EP3066325A1 - Method for attenuating a curative smoothing torque in the event of activation of an idling speed control valve and corresponding engine computer - Google Patents

Method for attenuating a curative smoothing torque in the event of activation of an idling speed control valve and corresponding engine computer

Info

Publication number
EP3066325A1
EP3066325A1 EP14805988.4A EP14805988A EP3066325A1 EP 3066325 A1 EP3066325 A1 EP 3066325A1 EP 14805988 A EP14805988 A EP 14805988A EP 3066325 A1 EP3066325 A1 EP 3066325A1
Authority
EP
European Patent Office
Prior art keywords
engine
regulator
curative
torque
speed
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
EP14805988.4A
Other languages
German (de)
French (fr)
Other versions
EP3066325B1 (en
Inventor
Juliette CHARLES
Mathieu THOMAS
Franck ZUMELLA
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.)
PSA Automobiles SA
Original Assignee
Peugeot Citroen Automobiles SA
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 Peugeot Citroen Automobiles SA filed Critical Peugeot Citroen Automobiles SA
Publication of EP3066325A1 publication Critical patent/EP3066325A1/en
Application granted granted Critical
Publication of EP3066325B1 publication Critical patent/EP3066325B1/en
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
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/16—Introducing closed-loop corrections for idling
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1497—With detection of the mechanical response of the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/1413—Controller structures or design
    • F02D2041/1418—Several control loops, either as alternatives or simultaneous
    • 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
    • F02D2200/101—Engine speed
    • 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
    • F02D2200/60—Input parameters for engine control said parameters being related to the driver demands or status
    • F02D2200/602—Pedal position
    • 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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0215—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission
    • F02D41/0225—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission in relation with the gear ratio or shift lever position

Definitions

  • the present invention relates to a method of attenuating a curative pleasure couple in case of activation of an idle speed controller and the corresponding engine computer.
  • the invention finds a particularly advantageous application in the field of control control of vehicles equipped with a power train formed by a gasoline or diesel engine and a manual gearbox (BVM), automated (BVA), driven (BVMP) or double clutch (DCT).
  • BVM manual gearbox
  • BVA automated
  • BVMP driven
  • DCT double clutch
  • Such vehicles are equipped with a motor computer to automatically adapt the operating point of each of the vehicle components, in particular the engine, to meet the will of the driver in terms of requested torque.
  • the computer implements two types of requested torque filtering performed using a preventive approval module and a curative approval regulator.
  • the preventive approval module thus ensures a filtering of the target torque corresponding to the will of the driver in order to pass the engine games by limiting the jolts of the drive chain as much as possible.
  • Motor games are known as the torsion of the transmission elements between the moment when the heat engine lands on its holds and the moment when the heat engine drives the vehicle.
  • the engine games thus correspond to the applied torque for which neither the engine nor the wheels train each other during a transient phase of acceleration.
  • the curative amenity regulator can mitigate any oscillations of the engine speed resulting from the passage of engine games. For this purpose, it generates a torque in opposition of phase with the oscillations of the engine speed.
  • an idle speed regulator maintains a speed to prevent the setting of the engine and ensure the torque demand accessories.
  • Some situations of life may require the coupling of the curative regulator and the regulator of idling. For example, if the vehicle is idling driven, the idle controller applies a certain regulation to maintain the engine speed. engine at a given threshold. If, during this regulation, there is for example a change in the slope of the road resulting in an increase in the engine speed at idle driven, this increase generates disturbances which have repercussions on the engine speed. As the curative regulator is also a regulator having an effect on the engine speed, it is triggered to reject a given oscillation frequency.
  • the simultaneous activation of the two regulators is to be avoided insofar as there is a significant risk of stalling due to the torque taken by the curative regulator.
  • the two regulators are activated simultaneously at frequencies relatively close to each other, the two regulators will mutually disrupt and self-power regime oscillations.
  • the priority idle controller on the curative approval regulator, so that the curative approval regulator is disabled if the two regulators want to correct the engine speed.
  • the idle speed regulator does not allow to reject the oscillation frequencies of the engine speed which will then be perceptible by the occupants of the vehicle, which deteriorates the driving pleasure.
  • the document FR2879664 teaches to prioritize variable the idle speed regulator, either upward (so as to increase the idle setpoint if the losses increase for example) or down (so as to prioritize another regulator compared to the idle setpoint). However, this does not allow to maintain a minimum of approval while avoiding causing stalling of the engine.
  • the invention aims to effectively overcome these disadvantages by providing a torque control method of a heat engine equipped with a first regulator, said idle speed regulator, capable of generating a torque idle to maintain a set idle speed determined to avoid stalling of said engine and a second regulator, said curative amenity regulator adapted to compensate for a steady-state oscillation of the engine by applying a corrective torque in opposition to the engine speed, characterized in that in case of simultaneous activation of the idle speed regulator and the curative approval regulator, said method comprises the step of attenuating without canceling, unless there is a risk of stalling of the heat engine, said corrective torque produced by said curative amenity regulator.
  • the invention thus ensures a reduction of the rpm oscillations without disturbing the action of the idle speed regulator, which makes it possible to improve driving comfort when simultaneously activating the idle speed regulator and the speed regulator. healing approval.
  • the invention also has the advantage of not introducing significant additional implementation cost, insofar as it only requires a software update of the engine ECU incorporating the functionalities of the curative regulator and the regulator of idling.
  • the attenuation of the correction torque is performed by applying a weighting coefficient.
  • a weighting coefficient makes it possible not to degrade the effectiveness of the curative approval regulator because of the conservation of the phase and the oscillation frequency of the correction torque.
  • the weighting coefficient is calibrated as a function of a gear ratio of the gearbox, a difference between the engine speed and the idle speed setpoint, and a load of the engine requested by the driver, for example via the accelerator pedal.
  • said method comprises the step of applying a constant weighting coefficient for a period of time. activating said curative amenity regulator.
  • said method comprises the step of applying a decreasing weighting coefficient for a period of time. activation of the curative amenity regulator.
  • the weighting coefficient is preferably decreasing linearly.
  • said curative approval regulator is disabled by applying a zero weighting coefficient on the corrective torque.
  • the threshold is for example of the order of 100 revolutions per minute.
  • the invention also relates to a motor vehicle engine computer having a memory storing software instructions for implementing the torque control method of a heat engine according to the invention.
  • Figure 1 is a schematic functional representation of a control system of the torque control of a thermal power train implementing the method according to the present invention
  • FIG. 2 represents time diagrams representing the activation state of the idle speed regulator, the curative approval regulator and the corrective torque applied by the curative regulator during an implementation of the method according to the present invention. invention.
  • Figure 1 shows a system 1 for managing the torque control of a heat engine integrated in a memory of a motor computer in the form of software instructions.
  • This system 1 comprises a driver interpretation module 2 capable of determining a set torque Ce.
  • the system 1 also comprises a preventive approval module 3 and an idle controller 4 interacting with a torque coordination module 5, which is in connection with a curative approval regulator 6 which provides a torque Cf to the engine.
  • the module 2 determines a torque Ce, said torque setpoint, from the engine speed Wm, gear ratio R engaged and the position Pp of the accelerator pedal actuated by the driver to to transcribe the will of the driver.
  • the set torque This is then filtered using the preventive approval module 3 to minimize jolts during the passage of engine games.
  • the module 3 initially determines a preventive torque Cp which is then translated into a torque, said torque indicated Ci, taking into account the losses of the motor.
  • the torque Cpm of engine losses is the torque needed by the engine to drive the vehicle forward. This torque Cpm of engine losses takes into account in particular the friction of the engine as well as the losses related to the accessories, such as the alternator.
  • a cral slow motion torque is generated by the idle speed controller 4.
  • This cral idle torque aims to maintain a Wral idle speed setpoint in certain life situations to avoid stalling the engine.
  • the Wral idle speed setpoint is greater than 600 rpm.
  • This torque Cral is coordinated with the torque Ci via the module 5. This results in the actual torque This sent to the curative approval regulator 6.
  • the curative amenity regulator 6 then monitors the evolution of the engine speed Wm and compensates for an eventual oscillation of the engine speed by applying a corrective torque Ccor in phase opposition with the engine speed Wm.
  • the torque Ccor is then coordinated with the engine. This couple to transmit the final torque Cf to the engine.
  • the torque Cf is converted by the engine control unit into control of the various engine components, such as, for example, a quantity of fuel to be injected into the cylinders, the efficiency of the ignition advance, etc.
  • the corrective torque level Ccor applied by the curative approval regulator 6 is described below as a function of the state (activated or deactivated) of the idling regulator 4 as well as of the detection of life situations in which there is a risk of stalling the engine.
  • the correction torque Ccor produced by the curative approval regulator 6 is attenuated.
  • a weighting coefficient P is applied to the correction torque Ccor.
  • Such a coefficient P allows the corrective correction Ccor to maintain its frequency and its phase to compensate for the oscillations Wm regime while having a lower efficiency to avoid a risk of stalling the engine.
  • the weighting coefficient P between 0 and 1 may be determined in a map according to the gearbox ratio R engaged, a gap E between the engine speed Wm and the idle speed reference Wral, and a load of the heat engine solicited by the driver, for example via the accelerator pedal.
  • a decreasing weighting coefficient P may be applied during the activation time of the curative approval regulator 6.
  • This weighting coefficient P is preferably decreasing linearly.
  • the curative amenity regulator 6 is then deactivated by applying a zero weighting coefficient on the healing couple Ccor.
  • the threshold S1 is for example of the order of 100 revolutions / min for example.
  • the curative approval regulator 6 is also deactivated if the traction chain is open (disengaged). For this purpose, a Dch data item relating to the condition of the traction chain is supplied to the curative approval regulator 6 so that the latter can take this into account in order to adapt its operation.
  • the corrective torque Ccor is applied normally, that is to say with a coefficient weighting equal to 1.

Landscapes

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

Abstract

The invention mainly relates to a method for controlling the torque of a heat engine provided with a first governor (4), referred to as idling speed control valve, capable of generating an idling torque (Cral) intended for maintaining a predetermined set idling speed (Wral) such as to prevent said heat engine from stalling, and a second governor (6), referred to as a curative smoothing governor, capable of compensating for an oscillation in the speed of the heat engine (Wm) by applying a corrective torque in phase opposition with the speed of the heat engine (Wm), characterised in that in the event of simultaneous activation of the idling speed control valve (4) and the curative smoothing governor (6), said method comprises the step of attenuating said corrective torque produced by said curative smoothing governor (6) without cancelling same unless there is a risk of the heat engine stalling. The invention also relates to the corresponding engine computer.

Description

PROCEDE D'ATTENUATION D'UN COUPLE D'AGREMENT CURATIF EN CAS D'ACTIVATION D'UN REGULATEUR DE RALENTI ET CALCULATEUR  METHOD OF ATTENUATING A CURATIVE APPROVAL TORQUE IN CASE OF ACTIVATION OF AN IDLE-REGULATOR AND CALCULATOR
MOTEUR CORRESPONDANT  CORRESPONDING MOTOR
[0001 ] La présente invention porte sur un procédé d'atténuation d'un couple d'agrément curatif en cas d'activation d'un régulateur de ralenti ainsi que sur le calculateur moteur correspondant. L'invention trouve une application particulièrement avantageuse dans le domaine du contrôle de commande des véhicules équipés d'un groupe motopropulseur formé par un moteur thermique à essence ou diesel et une boîte de vitesses de type manuelle (BVM), automatisée (BVA), pilotée (BVMP) ou à double embrayage (DCT). [0002] De tels véhicules sont équipés d'un calculateur moteur permettant d'adapter de manière automatique le point de fonctionnement de chacun des organes du véhicule, en particulier le moteur thermique, afin de respecter la volonté du conducteur en termes de couple demandé. Pour obtenir un agrément de conduite optimal, le calculateur met en œuvre deux types de filtrage du couple demandé réalisés à l'aide d'un module d'agrément préventif et d'un régulateur d'agrément curatif. The present invention relates to a method of attenuating a curative pleasure couple in case of activation of an idle speed controller and the corresponding engine computer. The invention finds a particularly advantageous application in the field of control control of vehicles equipped with a power train formed by a gasoline or diesel engine and a manual gearbox (BVM), automated (BVA), driven (BVMP) or double clutch (DCT). Such vehicles are equipped with a motor computer to automatically adapt the operating point of each of the vehicle components, in particular the engine, to meet the will of the driver in terms of requested torque. To obtain optimum driving pleasure, the computer implements two types of requested torque filtering performed using a preventive approval module and a curative approval regulator.
[0003] Le module d'agrément préventif assure ainsi un filtrage du couple de consigne correspondant à la volonté du conducteur afin de passer les jeux moteur en limitant au maximum les à-coups de la chaîne de traction. On appelle jeux moteur le phénomène de torsion des éléments de transmission entre le moment où le moteur thermique se pose sur ses cales et le moment où le moteur thermique entraîne le véhicule. Les jeux moteur correspondent ainsi au couple appliqué pour lequel ni le moteur thermique ni les roues ne s'entraînent mutuellement lors d'une phase transitoire d'accélération. The preventive approval module thus ensures a filtering of the target torque corresponding to the will of the driver in order to pass the engine games by limiting the jolts of the drive chain as much as possible. Motor games are known as the torsion of the transmission elements between the moment when the heat engine lands on its holds and the moment when the heat engine drives the vehicle. The engine games thus correspond to the applied torque for which neither the engine nor the wheels train each other during a transient phase of acceleration.
[0004] Le régulateur d'agrément curatif permet d'atténuer les éventuelles oscillations du régime moteur résultantes du passage des jeux moteur. A cet effet, il génère un couple en opposition de phase avec les oscillations du régime moteur. The curative amenity regulator can mitigate any oscillations of the engine speed resulting from the passage of engine games. For this purpose, it generates a torque in opposition of phase with the oscillations of the engine speed.
[0005] Par ailleurs, lors de certaines phases dans lesquelles le conducteur ne sollicite pas l'accélérateur, un régulateur de ralenti permet de maintenir un régime afin d'éviter le calage du moteur thermique et d'assurer la demande en couple des accessoires. Moreover, during certain phases in which the driver does not request the accelerator, an idle speed regulator maintains a speed to prevent the setting of the engine and ensure the torque demand accessories.
[0006] Certaines situations de vie peuvent solliciter le couplage du régulateur d'agrément curatif et du régulateur de ralenti. A titre d'exemple, si le véhicule est en ralenti entraîné, le régulateur de ralenti applique une certaine régulation de manière à maintenir le régime moteur à un seuil donné. Si, pendant cette régulation, il y a par exemple un changement de pente de la route générant une augmentation du régime moteur en ralenti entraîné, cette augmentation génère des perturbations qui se répercutent sur le régime moteur. Comme le régulateur d'agrément curatif est aussi un régulateur ayant un effet sur le régime du moteur, il se déclenche afin de rejeter une fréquence d'oscillation donnée. Some situations of life may require the coupling of the curative regulator and the regulator of idling. For example, if the vehicle is idling driven, the idle controller applies a certain regulation to maintain the engine speed. engine at a given threshold. If, during this regulation, there is for example a change in the slope of the road resulting in an increase in the engine speed at idle driven, this increase generates disturbances which have repercussions on the engine speed. As the curative regulator is also a regulator having an effect on the engine speed, it is triggered to reject a given oscillation frequency.
[0007] Cependant, l'activation simultanée des deux régulateurs est à éviter dans la mesure où il existe un risque important de calage du fait du prélèvement de couple effectué par le régulateur curatif. En outre, si les deux régulateurs sont activés simultanément à des fréquences relativement proches l'une de l'autre, les deux régulateurs vont se perturber mutuellement et autoalimenter les oscillations de régime. However, the simultaneous activation of the two regulators is to be avoided insofar as there is a significant risk of stalling due to the torque taken by the curative regulator. In addition, if the two regulators are activated simultaneously at frequencies relatively close to each other, the two regulators will mutually disrupt and self-power regime oscillations.
[0008] Pour éviter ces problèmes, il est connu de rendre le régulateur de ralenti prioritaire sur le régulateur d'agrément curatif, en sorte que le régulateur d'agrément curatif est désactivé si les deux régulateurs veulent corriger le régime moteur. Toutefois, le régulateur de ralenti ne permet pas de rejeter les fréquences d'oscillation du régime du moteur qui seront alors perceptibles par les occupants du véhicule, ce qui détériore l'agrément de conduite. To avoid these problems, it is known to make the priority idle controller on the curative approval regulator, so that the curative approval regulator is disabled if the two regulators want to correct the engine speed. However, the idle speed regulator does not allow to reject the oscillation frequencies of the engine speed which will then be perceptible by the occupants of the vehicle, which deteriorates the driving pleasure.
[0009] Le document FR2879664 enseigne de prioriser de manière variable le régulateur de ralenti, soit à la hausse (de façon à augmenter la consigne de ralenti si les pertes augmentent par exemple) ou soit à la baisse (de façon à prioriser un autre régulateur par rapport à la consigne de ralenti). Toutefois, cela ne permet pas de conserver un minimum d'agrément tout en évitant de provoquer le calage du moteur thermique. The document FR2879664 teaches to prioritize variable the idle speed regulator, either upward (so as to increase the idle setpoint if the losses increase for example) or down (so as to prioritize another regulator compared to the idle setpoint). However, this does not allow to maintain a minimum of approval while avoiding causing stalling of the engine.
[0010] L'invention vise à remédier efficacement à ces inconvénients en proposant un procédé de commande en couple d'un moteur thermique équipé d'un premier régulateur, dit régulateur de ralenti, apte à générer un couple de ralenti visant à maintenir une consigne de régime de ralenti déterminée pour éviter un calage dudit moteur thermique et un deuxième régulateur, dit régulateur d'agrément curatif apte à compenser une oscillation de régime du moteur thermique en appliquant un couple correctif en opposition de phase avec le régime du moteur thermique, caractérisé en ce qu'en cas d'activation simultanée du régulateur de ralenti et du régulateur d'agrément curatif, ledit procédé comporte l'étape d'atténuer sans annuler, sauf s'il existe un risque de calage du moteur thermique, ledit couple correctif produit par ledit régulateur d'agrément curatif. [001 1 ] L'invention assure ainsi une réduction des oscillations de régime sans perturber l'action du régulateur de ralenti, ce qui permet d'améliorer l'agrément de conduite lors de l'activation simultanée du régulateur de ralenti et du régulateur d'agrément curatif. L'invention présente également l'avantage de ne pas introduire de coût d'implémentation supplémentaire important, dans la mesure où elle nécessite uniquement une mise à jour logicielle du calculateur moteur intégrant les fonctionnalités du régulateur d'agrément curatif et du régulateur de ralenti. The invention aims to effectively overcome these disadvantages by providing a torque control method of a heat engine equipped with a first regulator, said idle speed regulator, capable of generating a torque idle to maintain a set idle speed determined to avoid stalling of said engine and a second regulator, said curative amenity regulator adapted to compensate for a steady-state oscillation of the engine by applying a corrective torque in opposition to the engine speed, characterized in that in case of simultaneous activation of the idle speed regulator and the curative approval regulator, said method comprises the step of attenuating without canceling, unless there is a risk of stalling of the heat engine, said corrective torque produced by said curative amenity regulator. [001 1] The invention thus ensures a reduction of the rpm oscillations without disturbing the action of the idle speed regulator, which makes it possible to improve driving comfort when simultaneously activating the idle speed regulator and the speed regulator. healing approval. The invention also has the advantage of not introducing significant additional implementation cost, insofar as it only requires a software update of the engine ECU incorporating the functionalities of the curative regulator and the regulator of idling.
[0012] Selon une mise en œuvre, l'atténuation du couple correctif est effectuée par application d'un coefficient de pondération. L'application d'un tel coefficient de pondération permet de ne pas dégrader l'efficacité du régulateur d'agrément curatif du fait de la conservation de la phase et de la fréquence d'oscillation du couple de correction. According to one implementation, the attenuation of the correction torque is performed by applying a weighting coefficient. The application of such a weighting coefficient makes it possible not to degrade the effectiveness of the curative approval regulator because of the conservation of the phase and the oscillation frequency of the correction torque.
[0013] Selon une mise en œuvre, le coefficient de pondération est calibrable en fonction d'un rapport engagé de la boîte de vitesses, d'un écart entre le régime du moteur thermique et la consigne de régime de ralenti, et d'une charge du moteur thermique demandée par le conducteur, par exemple via la pédale d'accélération. According to one embodiment, the weighting coefficient is calibrated as a function of a gear ratio of the gearbox, a difference between the engine speed and the idle speed setpoint, and a load of the engine requested by the driver, for example via the accelerator pedal.
[0014] Selon une mise en œuvre, dans le cas où l'écart entre le régime du moteur thermique et la consigne de régime de ralenti est positif, ledit procédé comporte l'étape d'appliquer un coefficient de pondération constant pendant toute une durée d'activation dudit régulateur d'agrément curatif. [0015] Selon une mise en œuvre, dans le cas où l'écart entre le régime du moteur thermique et la consigne de régime de ralenti est positif, ledit procédé comporte l'étape d'appliquer un coefficient de pondération décroissant pendant une durée d'activation du régulateur d'agrément curatif. Dans ce cas, le coefficient de pondération est de préférence décroissant linéairement. [0016] Selon une mise en œuvre, pour un écart négatif entre le régime du moteur thermique et la consigne de régime de ralenti dépassant un seuil, ledit régulateur d'agrément curatif est désactivé en appliquant un coefficient de pondération nul sur le couple correctif. Le seuil est par exemple de l'ordre de 100 tours par minute. According to one embodiment, in the case where the difference between the speed of the engine and the idle speed setpoint is positive, said method comprises the step of applying a constant weighting coefficient for a period of time. activating said curative amenity regulator. According to one implementation, in the case where the difference between the engine speed and the idle speed setpoint is positive, said method comprises the step of applying a decreasing weighting coefficient for a period of time. activation of the curative amenity regulator. In this case, the weighting coefficient is preferably decreasing linearly. According to one implementation, for a negative difference between the speed of the engine and the idle speed setpoint exceeding a threshold, said curative approval regulator is disabled by applying a zero weighting coefficient on the corrective torque. The threshold is for example of the order of 100 revolutions per minute.
[0017] L'invention a également pour objet un calculateur moteur de véhicule automobile comportant une mémoire stockant des instructions logicielles pour la mise en œuvre du procédé de commande en couple d'un moteur thermique selon l'invention. [0018] L'invention sera mieux comprise à la lecture de la description qui suit et à l'examen des figures qui l'accompagnent. Ces figures ne sont données qu'à titre illustratif mais nullement limitatif de l'invention. The invention also relates to a motor vehicle engine computer having a memory storing software instructions for implementing the torque control method of a heat engine according to the invention. The invention will be better understood on reading the description which follows and the examination of the figures that accompany it. These figures are given for illustrative but not limiting of the invention.
[0019] La figure 1 est une représentation schématique fonctionnelle d'un système de gestion de la commande en couple d'un groupe motopropulseur thermique mettant en œuvre le procédé selon la présente invention; Figure 1 is a schematic functional representation of a control system of the torque control of a thermal power train implementing the method according to the present invention;
[0020] La figure 2 représente des diagrammes temporels représentant l'état d'activation du régulateur de ralenti, du régulateur d'agrément curatif ainsi que le couple correctif appliqué par le régulateur curatif lors d'une mise en œuvre du procédé selon la présente invention. FIG. 2 represents time diagrams representing the activation state of the idle speed regulator, the curative approval regulator and the corrective torque applied by the curative regulator during an implementation of the method according to the present invention. invention.
[0021 ] La figure 1 montre un système 1 de gestion de la commande en couple d'un moteur thermique intégré dans une mémoire d'un calculateur moteur sous forme d'instructions logicielles. Ce système 1 comporte un module 2 d'interprétation de la volonté du conducteur apte à déterminer un couple de consigne Ce. Le système 1 comporte également un module d'agrément préventif 3 et un régulateur de ralenti 4 interagissant avec un module de coordination de couple 5, lequel est en relation avec un régulateur d'agrément curatif 6 qui fournit un couple Cf au moteur. Figure 1 shows a system 1 for managing the torque control of a heat engine integrated in a memory of a motor computer in the form of software instructions. This system 1 comprises a driver interpretation module 2 capable of determining a set torque Ce. The system 1 also comprises a preventive approval module 3 and an idle controller 4 interacting with a torque coordination module 5, which is in connection with a curative approval regulator 6 which provides a torque Cf to the engine.
[0022] Plus précisément, le module 2 détermine un couple Ce, dit couple de consigne, à partir du régime moteur Wm, du rapport R de boîte de vitesses engagé et de la position Pp de la pédale d'accélération actionnée par le conducteur afin de retranscrire la volonté du conducteur. More specifically, the module 2 determines a torque Ce, said torque setpoint, from the engine speed Wm, gear ratio R engaged and the position Pp of the accelerator pedal actuated by the driver to to transcribe the will of the driver.
[0023] Le couple de consigne Ce est ensuite filtré à l'aide du module d'agrément préventif 3 afin de limiter au maximum les à-coups lors du passage des jeux moteur. A cet effet, le module 3 détermine dans un premier temps un couple préventif Cp qui est ensuite traduit en un couple, dit couple indiqué Ci, prenant en compte les pertes du moteur. Ainsi, le couple indiqué est égal à la somme du couple préventif Cp issu du filtrage et d'un couple Cpm de pertes moteur: Ci=Cp+Cpm. Le couple Cpm de pertes moteur est le couple nécessaire au moteur pour faire avancer le véhicule. Ce couple Cpm de pertes moteur prend notamment en compte les frottements du moteur ainsi que les pertes liées aux accessoires, tels que l'alternateur. [0024] Un couple de ralenti Cral est généré par le régulateur de ralenti 4. Ce couple de ralenti Cral vise à maintenir une consigne de régime de ralenti Wral lors de certaines situations de vie pour éviter le calage du moteur. La consigne de régime de ralenti Wral est supérieure à 600 tours/min. Ce couple Cral est coordonné avec le couple Ci via le module 5. Il en résulte le couple effectif Ce envoyé au régulateur d'agrément curatif 6. The set torque This is then filtered using the preventive approval module 3 to minimize jolts during the passage of engine games. For this purpose, the module 3 initially determines a preventive torque Cp which is then translated into a torque, said torque indicated Ci, taking into account the losses of the motor. Thus, the torque indicated is equal to the sum of the preventive torque Cp resulting from the filtering and a torque Cpm of motor losses: Ci = Cp + Cpm. The torque Cpm of engine losses is the torque needed by the engine to drive the vehicle forward. This torque Cpm of engine losses takes into account in particular the friction of the engine as well as the losses related to the accessories, such as the alternator. A cral slow motion torque is generated by the idle speed controller 4. This cral idle torque aims to maintain a Wral idle speed setpoint in certain life situations to avoid stalling the engine. The Wral idle speed setpoint is greater than 600 rpm. This torque Cral is coordinated with the torque Ci via the module 5. This results in the actual torque This sent to the curative approval regulator 6.
[0025] Le régulateur d'agrément curatif 6 surveille alors l'évolution du régime moteur Wm et compense une oscillation éventuelle de régime en appliquant un couple correctif Ccor en opposition de phase avec le régime moteur Wm. Le couple Ccor est ensuite coordonné avec le couple Ce afin de transmettre le couple final Cf au moteur thermique. Le couple Cf est converti par le calculateur moteur en commande des différents organes du moteur, comme par exemple en une quantité de carburant à injecter dans les cylindres, le rendement d'avance à l'allumage, etc.... The curative amenity regulator 6 then monitors the evolution of the engine speed Wm and compensates for an eventual oscillation of the engine speed by applying a corrective torque Ccor in phase opposition with the engine speed Wm. The torque Ccor is then coordinated with the engine. This couple to transmit the final torque Cf to the engine. The torque Cf is converted by the engine control unit into control of the various engine components, such as, for example, a quantity of fuel to be injected into the cylinders, the efficiency of the ignition advance, etc.
[0026] On décrit ci-après le niveau de couple correctif Ccor appliqué par le régulateur d'agrément curatif 6 en fonction de l'état (activé ou désactivé) du régulateur de ralenti 4 ainsi que de la détection de situations de vie dans lesquelles il existe un risque de calage du moteur thermique. The corrective torque level Ccor applied by the curative approval regulator 6 is described below as a function of the state (activated or deactivated) of the idling regulator 4 as well as of the detection of life situations in which there is a risk of stalling the engine.
[0027] Dans le cas où le régulateur de ralenti 4 et le régulateur d'agrément curatif 6 sont activés simultanément, le couple correctif Ccor produit par le régulateur d'agrément curatif 6 est atténué. A cet effet, un coefficient de pondération P est appliqué sur le couple correctif Ccor. Un tel coefficient P permet à la correction curative Ccor de conserver sa fréquence et son phasage pour compenser les oscillations de régime Wm tout en ayant une efficacité moindre afin d'éviter un risque de calage du moteur. In the case where the idle speed controller 4 and the curative approval regulator 6 are activated simultaneously, the correction torque Ccor produced by the curative approval regulator 6 is attenuated. For this purpose, a weighting coefficient P is applied to the correction torque Ccor. Such a coefficient P allows the corrective correction Ccor to maintain its frequency and its phase to compensate for the oscillations Wm regime while having a lower efficiency to avoid a risk of stalling the engine.
[0028] Le coefficient de pondération P compris entre 0 et 1 pourra être déterminé dans une cartographie en fonction du rapport R de boîte de vitesses engagé, d'un écart E entre le régime du moteur Wm et la consigne de régime de ralenti Wral, et d'une charge du moteur thermique sollicitée par le conducteur, par exemple via la pédale d'accélération. The weighting coefficient P between 0 and 1 may be determined in a map according to the gearbox ratio R engaged, a gap E between the engine speed Wm and the idle speed reference Wral, and a load of the heat engine solicited by the driver, for example via the accelerator pedal.
[0029] Dans le cas où l'écart E entre le régime du moteur Wm et la consigne de régime de ralenti Wral est positif, ce qui signifie qu'il n'existe pas de risque de calage du moteur thermique, il sera possible d'appliquer un coefficient de pondération P constant pendant toute la durée d'activation du régulateur d'agrément curatif 6. [0030] Ainsi, dans l'exemple représenté à la figure 2, pour une charge moteur et un rapport R de vitesse donnés, lorsque le régulateur de ralenti 4 et le régulateur d'agrément curatif 6 sont activés simultanément sur la période T entre les instants t1 et t2, le couple correctif pondéré Ccor' est obtenu en multipliant le couple correctif Ccor par un coefficient de pondération valant 0.3. In the case where the difference E between the engine speed Wm and the idle speed setpoint Wral is positive, which means that there is no risk of stalling the engine, it will be possible to apply a constant weighting coefficient P throughout the duration of activation of the curative approval regulator 6. Thus, in the example shown in FIG. 2, for a given engine load and R speed ratio, when the idle speed regulator 4 and the curative approval regulator 6 are simultaneously activated on the period T between the instants t1 and t2, the weighted corrective torque Ccor 'is obtained by multiplying the correction torque Ccor by a weighting coefficient equal to 0.3.
[0031 ] Alternativement, un coefficient de pondération P décroissant pourra être appliqué pendant la durée d'activation du régulateur d'agrément curatif 6. Ce coefficient de pondération P est de préférence décroissant linéairement. Alternatively, a decreasing weighting coefficient P may be applied during the activation time of the curative approval regulator 6. This weighting coefficient P is preferably decreasing linearly.
[0032] Pour un écart E négatif dépassant un seuil S1 , on considère qu'il existe un risque de calage. Le régulateur d'agrément curatif 6 est alors désactivé en appliquant un coefficient de pondération nul sur le couple curatif Ccor. Le seuil S1 est par exemple de l'ordre de 100 tours/min par exemple. For a negative gap E exceeding a threshold S1, it is considered that there is a risk of stalling. The curative amenity regulator 6 is then deactivated by applying a zero weighting coefficient on the healing couple Ccor. The threshold S1 is for example of the order of 100 revolutions / min for example.
[0033] Le régulateur d'agrément curatif 6 est également désactivé si la chaîne de traction est ouverte (débrayée). A cet effet, une donnée Dch relative à l'état de la chaîne de traction est fournie au régulateur d'agrément curatif 6 afin que ce dernier puisse en tenir compte pour adapter son fonctionnement. The curative approval regulator 6 is also deactivated if the traction chain is open (disengaged). For this purpose, a Dch data item relating to the condition of the traction chain is supplied to the curative approval regulator 6 so that the latter can take this into account in order to adapt its operation.
[0034] Dans le cas où le régulateur de ralenti 4 est inactif et qu'aucun risque de calage est détecté (l'écart E est positif), le couple correctif Ccor est appliqué normalement, c'est- à-dire avec un coefficient de pondération valant 1 . In the case where the idle speed controller 4 is inactive and no risk of stalling is detected (the difference E is positive), the corrective torque Ccor is applied normally, that is to say with a coefficient weighting equal to 1.

Claims

Revendications : Claims:
1 . Procédé de commande en couple d'un moteur thermique équipé d'un premier régulateur (4), dit régulateur de ralenti, apte à générer un couple de ralenti (Cral) visant à maintenir une consigne de régime de ralenti (Wral) déterminée pour éviter un calage dudit moteur thermique et un deuxième régulateur (6), dit régulateur d'agrément curatif apte à compenser une oscillation de régime du moteur thermique (Wm) en appliquant un couple correctif (Ccor) en opposition de phase avec le régime du moteur thermique (Wm), caractérisé en ce qu'en cas d'activation simultanée du régulateur de ralenti (4) et du régulateur d'agrément curatif (6), ledit procédé comporte l'étape d'atténuer sans annuler, sauf si il existe un risque de calage du moteur thermique, ledit couple correctif (Ccor) produit par ledit régulateur d'agrément curatif (6). 1. Torque control method of a heat engine equipped with a first regulator (4), said idle speed regulator, capable of generating an idle torque (Cral) aimed at maintaining a set idle speed (Wral) to avoid a setting of said heat engine and a second regulator (6), said curative regulator amenable to compensate a thermal engine speed oscillation (Wm) by applying a correction torque (Ccor) in phase opposition with the engine thermal regime (Wm), characterized in that in case of simultaneous activation of the idling controller (4) and the curative regulator (6), said method comprises the step of attenuating without canceling, unless there is a risk of stalling of the heat engine, said correction torque (Ccor) produced by said curative regulator (6).
2. Procédé selon la revendication 1 , caractérisé en ce que l'atténuation du couple correctif (Ccor) est effectuée par application d'un coefficient de pondération (P). 2. Method according to claim 1, characterized in that the attenuation of the correction torque (Ccor) is performed by applying a weighting coefficient (P).
3. Procédé selon la revendication 2, caractérisé en ce que le coefficient de pondération (P) est calibrable en fonction d'un rapport (R) engagé de la boîte de vitesses, d'un écart (E) entre le régime du moteur thermique (Wm) et la consigne de régime de ralenti (Wral), et d'une charge du moteur thermique demandée par le conducteur. 3. Method according to claim 2, characterized in that the weighting coefficient (P) is calibrated according to a gear ratio (R) of the gearbox, a difference (E) between the engine speed of the engine (Wm) and the idle speed setpoint (Wral), and a load of the engine requested by the driver.
4. Procédé selon la revendication 3, caractérisé en ce que dans le cas où l'écart (E) entre le régime du moteur thermique (Wm) et la consigne de régime de ralenti (Wral) est positif, ledit procédé comporte l'étape d'appliquer un coefficient de pondération (P) constant pendant toute une durée d'activation dudit régulateur d'agrément curatif (6). 4. Method according to claim 3, characterized in that in the case where the difference (E) between the speed of the engine (Wm) and the idle speed reference (Wral) is positive, said method comprises the step applying a constant weighting coefficient (P) throughout an activation period of said curative regulator (6).
5. Procédé selon la revendication 3, caractérisé en ce que dans le cas où l'écart (E) entre le régime du moteur thermique (Wm) et la consigne de régime de ralenti (Wral) est positif, ledit procédé comporte l'étape d'appliquer un coefficient de pondération (P) décroissant pendant une durée d'activation du régulateur d'agrément curatif (6). 5. Method according to claim 3, characterized in that in the case where the difference (E) between the speed of the engine (Wm) and the idle speed reference (Wral) is positive, said method comprises the step applying a decreasing weighting coefficient (P) during an activation period of the curative approval regulator (6).
6. Procédé selon la revendication 5, caractérisé en ce que le coefficient de pondération (P) est décroissant linéairement. 6. Method according to claim 5, characterized in that the weighting coefficient (P) is decreasing linearly.
7. Procédé selon l'une quelconque des revendications 3 à 6, caractérisé en ce que pour un écart (E) négatif entre le régime du moteur thermique (Wm) et la consigne de régime de ralenti (Wral) dépassant un seuil (S1 ), ledit régulateur d'agrément curatif (6) est désactivé en appliquant un coefficient de pondération (P) nul sur le couple correctif (Ccor). 7. Method according to any one of claims 3 to 6, characterized in that for a deviation (E) negative between the engine speed (Wm) and the idle speed reference (Wral) exceeding a threshold (S1). , said curative amenity regulator (6) is disabled by applying a zero weighting coefficient (P) on the correction torque (Ccor).
8. Procédé selon la revendication 7, caractérisé en ce que ledit seuil (S1 ) est de l'ordre de 100 tours par minute. 8. The method of claim 7, characterized in that said threshold (S1) is of the order of 100 revolutions per minute.
9. Calculateur moteur de véhicule automobile comportant une mémoire stockant des instructions logicielles pour la mise en œuvre du procédé de commande en couple d'un moteur thermique selon l'une quelconque des revendications précédentes. Motor vehicle engine calculator comprising a memory storing software instructions for implementing the torque control method of a heat engine according to any one of the preceding claims.
EP14805988.4A 2013-11-06 2014-10-27 Method for reducing the torque of the corrective oscillation-reducing function in case of the activation of an idle-speed regulator and corresponding engine computer Active EP3066325B1 (en)

Applications Claiming Priority (2)

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FR1360853A FR3012847B1 (en) 2013-11-06 2013-11-06 METHOD OF ATTENUATING A CURATIVE APPROVAL TORQUE WHEN ACTIVATING AN IDLE REGULATOR AND CORRESPONDING ENGINE COMPUTER
PCT/FR2014/052726 WO2015067874A1 (en) 2013-11-06 2014-10-27 Method for attenuating a curative smoothing torque in the event of activation of an idling speed control valve and corresponding engine computer

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EP3066325A1 true EP3066325A1 (en) 2016-09-14
EP3066325B1 EP3066325B1 (en) 2018-01-03

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DE10114040B4 (en) * 2000-04-04 2011-06-16 Robert Bosch Gmbh Method and device for controlling the drive unit of a vehicle
DE10135078A1 (en) * 2001-07-19 2003-02-06 Bosch Gmbh Robert Method and device for operating a drive motor of a vehicle
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FR3012847A1 (en) 2015-05-08
FR3012847B1 (en) 2016-01-01

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