EP3207238A1 - Procede de coupure de l'injection de carburant dans un moteur a combustion interne - Google Patents
Procede de coupure de l'injection de carburant dans un moteur a combustion interneInfo
- Publication number
- EP3207238A1 EP3207238A1 EP15788456.0A EP15788456A EP3207238A1 EP 3207238 A1 EP3207238 A1 EP 3207238A1 EP 15788456 A EP15788456 A EP 15788456A EP 3207238 A1 EP3207238 A1 EP 3207238A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- torque
- engine
- deceleration
- healing
- vehicle
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 238000002347 injection Methods 0.000 title claims abstract description 23
- 239000007924 injection Substances 0.000 title claims abstract description 23
- 238000000034 method Methods 0.000 title claims abstract description 20
- 239000000446 fuel Substances 0.000 title claims abstract description 17
- 238000002485 combustion reaction Methods 0.000 title claims abstract description 16
- 230000010355 oscillation Effects 0.000 claims abstract description 12
- 238000001514 detection method Methods 0.000 claims abstract description 4
- 230000003449 preventive effect Effects 0.000 claims description 29
- 230000035876 healing Effects 0.000 claims description 25
- 230000005540 biological transmission Effects 0.000 claims description 11
- 230000003247 decreasing effect Effects 0.000 claims description 5
- 238000001914 filtration Methods 0.000 description 10
- 230000001133 acceleration Effects 0.000 description 5
- 238000005520 cutting process Methods 0.000 description 5
- 230000000694 effects Effects 0.000 description 2
- 230000001052 transient effect Effects 0.000 description 2
- 230000006978 adaptation Effects 0.000 description 1
- 238000006243 chemical reaction Methods 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 230000000593 degrading effect Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 239000002283 diesel fuel Substances 0.000 description 1
- 239000000463 material Substances 0.000 description 1
- 230000000750 progressive effect Effects 0.000 description 1
- 239000011435 rock Substances 0.000 description 1
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
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/12—Introducing corrections for particular operating conditions for deceleration
- F02D41/123—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off
-
- 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
- F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
- F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
- F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
- F02D11/105—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the function converting demand to actuation, e.g. a map indicating relations between an accelerator pedal position and throttle valve opening or target engine torque
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- 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
- F02D2250/21—Control of the engine output torque during a transition between engine operation modes or states
-
- 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
- F02D2250/28—Control for reducing torsional vibrations, e.g. at acceleration
Definitions
- the present invention relates to the control of internal combustion engines.
- the invention more particularly relates to a method for cutting off fuel injection in an internal combustion engine in a decelerating vehicle.
- the invention applies to the field of control control of vehicles equipped with a gasoline or diesel powertrain (GMP) with a manual gearbox (BVM), automated (BVA), piloted (BVMP) or double clutch (DCT).
- GMP gasoline or diesel powertrain
- BVM manual gearbox
- BVA automated
- BVMP piloted
- DCT double clutch
- FIG. 1 shows schematically the powertrain equipping a vehicle.
- the power train has a heat engine 1.
- the heat engine is connected to a transmission 2 typically comprising a gearbox and a clutch device of which only a connecting element with the engine 1 is shown.
- the engine can be gasoline or diesel.
- the gearbox can be manual (BVM), automated (BVA), pilot (BVMP) or double clutch (DCT).
- the transmission 2 ensures the transfer of a torque generated by the engine to the wheels, not shown.
- the heat engine 1 is typically placed on shims 3 engine. Motor games are called the torsion phenomenon 4 of the transmission elements 2 between the moment when the heat engine 1 lands on its shims 3 and the moment when the heat engine drives the wheels during the acceleration transients.
- the engine games are the tilting of the engine 1 on its shims 3 during acceleration transients.
- the engine sets thus correspond to the applied torque for which neither the engine nor the wheel train with each other during a transient phase of acceleration.
- Such vehicles are equipped with a computer that makes it possible to automatically adapt the operating point of each of the vehicle components, in particular the heat engine, so as to respect the driver's will in terms of the torque required and obtain approval from determined conduct.
- the computer typically uses two types of torque filtering requested by the driver made using a first filtering module said preventive engine torque and a second filter module of the engine. engine torque says healing.
- the first preventive filtering module ensures a filtering of a set torque corresponding to the will of the driver in order to pass the engine games by limiting the jolts of the traction chain as much as possible.
- the second curative filter module makes it possible to attenuate any oscillations in the engine speed resulting from the passage of the engine games in acceleration and deceleration. For this purpose, it generates a corrective torque in phase opposition with the engine speed oscillation.
- the second curative filtering module attenuates the oscillations of the speed during the passages of engine games. In order for this attenuation not to be noticeable by the driver, this phase would have to last several seconds. However, for reasons of fuel economy, a compromise must be made between a curative correction and a reasonable filtering time. This can therefore degrade the driving pleasure felt by the customer where the duration is reduced compared to the optimal.
- FIGS. 2a to 2d illustrate this phenomenon during a deceleration phase.
- the preventive torque Figure 2c
- the injection is cut off (this moment is materialized on the four figures by the dashed axis 5), which makes it possible to save fuel.
- the tilting of the motor being so strong that bounces 6, 6 '( Figure 2b) are to be filtered.
- a healing couple (FIG. 2d) in phase opposition with the engine speed is thus applied in order to attenuate the oscillations resulting from the tilting of the engine.
- the problem underlying the invention is to propose a strategy to maintain a nominal driving license while greatly reducing the fuel consumption in the deceleration phase of the vehicle.
- a method of cutting the fuel injection in an internal combustion engine on a vehicle in a deceleration phase comprising:
- the technical effect is to allow the injection shutdown before the end of the preventive approval, which allows a gain in fuel, while choosing during the deceleration the appropriate time for the approval is satisfactory.
- the proportional value is set with a proportionality factor of between 1 and -1.
- the proportional curative torque value is set with a proportionality factor of between 0.75 and -0.5.
- the proportional curative torque value is set with a proportionality factor equal to 0.5.
- the method comprises:
- a step of determining a preventive torque intended to limit the tilting of the motor on its holds a step of detecting the achievement of a predetermined threshold of preventive torque which indicates that the engine begins to tilt over its holds
- the preventive torque follows a predetermined decreasing path, depending on the engine speed and the gear ratio engaged.
- this predetermined decreasing trajectory is defined by three successive linear slopes.
- the beginning of the third slope corresponds to the predetermined threshold of preventive torque.
- the method comprises a step of verifying that the detected deceleration request corresponds to a request for total deceleration of the vehicle.
- the invention also relates to an internal combustion engine comprising a computer comprising the acquisition means, processing and control required to implement a method according to any of the previously described variants.
- the invention also relates to a vehicle comprising an internal combustion engine of the invention.
- FIG. 1 is a schematic representation of a thermal engine connected to a transmission element.
- FIG. 2a, 2b, 2c, 2d are timing diagrams illustrating, during a deceleration, the simultaneous evolution as a function of time respectively of the accelerator pedal setpoint, the engine speed, the preventive torque and the healing torque, according to the prior art.
- FIGS. 4a to 4d are chronograms illustrating, during a deceleration, the simultaneous evolution as a function of time respectively of the accelerator pedal set point, the engine speed, the preventive torque and the healing torque, according to the invention .
- the invention applies to a powertrain of a vehicle comprising an internal combustion engine running on gasoline or diesel fuel (also commonly known as diesel) and a transmission disposed between this engine and the vehicle wheels.
- the internal combustion engine is placed on wedges that support it.
- the transmission may notably be a gearbox of the type manual gearbox (BVM), automated gearbox (BVA), manual gearbox (BVMP) or gearbox Double Clutch (English “Double Clutch Transmission” or DCT).
- BVM manual gearbox
- BVA automated gearbox
- BVMP manual gearbox
- DCT gearbox Double Clutch
- a computer of this vehicle makes it possible to automatically adapt the operating point of each of the powertrain members, in particular the torque supplied by the internal combustion engine, in order to respect the driver's instruction. Specifically, when the driver presses on the accelerator pedal, a torque is calculated based on the engine speed and engaged gear ratio.
- the computer comprises the acquisition, processing and control means required to implement the method of the invention detailed below.
- FIG. 3 shows a system 10 for managing the torque control of an internal combustion engine integrated in the computer.
- This system 10 comprises a module 1 1 for interpreting the driver's will, a module 12 of preventive approval, as well as a torque conversion module 13 indicated and a module 14 of curative approval interacting with a module 15 of injection cutting decision.
- FIG. 3 with FIGS. 4a to 4d makes it possible to illustrate the steps of a fuel injection cutting process of an internal combustion engine for a vehicle in deceleration according to the invention.
- the first step of the method, carried out here in the module 1 1, thus consists in detecting a request for deceleration of the vehicle by the driver.
- the request for deceleration starts at time tO.
- a set torque This is then calculated according to several input data for interpreting the driver's will.
- This input data includes, by way of example: a driver set point Pacc, such as, for example, the position of a pedal or a lever for accelerating the vehicle,
- the following step, carried out in module 12, is to filter the setpoint torque Ce calculated at module 1 1 to determine a preventive torque Cp allowing the engine games to be crossed by limiting jolts and to respect predefined typing more or less vehicle dynamics.
- the calculated preventive torque Cp makes it possible to carry out a phase of progressive adaptation of the actual engine torque to the setpoint torque Ce, from the moment of the request. deceleration (at t0 in Figure 4a), according to a predetermined path depending on the gear ratio, Rbv and Nmot regime.
- the preventive torque Cp can be determined from a map memorized in the computer which establishes this torque as a function of the driver setpoint, Pacc, of the engine speed Nmot, and the gear engaged, Rbv.
- the preventive torque Cp is then converted to a given torque setpoint Ci taking into account a loss torque of the engine.
- the loss torque Cpm of the engine is the minimum torque needed to drive the vehicle.
- the loss torque Cpm generally takes into account the internal mechanical friction of the engine as well as those of accessories, such as an alternator, linked to the engine.
- the indicated torque Ci is equal to the sum of the preventive torque Cp and the loss torque Cpm of the heat engine:
- a curative approval function monitors the evolution of the engine speed, Nmot.
- This curative amenity function determines, when the engine speed is oscillating, a corrective torque, Ccor, intended to attenuate the oscillations of the engine speed, the evolution of the corrective torque being in phase opposition with this engine speed swing.
- the final torque setpoint Cf of the motor is then equal to the sum of the indicated torque Ci and the corrective torque Ccor:
- the final torque, Cf is then converted into control of the various injection members (quantity to be injected, injection pressure, etc.).
- the invention makes it possible, during a request for total deceleration, to cut off the injection at a given moment during the gaming phase, in other words during the tilting phase of the engine on its holds, before Preventive certification is completed to achieve fuel savings while maintaining a satisfactory driving experience for the customer.
- the preventive approval is considered complete when the preventive torque, Cp, has reached the engine loss torque, since it is in actual torque which corresponds to a specified torque. Ci (motor torque) equal to 0.
- a first condition is to verify that the deceleration demand detected corresponds to a request for total deceleration of the vehicle. For this purpose, it is verified that the driver setpoint, which is between a minimum setpoint and a maximum setpoint (for example 0 to 100%) Pacc, is below a suitable threshold S1 (see FIG. that the will of the driver corresponds to a demand of total deceleration.
- a suitable threshold S1 see FIG. that the will of the driver corresponds to a demand of total deceleration.
- the threshold S1 is chosen so as to confirm that the driver has the foot lifted from this pedal.
- the threshold S1 is reached at time t1.
- the threshold S1 can be for example be 2% of the maximum setpoint but according to the vehicles, the type of sensor etc. this can vary to 3% or 4%.
- a second condition is to verify that the preventive torque has reached a threshold S2 determined (see Figure 4c) which indicates that the engine begins its tilting on its holds, that is, it is at the beginning of the passage of the engine games.
- the threshold S2 is reached at time t2.
- the threshold S2 preventive torque between can be between 5 and 10 Nm, and rather 5 Nm on a gasoline, and rather 10 Nm on a diesel.
- the threshold S2 can be easily predefined if the preventive pair Cp itself follows a predetermined decreasing path. As illustrated in FIG.
- the trajectory of the preventive torque Cp is for example advantageously defined as a function of the engine speed, Nmot, and the engaged transmission ratio, Rbv, from a decreasing trajectory with three successive slopes.
- the beginning of the portion of the third slope corresponds to the predetermined threshold S2.
- the value of the curative pair, Ccor is initiated to determine when to cut the injection. Indeed, thanks to the oscillations of the healing couple, we can determine the moment when the engine will rock on its holds. Cutting the injection at this moment allows him to stay on his holds and thus avoid bounces that are harmful to driving pleasure. More specifically, from the moment when the two aforementioned conditions are satisfied, the method comprises the steps of:
- the first maximum curative torque, Ccormax is detected at time t3, after t1 and t2 (see FIG. 4d).
- a maximum is sought because the healing couple, Ccor, always begins with an increasing phase.
- the healing couple, Ccor is the "image" in phase opposition of the engine speed, but since one is in deceleration, the regime decreases so the healing torque increases. - memorize the value of this first maximum healing torque, Ccormax.
- the proportional value is established with a proportionality factor between 1 and -1.
- a value close to 1 favors the gain in consumption to the detriment of the pleasure while a value close to -1 favors the pleasure of driving at the expense of the gain in consumption.
- the proportional value can be established with a proportionality factor of between 0.75 and -0.5.
- the best compromise between driving pleasure and fuel efficiency thanks to the injection cut-off is achieved with a proportionality factor equal to 0.5.
- the invention makes it possible to cut off the injection during the passage of the games in the deceleration phase so that the engine remains on its holds. This has the effect of preventing the engine from bouncing on its holds and thus generating bounces. Therefore, the filtering of the preventive and curative approval is no longer necessary and a gain in fuel consumption of the order of 0.5 to 1 second is possible.
- the invention improves the driving pleasure and the performance of the vehicle during transient deceleration phases for a vehicle equipped with a thermal power train.
- the invention does not induce additional material cost.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Combined Controls Of Internal Combustion Engines (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 |
---|---|---|---|
FR1459778A FR3027064B1 (fr) | 2014-10-13 | 2014-10-13 | Procede de coupure de l’injection de carburant dans un moteur a combustion interne |
PCT/FR2015/052442 WO2016059311A1 (fr) | 2014-10-13 | 2015-09-14 | Procede de coupure de l'injection de carburant dans un moteur a combustion interne |
Publications (2)
Publication Number | Publication Date |
---|---|
EP3207238A1 true EP3207238A1 (fr) | 2017-08-23 |
EP3207238B1 EP3207238B1 (fr) | 2020-04-01 |
Family
ID=52021273
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP15788456.0A Active EP3207238B1 (fr) | 2014-10-13 | 2015-09-14 | Procede de coupure de l'injection de carburant dans un moteur a combustion interne |
Country Status (4)
Country | Link |
---|---|
EP (1) | EP3207238B1 (fr) |
CN (1) | CN106795825B (fr) |
FR (1) | FR3027064B1 (fr) |
WO (1) | WO2016059311A1 (fr) |
Families Citing this family (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR3110199B1 (fr) * | 2020-05-14 | 2023-07-28 | Renault Sas | Procédé de contrôle d'un moteur à combustion interne associé à un rail commun d’injection |
Family Cites Families (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS6026142A (ja) * | 1983-07-22 | 1985-02-09 | Toyota Motor Corp | デイ−ゼル機関のトルク制御装置 |
JP2000291456A (ja) * | 1999-04-06 | 2000-10-17 | Toyota Motor Corp | 車両の制御装置 |
JP2001355495A (ja) * | 2000-06-14 | 2001-12-26 | Toyota Motor Corp | 車載内燃機関の燃料噴射制御装置 |
JP4269925B2 (ja) * | 2003-12-15 | 2009-05-27 | 日産自動車株式会社 | エンジンの燃料供給停止制御装置 |
CN100526837C (zh) * | 2005-10-17 | 2009-08-12 | 比亚迪股份有限公司 | 发动机台架测试系统及其恒速控制方法 |
SE533143C2 (sv) * | 2008-11-25 | 2010-07-06 | Scania Cv Abp | Metod för återföring av motormomentregleringen från ett begränsat läge till ett icke begränsat läge |
KR101845302B1 (ko) * | 2010-12-10 | 2018-04-04 | 콘티넨탈 오토모티브 게엠베하 | 전기 기계로부터의 도움에 의한 내연 기관 작동 방법, 및 내연 기관 |
FR3003221B1 (fr) * | 2013-03-13 | 2015-03-27 | Peugeot Citroen Automobiles Sa | Procede de desactivation d'une fonction d'agrement curatif pour une motorisation d'un vehicule |
-
2014
- 2014-10-13 FR FR1459778A patent/FR3027064B1/fr not_active Expired - Fee Related
-
2015
- 2015-09-14 CN CN201580055269.2A patent/CN106795825B/zh active Active
- 2015-09-14 EP EP15788456.0A patent/EP3207238B1/fr active Active
- 2015-09-14 WO PCT/FR2015/052442 patent/WO2016059311A1/fr active Application Filing
Also Published As
Publication number | Publication date |
---|---|
CN106795825A (zh) | 2017-05-31 |
EP3207238B1 (fr) | 2020-04-01 |
FR3027064A1 (fr) | 2016-04-15 |
FR3027064B1 (fr) | 2018-01-12 |
CN106795825B (zh) | 2020-03-31 |
WO2016059311A1 (fr) | 2016-04-21 |
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