EP3207238B1 - Verfahren zur unterbrechung der kraftstoffeinspritzung in eine brennkraftmaschine - Google Patents

Verfahren zur unterbrechung der kraftstoffeinspritzung in eine brennkraftmaschine Download PDF

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Publication number
EP3207238B1
EP3207238B1 EP15788456.0A EP15788456A EP3207238B1 EP 3207238 B1 EP3207238 B1 EP 3207238B1 EP 15788456 A EP15788456 A EP 15788456A EP 3207238 B1 EP3207238 B1 EP 3207238B1
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EP
European Patent Office
Prior art keywords
torque
engine
preventive
maximum
vehicle
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Application number
EP15788456.0A
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English (en)
French (fr)
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EP3207238A1 (de
Inventor
Mathieu THOMAS
Simon MICHAUT
Juliette DESHAYES
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
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PSA Automobiles SA
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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 relates more particularly to a method for cutting off the injection of fuel into an internal combustion engine in a decelerating vehicle.
  • the invention applies to the field of command control of vehicles fitted with a petrol or diesel thermal powertrain (GMP) with a manual (BVM), automated (BVA), piloted (BVMP) or double clutch (DCT).
  • GMP petrol or diesel thermal powertrain
  • BVM manual
  • BVA automated
  • BVMP piloted
  • DCT double clutch
  • the figure 1 shows schematically the powertrain fitted to a vehicle.
  • the powertrain includes a heat engine 1.
  • the heat engine is connected to a transmission 2 conventionally comprising a gearbox and a clutch device of which only a connecting element with the engine 1 is presented.
  • the heat engine can be petrol or diesel.
  • the gearbox can be manual (BVM), automated (BVA), piloted (BVMP) or dual clutch (DCT).
  • Transmission 2 ensures the transfer of a torque generated by the engine to the wheels, not shown.
  • the heat engine 1 is conventionally placed on engine spacers 3.
  • Engine torque is called the torsional 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 acceleration transients.
  • the engine clearances are the tilting of the heat engine 1 on its wedges 3 during the acceleration transients.
  • the engine clearances thus correspond to the applied torque for which neither the heat engine nor the wheel drive with each other during a transient acceleration phase.
  • Such vehicles are equipped with a computer making it possible to automatically adapt the operating point of each of the components of the vehicle, in particular the heat engine, in order to comply with the driver's wishes in terms of the torque required and obtain approval for determined conduct.
  • the computer conventionally implements two types of filtering of the torque requested by the driver, carried out using a first filter module called preventive of the engine torque and a second filter module of the motor torque says curative.
  • the first preventive filtering module filters a setpoint torque corresponding to the driver's wishes in order to pass the engine clearances 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 clearances in acceleration and deceleration. To this end, it generates a corrective torque in phase opposition with the engine speed oscillation.
  • the second curative filter module attenuates the oscillations of the speed during the passages of engine clearances. For this attenuation not to be perceptible 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.
  • the Figures 2a, to 2d illustrate this phenomenon during a deceleration phase.
  • the preventive torque figure 2c
  • the injection is cut off (this instant is shown in the four figures by the axis 5 in dotted lines), which allows fuel savings.
  • the tilting of the motor being so strong that rebounds 6, 6 '( figure 2b ) are to be filtered.
  • a healing couple figure 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 making it possible to maintain nominal driving pleasure while greatly reducing the fuel consumption during the vehicle's deceleration phase.
  • the technical effect is to authorize the injection cut before the end of the preventive approval, which allows a gain in fuel, while choosing during deceleration the appropriate moment so that the approval is satisfactory.
  • the proportional value is established with a proportionality factor of between 1 and -1.
  • the proportional value of curative torque is established with a proportionality factor between 0.75 and -0.5.
  • the proportional value of curative torque is established with a proportionality factor equal to 0.5.
  • the preventive torque follows a predetermined decreasing trajectory, which is defined from a trajectory with three successive slopes, as a function of the engine speed and of the gear ratio engaged.
  • this predetermined decreasing trajectory is defined by three successive linear slopes.
  • the start of the third slope corresponds to the predetermined threshold of preventive torque.
  • the method includes 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, processing and control means required for implementing a method according to any of the variants described above.
  • the invention also relates to a vehicle comprising an internal combustion engine of the invention.
  • the invention applies to a powertrain of a vehicle comprising an internal combustion engine operating on petrol or diesel (also commonly known as Diesel) and a transmission disposed between this engine and the wheels of the vehicle.
  • the internal combustion engine is placed on blocks which support it.
  • the transmission can in particular be a manual gearbox (BVM), automatic gearbox (BVA), manual piloted gearbox (BVMP) or double clutch gearbox. or DCT).
  • BVM manual gearbox
  • BVA automatic gearbox
  • BVMP manual piloted gearbox
  • DCT double clutch gearbox
  • a computer in 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 comply with the driver's instructions. Concretely, when the driver presses the accelerator pedal, a torque is calculated according to the engine speed and the gearbox engaged.
  • the computer comprises the acquisition, processing and control means required for implementing the method of the invention detailed below.
  • the figure 3 presents a system 10 for managing the torque control of an internal combustion engine integrated in the computer.
  • This system 10 includes a module 11 for interpreting the driver's wishes, a module 12 for preventive approval, as well as a module 13 for conversion to the indicated torque and a module 14 for curative approval interacting with a decision module 15 injection cutoff.
  • the figure 3 with the figures 4a to 4d illustrate the steps of a process for cutting off the fuel injection of an internal combustion engine for a decelerating vehicle according to the invention.
  • the next step, carried out in module 12, is to filter the setpoint torque Cc calculated in module 11 to determine a preventive torque Cp making it possible to cross the engine clearances by limiting jolts and to respect a more or less dynamic predefined typing of the vehicle.
  • 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, Cc, from the moment of the request deceleration (at t0 on the figure 4a ), according to a predetermined trajectory as a function of the gearbox ratio, Rbv and of the Nmot regime.
  • the preventive torque Cp can be determined from a map stored in the computer which establishes this torque as a function of the driver's instruction, Pacc, the engine speed Nmot, and the gear engaged, Rbv.
  • the preventive torque Cp is then converted into a torque setpoint indicated Ci by taking into account a couple of losses from the heat engine.
  • the torque loss Cpm from the engine is the minimum torque necessary to move the vehicle forward.
  • the torque loss Cpm generally takes into account the internal mechanical friction of the engine as well as that of accessories, such as an alternator, linked to the engine.
  • a curative approval function monitors the evolution of the engine speed, Nmot. This curative approval function determines, when the engine speed oscillates, 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 oscillation.
  • the final torque, Cf is then converted into a command for 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 determined moment during the clearance passage phase, in other words during the engine tilting phase on its chocks, before preventive approval is completed to save fuel while maintaining satisfactory driving pleasure for the customer.
  • the preventive approval is considered to be terminated when the preventive torque, Cp, has joined the engine loss torque, since we are in effective torque which corresponds to a specified torque Ci (motor torque) equal to 0.
  • a first condition is to verify that the detected deceleration request corresponds to a request for total deceleration of the vehicle. To this end, it is verified that the driver setpoint, which is between a minimum setpoint and a maximum setpoint (for example 0 to 100%) Pacc, is less than a threshold S1 (cf. figure 4a ) suitable to be sure that the driver's wishes correspond to a request total deceleration.
  • a threshold S1 cf. figure 4a
  • the threshold S1 is chosen so as to confirm that the driver has his foot raised from this pedal.
  • the threshold S1 is reached at time t1.
  • the threshold S1 may for example be 2% of the maximum setpoint, but depending on the vehicle, 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 determined threshold S2 (cf. figure 4c ) which indicates that the engine begins to tilt on its chocks, in other words that we are at the beginning of the passage of the engine clearances.
  • the threshold S2 is reached at time t2.
  • the threshold S2 of preventive torque between may be between 5 and 10 Nm, and rather 5 Nm on petrol, and rather 10 Nm on diesel.
  • the threshold S2 can be easily predefined if the preventive torque Cp itself follows a predetermined decreasing trajectory.
  • the trajectory of the preventive torque Cp is for example advantageously defined as a function of the engine speed, Nmot, and of the gear transmission engaged, Rbv, from a decreasing trajectory at three successive slopes.
  • the start of the portion of the third slope corresponds to the predetermined threshold S2.
  • the proportional value is established with a proportionality factor between 1 and -1.
  • a value close to 1 promotes consumption gain at the expense of pleasure while a value close to -1 favors driving pleasure at the expense of consumption gain.
  • the proportional value can be established with a proportionality factor between 0.75 and -0.5.
  • the invention makes it possible to cut the injection during the passage of the games in the deceleration phase so that the engine remains on its chocks. This has the effect of preventing the motor from bouncing on its chocks and therefore generating rebounds. Consequently, filtering of 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 driving pleasure and the performance of the vehicle during transient deceleration phases for a vehicle equipped with a thermal powertrain.
  • the invention does not entail any additional material cost.

Claims (9)

  1. Verfahren zum Unterbrechen des Kraftstoffeinspritzens in einer Brennkraftmaschine, wie einem Fahrzeug, in Verlangsamungsphase, wobei der Motor auf Unterlagen abgestellt ist, das Folgendes umfasst:
    a) einen Erfassungsschritt einer Verlangsamungsanfrage des Fahrzeugs,
    b) einen Bestimmungsschritt eines korrigierenden Drehmoments (Ccor), das dazu bestimmt ist, die Oszillationen der Motordrehzahl während der Verlangsamung zu dämpfen, indem ein korrigierendes Drehmoment in Phasenverschiebung zu der Motordrehzahloszillation erzeugt wird, und das immer in steigender Phase beginnt,
    c) einen Bestimmungsschritt eines Vorbeugungsdrehmoments (Cp), das dazu bestimmt ist, dass Kippen des Motors auf seinen Unterlagen einzuschränken,
    d) einen Erfassungsschritt des Erreichens eines vorbestimmten Schwellenwerts (S2) des Vorbeugungsdrehmoments (Cp), der angibt, dass der Motor sein Kippen auf seinen Unterlagen beginnt,
    e) einen Erfassungsschritt des ersten maximalen Vorbeugungsdrehmoments (Ccormax), wobei dieser Erfassungsschritt des ersten maximalen Vorbeugungsdrehmoments (Ccormax) initiiert wird, wenn der vorbestimmte Schwellenwert (S2) des Vorbeugungsdrehmoments erreicht wird, und im Anschluss an dieses erste maximale Vorbeugungsdrehmoment (Ccormax)
    f) einen Einspritzunterbrechungsanfrageschritt, sobald im Anschluss an dieses erste Maximum das Vorbeugungsdrehmoment (Ccor) einen Wert erreicht, der zu diesem ersten maximalen Vorbeugungsdrehmoment (Ccormax) proportional ist.
  2. Verfahren nach Anspruch 1, wobei der proportionale Wert mit einem Proportionalitätsfaktor zwischen 1 und -1 ermittelt wird.
  3. Verfahren nach Anspruch 2, wobei der proportionale Wert mit einem Proportionalitätsfaktor zwischen 0,75 und -0,5 ermittelt wird.
  4. Verfahren nach Anspruch 3, wobei der proportionale Wert mit einem Proportionalitätsfaktor gleich 0,5 ermittelt wird.
  5. Verfahren nach einem der vorstehenden Ansprüche, wobei der Motor mit einem Getriebe gekoppelt ist, dadurch gekennzeichnet, dass das Vorbeugungsdrehmoment (Cp) einem vorbestimmten abnehmenden Verlauf folgt, der ausgehend von einem Verlauf mit drei aufeinanderfolgenden linearen Gefällen in Abhängigkeit von der Motordrehzahl (Nmot) und dem eingelegten Gang (Rbv) definiert wird.
  6. Verfahren nach dem vorstehenden Anspruch, dadurch gekennzeichnet, dass der Anfang des dritten Gefälles dem vorbestimmten Schwellenwert (S2) des Vorbeugungsdrehmoments entspricht.
  7. Verfahren nach einem der vorstehenden Ansprüche, dadurch gekennzeichnet, dass es Folgendes umfasst:
    - einen zum Prüfen, dass die erfasste Verlangsamungsanfrage einer Gesamtverlangsamungsanfrage des Fahrzeugs entspricht.
  8. Brennkraftmaschine, dadurch gekennzeichnet, dass sie einen Rechner umfasst, der Mittel zum Erfassen, Verarbeiten und Steuern umfasst, die für die Umsetzung eines Verfahrens nach einem der vorstehenden Ansprüche erforderlich sind.
  9. Fahrzeug, dadurch gekennzeichnet, dass es eine Brennkraftmaschine nach dem vorstehenden Anspruch umfasst.
EP15788456.0A 2014-10-13 2015-09-14 Verfahren zur unterbrechung der kraftstoffeinspritzung in eine brennkraftmaschine Active EP3207238B1 (de)

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 EP3207238A1 (de) 2017-08-23
EP3207238B1 true EP3207238B1 (de) 2020-04-01

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EP (1) EP3207238B1 (de)
CN (1) CN106795825B (de)
FR (1) FR3027064B1 (de)
WO (1) WO2016059311A1 (de)

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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)

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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
CN103228895B (zh) * 2010-12-10 2016-10-12 大陆汽车有限公司 在电的机器的支持下驱动内燃机的方法和内燃机
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

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Publication number Publication date
CN106795825B (zh) 2020-03-31
FR3027064B1 (fr) 2018-01-12
CN106795825A (zh) 2017-05-31
FR3027064A1 (fr) 2016-04-15
EP3207238A1 (de) 2017-08-23
WO2016059311A1 (fr) 2016-04-21

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