |
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US (1) | US9523314B2 (de) |
EP (1) | EP2798180B1 (de) |
CN (1) | CN104136752B (de) |
DE (1) | DE102011122528B4 (de) |
ES (1) | ES2569192T3 (de) |
WO (1) | WO2013097921A1 (de) |
Families Citing this family (11)
Publication number | Priority date | Publication date | Assignee | Title |
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JP6321532B2 (ja) * | 2014-11-28 | 2018-05-09 | 株式会社デンソー | 車両の走行制御装置 |
KR101704220B1 (ko) * | 2015-06-22 | 2017-02-07 | 현대자동차주식회사 | 하이브리드 차량의 엔진 전부하 모드 진입 제어 방법 |
DE102016001399B4 (de) | 2016-02-06 | 2020-09-17 | Audi Ag | Verfahren und Vorrichtung zum Betreiben einer Antriebsvorrichtung, Antriebsvorrichtung |
CN114087075B (zh) * | 2016-06-09 | 2024-04-09 | 福特环球技术公司 | 用于控制汽缸模式变化的频繁程度的系统和方法 |
CN108200772A (zh) * | 2016-09-09 | 2018-06-22 | 马自达汽车株式会社 | 车辆的控制装置 |
DE102016125607A1 (de) * | 2016-12-23 | 2018-06-28 | Volkswagen Aktiengesellschaft | Verfahren zum Betreiben eines Antriebssystems, Antriebssystem und Kraftfahrzeug |
JP6399475B2 (ja) * | 2017-03-17 | 2018-10-03 | マツダ株式会社 | 車両の制御装置 |
JP6443828B2 (ja) * | 2017-03-17 | 2018-12-26 | マツダ株式会社 | 車両の制御装置 |
US11920530B2 (en) | 2019-08-05 | 2024-03-05 | Cummins Inc. | Delaying cylinder reactivation |
CN111140387B (zh) * | 2019-11-19 | 2022-06-28 | 潍柴动力股份有限公司 | 断缸模式切换的控制方法 |
US11459965B2 (en) * | 2020-05-06 | 2022-10-04 | Tula Technology, Inc. | Exhaust gas recirculation flow control for reducing emissions with variable displacement internal combustion engines |
Family Cites Families (13)
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JPS60138235A (ja) | 1983-12-27 | 1985-07-22 | Toyota Motor Corp | エンジンの分割運転制御装置 |
US6895941B2 (en) * | 2001-05-03 | 2005-05-24 | General Motors Corporation | Method and apparatus for a variable displacement internal combustion engine |
US6619258B2 (en) * | 2002-01-15 | 2003-09-16 | Delphi Technologies, Inc. | System for controllably disabling cylinders in an internal combustion engine |
JP4167124B2 (ja) * | 2003-05-16 | 2008-10-15 | 本田技研工業株式会社 | 気筒休止内燃機関の制御装置 |
JP3701660B2 (ja) * | 2003-07-04 | 2005-10-05 | 本田技研工業株式会社 | ハイブリッド車両の制御装置 |
US6874462B2 (en) * | 2003-07-24 | 2005-04-05 | General Motors Corporation | Adaptable modification of cylinder deactivation threshold |
JP3915771B2 (ja) * | 2003-11-07 | 2007-05-16 | トヨタ自動車株式会社 | 機関出力トルク参照式多気筒内燃機関減筒制御装置 |
US7076347B2 (en) * | 2004-01-23 | 2006-07-11 | General Motors Corporation | Brake booster vacuum sensor diagnostic |
DE102005042846B4 (de) | 2005-09-09 | 2014-07-24 | Robert Bosch Gmbh | Verfahren und Vorrichtung zum Betreiben einer Antriebseinheit |
US7572204B2 (en) | 2005-12-22 | 2009-08-11 | Ford Global Technologies, Llc | System and method to reduce stall during deceleration fuel shut off |
US7621252B2 (en) | 2008-02-01 | 2009-11-24 | Gm Global Technology Operations, Inc. | Method to optimize fuel economy by preventing cylinder deactivation busyness |
US8813720B2 (en) * | 2010-01-27 | 2014-08-26 | Denso Corporation | Cylinder deactivation EMS control |
WO2011125167A1 (ja) * | 2010-04-05 | 2011-10-13 | トヨタ自動車株式会社 | 内燃機関の制御装置 |
-
2011
- 2011-12-27 DE DE102011122528.9A patent/DE102011122528B4/de not_active Withdrawn - After Issue
-
2012
- 2012-12-05 CN CN201280070786.3A patent/CN104136752B/zh active Active
- 2012-12-05 US US14/369,098 patent/US9523314B2/en active Active
- 2012-12-05 WO PCT/EP2012/005002 patent/WO2013097921A1/de active Application Filing
- 2012-12-05 ES ES12810076.5T patent/ES2569192T3/es active Active
- 2012-12-05 EP EP12810076.5A patent/EP2798180B1/de active Active
Non-Patent Citations (1)
Title |
---|
See references of WO2013097921A1 * |
Also Published As
Publication number | Publication date |
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US20140373810A1 (en) | 2014-12-25 |
ES2569192T3 (es) | 2016-05-09 |
DE102011122528B4 (de) | 2016-09-08 |
DE102011122528A1 (de) | 2013-06-27 |
CN104136752B (zh) | 2017-03-08 |
WO2013097921A1 (de) | 2013-07-04 |
CN104136752A (zh) | 2014-11-05 |
EP2798180B1 (de) | 2016-03-23 |
US9523314B2 (en) | 2016-12-20 |
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