EP3172421A1 - Procédé de commande et/ou de régulation de la puissance d'un moteur - Google Patents

Procédé de commande et/ou de régulation de la puissance d'un moteur

Info

Publication number
EP3172421A1
EP3172421A1 EP15729386.1A EP15729386A EP3172421A1 EP 3172421 A1 EP3172421 A1 EP 3172421A1 EP 15729386 A EP15729386 A EP 15729386A EP 3172421 A1 EP3172421 A1 EP 3172421A1
Authority
EP
European Patent Office
Prior art keywords
accelerator pedal
dependency relationship
power
engine
working position
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.)
Withdrawn
Application number
EP15729386.1A
Other languages
German (de)
English (en)
Inventor
Udo Sieber
Markus Deissler
Ulrich Bauer
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP3172421A1 publication Critical patent/EP3172421A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
    • F02D11/105—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the function converting demand to actuation, e.g. a map indicating relations between an accelerator pedal position and throttle valve opening or target engine torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K26/00—Arrangements or mounting of propulsion unit control devices in vehicles
    • B60K26/02—Arrangements or mounting of propulsion unit control devices in vehicles of initiating means or elements
    • B60K26/021—Arrangements or mounting of propulsion unit control devices in vehicles of initiating means or elements with means for providing feel, e.g. by changing pedal force characteristics
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
    • F02D11/107—Safety-related aspects
    • 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
    • F02D2250/16—End position calibration, i.e. calculation or measurement of actuator end positions, e.g. for throttle or its driving actuator

Definitions

  • the invention relates to a method for controlling and / or regulating the power of an engine having the features of the preamble of the independent method claim.
  • the invention further relates to a power control arrangement for a motor on which such a method is performed and a computer program product containing a program code which, when executed on a data processing unit, performs such a method.
  • a passive accelerator pedal for controlling the power of a motor, e.g. a motor vehicle
  • the driver works against a spring, which is integrated in the pedal mechanism.
  • the spring force is approximately proportional to the pedal travel.
  • Electronic accelerator pedals are no longer directly mechanically connected to a component on the engine, which converts the power requirement of the engine in the required power, such as a throttle valve. Rather, the accelerator pedal is provided with at least one sensor and only electronically connected to an element which converts the power requirement to the motor in the required power. In order to determine the power demand on the motor from a pedal position and to transmit this to the motor, a method is usually carried out in a control unit.
  • a sensor detects a pedal position or working position of the pedal between a starting position and an end position.
  • a power demand is determined on the engine using a dependency relationship between the work position and the power demand on the engine.
  • the dependency relationship is usually designed such that the Power requirement to the engine is then maximum when the accelerator pedal in the
  • Control parameters for a control such as a throttle, are determined and transmitted to the control. For the final position of the control, the control parameters for a control, such as a throttle, are determined and transmitted to the control. For the final position of the control, such as a throttle, are determined and transmitted to the control.
  • Accelerator pedal the full load point of the engine can be adjusted.
  • the invention is based on the recognition that in electronic accelerator pedals, the operation of the engine in a mechanical fault on the accelerator pedal can be severely limited or even impossible. For example, in a limited accelerator pedal travel or at a limited accelerator pedal angle at which the accelerator pedal can not be deflected to the final position, can with the conventional
  • To transmit accelerator pedal for example, by applying the accelerator pedal or a footboard of the accelerator pedal with a vibration or by applying a defined force to the accelerator pedal, which requires the driver a defined increased effort to the accelerator pedal over a dependent example of the driving situation position continue to move towards the end position.
  • Such active accelerator pedals for example, use actuator elements such as a motor to exert the necessary forces on the accelerator pedal.
  • the blocking of such a motor or actuator element can cause the accelerator pedal by the driver with normal or reasonable force can not be moved to the final position.
  • the achievement of the full load point in a normal dependency relationship is no longer possible and depending on the restriction of the Accelerator pedal path as a result of blocking the actuator element, there may be a situation in which not enough power is available to move the vehicle, for example, in the workshop.
  • a limitation of the maximum achievable accelerator pedal travel of an electronic accelerator pedal yet the full load point of the engine can be achieved or at least a power can be retrieved from the engine sufficient to a motor, for example. moving a powered vehicle to a workshop.
  • a method for controlling and / or regulating the power of an engine in particular an engine of a motor vehicle, is proposed.
  • This method makes it possible to control the full-load point of the engine or at least one load point of the engine, with which an emergency operation is possible, even in a situation in which the pedal travel of an accelerator pedal for specifying a desired power requirement on the engine is limited such that a
  • a path along a route can be understood, in which the path length can be determined, for example, in mm or cm. However, it may also be a path in the sense of a rotation angle about a pedal axis, in which the position can be determined in degrees.
  • the method comprises the steps of: detecting a working position of an accelerator pedal movable between a home position and an end position, determining a power demand on the engine using a first dependency relationship between the work position and the power demand. It is provided according to the invention that after the occurrence of a defined event, the power demand on the engine using a further dependency relationship between the working position and the
  • Achievement requirement is determined, wherein the defined event is a situation in which the accelerator pedal can be moved with normal force only to a first position, the first position between the starting position and the
  • the first position, starting from the starting position can be at most 40% of the positional difference between the end position and the starting position of the accelerator pedal.
  • at least 60% of the commonly available pedal travel would no longer be available.
  • a "normal force effort” may still exist (even) if the force required to adjust the accelerator pedal deviates by more than 5% or at most 10% from a desired value Do not allow the accelerator pedal to be moved out of reach with "normal force".
  • a situation in which the accelerator pedal can not be moved beyond the first position with normal expenditure of force can be determined, for example, without the use of a force sensor, for example if it is detected by a control unit that an actuator element connected to the accelerator pedal is blocked and accessible Limits the area of the accelerator pedal travel.
  • a controller can recognize on the basis of such a blocking situation that the achievable positions of the Accelerator pedals are limited and the accelerator pedal can be moved with normal force only for example, to the first position.
  • the inventive method has the advantage that after entering a situation in which only the first position of the accelerator pedal can be reached by a very simple and quickly feasible change of
  • the driver can be provided by the method, for example, the full power range of the engine or at least one necessary for a safe emergency operation of the engine performance.
  • the driver can advantageously control the engine even in wide ranges of the load spectrum of the engine despite a limited available pedal travel range, which restricts reaching the end position of the accelerator pedal.
  • the first dependency relationship assigns increasing power requirements to the engine to increasing values of the operating position of the accelerator pedal, wherein the end position of the accelerator pedal is assigned a maximum power requirement.
  • a power requirement is assigned which lies in a range between 90% and 100% of the maximum power requirement.
  • the maximum power requirement may correspond, for example, the full load point of the engine.
  • This has the advantageous effect that the full power range of the engine or approximately the full performance of the engine is also available from the driver when the accelerator pedal can only be moved to the first position.
  • the use of the vehicle, for example, connected to the engine is advantageous in this way only insignificantly or not limited, so that a failure of the vehicle due to a blocking situation of the accelerator pedal can be advantageously avoided. For example, in this way, even with a fully loaded vehicle even a fast ride or good acceleration values can be achieved even if the accelerator pedal can not be moved beyond the first position.
  • Starting position are assigned to the first position increasing values of the working position increasing values of the power requirement to the engine, is advantageously effected that the driver can continue to use the accelerator pedal in the usual way and on the limited Pedalweg Scheme that of the other Dependency relationship can fully exploit the engine load spectrum provided.
  • Pedal path are assigned from the pedal position range from the starting position to the end position are assigned in the further dependency relationship values for the pedal travel from the Pedalweg range from the starting position to the first position.
  • This corresponds to a plot of such dependency relationships in a diagram in which the pedal position on one axis (eg the x-axis) and the power demand on an orthogonal other axis (eg y-axis) are plotted along the axis with the compression Values of the pedal position or the working position of the pedal.
  • Such a compression can be achieved, for example, by multiplying each value of the working position from the first
  • the proportionality factor a can be constant or, for example, still have a dependence on the pedal position.
  • the further dependency relationship in such a compression from the first dependency relationship can result from the fact that the same value for the power requirement results for the starting position in the further dependency relationship and in the first dependency relationship and that the same value for the first position in the further dependency relationship for the power request, as in the first dependency relationship for the end position, such as the
  • Starting position to the end position is the driver of the full-load point of the engine is provided by the procedure. Because with such a limitation of the accelerator pedal travel would be the range between the starting position of the accelerator pedal, which is made little or no power demand on the engine and the first position of the accelerator pedal, in which the full load point of the engine would be driven too small to meaningful control to effect the performance of the engine. Rather, in such a situation, there would be a risk of damaging the engine and other components of the vehicle due to rapid load changes. At the same time there would be a risk of endangering the safety of the driver, occupants and other road users by a vehicle no longer meaningful to control or regulate in the performance of its engine. By a compression along the axis with the values of
  • Power demand can thus be advantageously created a further dependency relationship, with which a meaningful part of the power spectrum of the engine can be controlled with the still available range of the accelerator pedal travel, in order to be able to drive in this way, for example reliable and safe in a kind of emergency operation a workshop.
  • the achievable part of the power spectrum of the engine can be significantly larger in the further dependency relationship than the achievable range of the power spectrum, which is in the still available range of the
  • Dependency relations in a diagram in which the pedal position on one axis (eg x-axis) and the power demand on an orthogonal other axis (eg y-axis) are plotted corresponds to a compression along the axis with the values of the power requirement (eg y-axis).
  • Such compression can be achieved, for example, by multiplying each value of the Power request from the first dependency relationship with a proportionality factor b are effected.
  • the proportionality factor b for example, be less than or equal to 1. It can either be constant (linear
  • Dependency relationship uses at least one temporary dependency relationship between the performance request and the work item. This has the advantageous effect that after a determination of the defined event, the driver is not suddenly confronted with an abruptly changed dependency relationship. For example, it can be prevented that in the event that the accelerator pedal is in the first position upon detection of the defined event, a sudden increase in power of the engine occurs with a corresponding acceleration of the vehicle. Such a situation could occur if suddenly from the first
  • Embodiment of the invention at least in a transitional period, for example, takes several seconds, for example at least 5 seconds, preferably at least 10 seconds, most preferably at least 30 seconds, at least one temporary dependency relationship to determine the
  • Dependency relationship is preferably designed such that it allows a smooth transition from the first dependency relationship to the further dependency relationship with respect to the values of the power demand determined by the method as a function of the accelerator pedal position or the working position.
  • the accelerator pedal is designed as an active accelerator pedal, in which an actuator element acting on the accelerator pedal is provided. This can advantageously a fault of a blocked actuator element, which limits the reachable range of the accelerator pedal travel in a simple manner
  • the dependency relationships between the power demand and the working position may be stored as a pedal characteristic in a memory, wherein in the pedal characteristic values of
  • Dependent relationships may be stored simultaneously or alternatively as a map in a memory, wherein in the map values of performance requirements values of pedal positions are assigned.
  • the dependency relationships can also be stored as one or more functional relationships in a memory, wherein a value for the power requirement can be calculated or determined or determined from the functional relationship or from the functional relationships for a value of a pedal position. This advantageously has the effect that the dependency relationships are accessible in a simple and fast manner, for example for a control unit or a control unit.
  • a warning lamp or a warning signal can be provided to make the transition from the first dependency relationship to the further dependency relationship dependent on an active confirmation of the operator of the accelerator pedal, for example by the operation of a button, a button or generally a haptic or audible or optical input element.
  • an active confirmation of the operator of the accelerator pedal for example by the operation of a button, a button or generally a haptic or audible or optical input element.
  • Dependency relationship requires at least one return of the accelerator pedal to its initial position after the occurrence of the defined event. Also the
  • Holding period for example, at least 3 seconds, preferably at least 5 seconds, most preferably at least 10 seconds, can after The occurrence of the defined event, the prerequisite for the further dependency relationship to be used to determine the power demand on the engine from the method.
  • a power control arrangement is proposed for an engine, in particular for an engine of a motor vehicle, on which a method according to the embodiments presented above is carried out or
  • This power control arrangement allows the control of, for example, the full load point of the engine or at least one load point of the engine, with which an emergency operation is possible, even in a situation in which the pedal travel of an accelerator pedal for specifying a desired power request to the engine is limited such that a End position of the accelerator pedal is no longer available.
  • the power control arrangement includes a movable between an initial position and an end position accelerator pedal and further comprises a sensor for detecting a working position of the accelerator pedal and a
  • Control unit for determining the power demand on the engine uses a first dependency relationship between the power request and the work position or another dependency relationship between the power request and the work position.
  • the use of the first dependency relationship or the further dependency relationship depends on the occurrence of a defined event and is determined by the method presented above.
  • Power control arrangement advantageously at least one emergency operation or even operation up to the full load of the engine even in situations where the end position of the accelerator pedal is not or no longer reachable.
  • a driver can at least be enabled to start up a workshop in the event of a fault.
  • a computer program product which contains a program code which, when stored on a computer program
  • Fig. 1a is a schematic representation of a power control arrangement for an engine of a motor vehicle
  • FIG. 1b shows a first dependency relationship between a power demand and a working position in a representation as a pedal characteristic
  • FIG. 2b shows a representation according to FIG. 2a with a plurality of temporary
  • Fig. 3 shows another embodiment of the further dependency relationship in a representation as a pedal characteristic.
  • FIG. 1 shows a greatly simplified illustration of a power control arrangement 950.
  • the power control arrangement 950 can, for example, in a motor vehicle 900 with a motor 910, for example as an internal combustion engine and / or electric motor can be executed, are used.
  • a motor 910 for example as an internal combustion engine and / or electric motor can be executed
  • Power control assembly 950 may be controlled and / or regulated by means of, for example, a foot 140 of a driver operated electronic accelerator pedal 100, the power of the motor 910. For this purpose, from a sensor 200 a
  • Motor vehicle 900 controlled and / or regulated.
  • a throttle element not shown here, for example, a throttle valve, is moved by an actuator and in an electric motor, the electrical power supplied to the electric motor is controlled and / or regulated accordingly.
  • an initial position (A) of the accelerator pedal 100 is from the engine 910th
  • the minimum power for example, requested as idle, while in an end position (E) of the accelerator pedal 100 by the engine 910, for example, a maximum power requirement (Pmax) is requested, which may correspond to a full load point of the engine.
  • Pmax a maximum power requirement
  • the motor vehicle 900 thus has an electronic gas system or an electronic accelerator pedal.
  • the accelerator pedal 100 at a bearing 1 10 about an axis of rotation 1 12 between the initial position (A) and the end position (E)
  • an elastic element 120 which may be formed, for example, as a spring 121, a return force in the direction of the starting position (A) can be applied to the accelerator pedal 100.
  • the spring 121 is attached to a spring bearing 124 and the accelerator pedal 100 and thus forms a
  • a working position (S) of a sensor 200 which may be formed, for example, as a Hall sensor or as a resistance potentiometer, a working position (S) of
  • Accelerator pedal 100 for example, detected as a rotation angle 130 (a) of the accelerator pedal 100.
  • accelerator pedal 100 may also generate a linear motion and sensor 200 may be configured to detect, for example, a distance traveled by accelerator pedal 100.
  • the data on the working position (S) of the accelerator pedal 100 detected by the sensor 200 are transmitted to a control unit 500 by means of a signal line 210 shown schematically in FIG. 1 a.
  • the control unit 500 may, for example, as a controller or as a
  • the control unit 500 may have a memory, not shown, for storing data and / or functions and a processor, not shown. Depending on the data collected by the sensor 200 to the working position (S) of the accelerator pedal 100 and using a first stored for example in the memory Dependency relationship 510 between the power request (PS) and the
  • Working position (S) is controlled in dependence on the working position (S) of the accelerator pedal 100, the power of the motor 910 of the motor vehicle 900 and / or regulated.
  • the accelerator pedal 100 is shown in its initial position (A) as a solid line.
  • the accelerator pedal 100 is shown for its end position (E) in the form of a dashed line and designated by the reference numeral 100b.
  • a lying between the starting position (A) and the end position (E) working position (S) of the accelerator pedal 100 is shown as a dash-dotted line by the reference numeral 100a.
  • For the end position (E) formed as a spring 121 elastic member 120 is shown in a compressed form as a dashed line.
  • the accelerator pedal 100 of the power control assembly 500 is shown in FIG.
  • Embodiment designed as an active accelerator pedal For this purpose, an actuator element 300 is provided under the accelerator pedal 100, on the side facing away from the foot 140.
  • the actuator element 300 may be formed, for example, as a motor, which acts by means of a transmission element 310 facing away from the foot 140 side of the accelerator pedal 100 with a force which acts in addition to the force of the elastic element 120.
  • the application of force by means of the actuator element and the transmission element 310 can take place situationally and depend, for example, on the current driving situation (speed, acceleration, distance from the vehicle ahead, etc.) and / or on reaching a specific working position (S) of the accelerator pedal.
  • the first dependency relationship 510 may be, for example, a
  • Actuate pedal characteristic in which values of power requirements (PS) values of working positions (S) are assigned. It may be at the first
  • Dependent relation 510 also act around a map, wherein in the map values of power requirements (PS) values of working positions (S) or
  • the first dependency relationship 510 can also be designed as a functional relationship in which the value of a
  • the first dependency relationship 510 is plotted in a diagram in which, for example, the values of the pedal position or the working position (S) of the accelerator pedal are shown on the x-axis and the values of the power demand (PS) assigned to these values are shown on the y-axis.
  • 1 b shows the first dependency relationship 510 in a diagram in which the working position (S) or the pedal position detected by the sensor 200 is shown on the x-axis.
  • the working position (S) can lie between the initial position (A) shown in the origin and the end position (E). Depending on
  • the working position (S) can be measured, for example, as a rotation angle ⁇ in degrees or, for example, as a distance s in a unit length, e.g. in millimeters.
  • ⁇ rotation angle
  • s distance s in a unit length, e.g. in millimeters.
  • On the y-axis is that of the engine 910
  • Each working position (S) is assigned a performance requirement (PS).
  • PS performance requirement
  • the relationship between working position (S) and power demand (PS) can be read or determined from the illustrated solid line, a pedal characteristic, the first dependency relationship 510. Achieve that
  • FIG. 2a shows in a single diagram the first dependency relationship 510 from FIG. 1b and a further dependency relationship 550 used by the method after occurrence of the defined event, for example.
  • the maximum position which can still be reached after the occurrence of the defined event is reached (B) of the accelerator pedal 100 shown.
  • the further dependency relationship 550 results in the illustrated
  • the maximum power requirement (Pmax) is achieved in the illustrated diagram for a virtual working position (F), which in this case corresponds to the first position (B).
  • the further dependency relationship 550 shown here thus allows within the achievable pedal travel from the initial position (A) to the first position (B) the utilization of the full power spectrum or the full power requirements of the motor 910.
  • a working position (S ) which between the
  • Dependency relationship 510 a specific performance requirement (PSO).
  • PSO power requirement
  • PS5 a greater value of the power requirement
  • the further dependency relationship 550 may, for example, result from the first dependency relationship 510 by multiplying the associated value of the pedal position by a proportionality factor a for each value of the power requirement.
  • the proportionality factor a can be constant or have a dependence on the working position (S).
  • the further dependency relationship 550 may be formed by a compression of the first dependency relationship 510 along the y-axis. Or by a compression along the x-axis and the y-axis, where, for example, different compression factors or proportionality constants can be used for the compression along the x-axis and along the y-axis.
  • the maximum power requirement (Pmax) is not called up. Rather, a value is determined which is below the maximum power requirement (Pmax) but at the same time above the power requirement that is determined for the first position (B) when using the first dependency relationship 510 of the method.
  • FIG. 2b the diagram of Fig. 2a is reproduced again.
  • four temporary dependency relationships 512, 514, 516, 518 are shown here by way of example. These temporary dependency relationships 512, 514, 516, 518 may also be due, for example, to increased compression of the first
  • Dependency relationship 510 along the pedal position axis or the x-axis.
  • the temporary dependency relationships 512, 514, 516, 518 are between the first dependency relationship 510 and the further dependency relationship 550.
  • the method may include between using the first dependency relationship 510 and the further dependency relationship 550 in a transition period ⁇ t between the occurrence of the defined event and the one Using the further dependency relationship 550 sequentially use the temporary dependency relationships 512, 514, 516, 518 to obtain a work position (S)
  • Dependency relationships 512, 514, 516, 518 it is achieved that the transition from the first dependency relationship 510 to the further transition relationship 550 does not occur abruptly, but rather a step-by-step adaptation takes place, which enables the driver to adapt to the new circumstances of the method.
  • the temporary dependency relations are staggered so close to one another that for each fixed working position (S) between the starting position (A) and the first position (B) the incremental increase of the power demand between two consecutive dependency relationships is not more than 5%, ideally not more than 1 %.
  • the transition period from the use of the first dependency relationship 510 to the further dependency relationship 550 may be several seconds, for example up to 30 seconds or even 60 seconds.
  • the number of temporary dependency relationships can depend on the position of the first position: the closer the first position (B) is to the starting position (A), the more temporary dependency relationships can be provided, for example.
  • the temporary dependency relationships may each be for a certain period of time, for example a few milliseconds, e.g. 10ms, up to several seconds, e.g. 5s before the next dependency relationship is used.
  • Fig. 3 is a diagram with another embodiment of the other
  • Dependency relationship 550 has the Maximai performance requirement (Pmax) for a virtual work position (F).
  • the virtual working position (F) lies between the first position (B) which can still be achieved by the accelerator pedal 100 and the end position (E).
  • the further dependency relationship 550 may result from the first dependency relationship 510, for example, due to a compression along the x-axis.
  • the further dependency relationship 550 shown here then leads in the first position (B) of the accelerator pedal 100 to a maximum achievable power requirement (PSmax) which is reduced in relation to the maximum power requirement (Pmax).
  • the introduction of the virtual working position (F) can easily create a further dependency relationship 550 for which the maximum power requirement (PSmax) achievable in the first position (B) is reduced compared to the maximum power requirement (Pmax), but is still higher than the first dependency relationship 510.
  • an (additional) compression of the first dependency relationship 510 along the y axis can be dispensed with in this way in order to create the further dependency relationship 550.
  • the proposed method may for example be stored as a computer program product in a memory of the control unit 500 and executed on a processor of the control unit 500 in dependence on various input parameters.
  • the proposed method or power control arrangement 950 can generally be used for the determination of power requirements or in the control of engines in motor vehicles, which uses an electronic accelerator pedal or an electronic accelerator pedal.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Auxiliary Drives, Propulsion Controls, And Safety Devices (AREA)

Abstract

L'invention concerne un procédé de commande et/ou de régulation de la puissance d'un moteur (910), en particulier d'un moteur (910) d'un véhicule automobile (900). Le procédé comprend les étapes suivantes consistant à : détecter une position de travail (S) d'une pédale d'accélérateur (100) mobile entre une position initiale (A) et une position finale (E) et déterminer une demande de puissance (PS) au niveau du moteur (910) à l'aide d'une première relation de dépendance (510) entre la position de travail (S ) et la demande de puissance (HP). Selon l'invention, pour pouvoir fournir une demande de puissance suffisamment élevée au niveau du moteur (910), même dans des situations où l'excursion d'une pédale d'accélérateur (100) n'est plus complète, on détermine, après la survenance d'un événement défini, la demande de puissance (PS) au niveau du moteur (910) à l'aide d'une autre relation de dépendance (550) entre la position de travail (S) et la demande de puissance (PS). L'événement défini est ici une situation dans laquelle la pédale d'accélérateur (100) ne peut plus être déplacée avec une force normale jusque dans une première position (B), la première position (B) se trouvant entre la position initiale (A) et la position finale (E). L'invention concerne en outre un dispositif de commande de puissance (950), destiné à un moteur (910), en particulier un moteur (910) d'un véhicule automobile (900), qui permet de mettre en œuvre le procédé de l'invention. L'invention concerne également un produit programme d'ordinateur.
EP15729386.1A 2014-07-23 2015-06-08 Procédé de commande et/ou de régulation de la puissance d'un moteur Withdrawn EP3172421A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102014214380.2A DE102014214380B3 (de) 2014-07-23 2014-07-23 Verfahren zur Steuerung und/oder Regelung der Leistung eines Motors
PCT/EP2015/062673 WO2016012148A1 (fr) 2014-07-23 2015-06-08 Procédé de commande et/ou de régulation de la puissance d'un moteur

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EP3172421A1 true EP3172421A1 (fr) 2017-05-31

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EP15729386.1A Withdrawn EP3172421A1 (fr) 2014-07-23 2015-06-08 Procédé de commande et/ou de régulation de la puissance d'un moteur

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EP (1) EP3172421A1 (fr)
JP (1) JP6403868B2 (fr)
KR (1) KR20170036684A (fr)
DE (1) DE102014214380B3 (fr)
WO (1) WO2016012148A1 (fr)

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Publication number Priority date Publication date Assignee Title
DE102017223132A1 (de) * 2017-12-19 2019-06-19 Zf Friedrichshafen Ag Verfahren zum Betreiben eines Antriebsstranges eines Kraftfahrzeuges
US20200132000A1 (en) * 2018-10-26 2020-04-30 K&N Engineering, Inc. Throttle control system
DE102022205825A1 (de) * 2022-06-08 2023-12-14 Robert Bosch Gesellschaft mit beschränkter Haftung Verfahren zum Betreiben eines Bremssystems eines Fahrzeugs, Vorrichtung zum Betreiben eines Bremssystems eines Fahrzeugs, Fahrzeug

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DE3149361C2 (de) * 1981-12-12 1986-10-30 Vdo Adolf Schindling Ag, 6000 Frankfurt Elektrisches Gaspedal
DE3731109C3 (de) * 1987-09-16 1996-04-11 Bosch Gmbh Robert Verfahren und Einrichtung zur Meldung eines Defektes an der Technik einer elektronischen Motorleistungssteuerung
JP2910877B2 (ja) * 1991-09-09 1999-06-23 マツダ株式会社 車両のパワートレイン制御装置および方法
DE102004025829B4 (de) * 2004-05-24 2006-07-06 Ab Elektronik Gmbh Pedaleinheit, Pedalbaugruppe und Kraftfahrzeug
DE102010062363A1 (de) * 2010-12-02 2012-06-06 Robert Bosch Gmbh Leistungssteuerungsanordnung
JP2013119264A (ja) * 2011-12-06 2013-06-17 Mikuni Corp アクセルペダル装置
GB2498929B (en) * 2012-01-25 2014-05-07 Jaguar Land Rover Ltd Adaptive control of internal combustion engine
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Also Published As

Publication number Publication date
JP6403868B2 (ja) 2018-10-10
DE102014214380B3 (de) 2015-11-19
KR20170036684A (ko) 2017-04-03
WO2016012148A1 (fr) 2016-01-28
JP2017522493A (ja) 2017-08-10

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