FR2728305A1 - METHOD AND DEVICE FOR CONTROLLING AN INTERNAL COMBUSTION ENGINE OF A VEHICLE AND ADJUSTING A FORCED INERTIA REGIME BY MODIFYING THE IGNITION ANGLE - Google Patents

Abstract

a) Method and device for controlling an internal combustion engine of a vehicle and adjusting a forced inertia speed by modifying the ignition angle. b) method characterized in that: - adjusting a torque produced by the internal combustion engine by setting at least one operating parameter of the internal combustion engine to a predefined value, - lowering the setting and increasing the setting of the predefined value at the start of the speed in forced inertia or at the end of the speed in forced inertia and in this way the setting of the torque produced by the internal combustion engine is reduced or increased according to at least one predefined time function .

Description

"Method and apparatus for controlling a combustion engine

  of a vehicle and adjustment of an in-vehicle

  forced tie by changing the ignition angle "

State of the art

  The invention relates to a method and a device

  for controlling an internal combustion engine of a vehicle

  in which the arrival of the fuel is interrupted

  when the vehicle is running and the injection is reinstated

  fuel at the end of the cycle.

  It is known, when ordering a motor to

  internal combustion in a regime of forced inertia when the

  The internal combustion engine is driven by the vehicle, disconnecting the fuel supply. During the passage to what is called this disconnection forced inertia or during the passage of this state in which the fuel supply

  is disconnected at normal walking, it is modified to improve

  comfort the ignition angle of the internal combustion engine. A control of this type is known for example from DE 27 37 886 C2 (US Pat. No. 4,257,363). In this document we move at the beginning of the regime in forced inertia the moment of ignition according to a function that we can choose in the direction of the delay and we disconnect the arrival

  fuel after the conclusion of the order of the

  both of the ignition. In addition, we modify at the end of

  inertia regime or when reinstating the

  riveted fuel, the moment of ignition of its delay position in the direction of advance. In this way we are supposed to avoid a jolt that occurs because of the break

  fuel supply or recovery of the fuel

  fuellines. Since the ignition angle has a nonlinear influence on the torque produced by the internal combustion engine or on the engine torque delivered by it which depends

  In addition, the characteristics of the combustion engine

  corresponding internal adjustment, it is necessary to adjust the

  Known command of the ignition angle for each type of motor.

  internal combustion engine for optimum reduction

male jolts.

  The object of the invention is therefore to indicate

  to find ways to improve the transition to

  disconnecting the fuel supply and / or

  exit pattern when restoring the arrival of the car-

  burant, the comfort of walking thanks to an adaptation

  simplified to the various internal combustion engines.

  For this purpose, the invention relates to a method characterized in that: - a torque is set generated by the internal combustion engine by setting at least one parameter of

  operation of the internal combustion engine on a

their predefined,

  - you lower the setting and increase the setting of the

  their predefined at the beginning of the regime in forced inertia or at the end of the forced inertia regime and in this way it decreases or increases the adjustment of the torque produced by the internal combustion engine according to at least

a predefined time function.

  It is known from document DE 42 39 711 A1, on the basis of a reference motor torque to be delivered

  by the internal combustion engine or a combination of

  setpoint bustion to determine a number of cylinders to be cut, a correction of the ignition angle to be made and / or a set value for the adjustment of the arrival

  air to the internal combustion engine. In addition it is

  naked, based on the load of the internal combustion engine

  and its speed of rotation as well as the angle of

  corrected mage and the number of cylinders cut, to calculate

  a real value of the combustion torque or the torque de-

  delivered by the internal combustion engine.

Advantages of the invention

  Thanks to the mode of action according to the invention, it is simply

  fold the adaptation of the transition to operation with the

  cut off fuel or at the end of the fuel

  to the normal walking regime with restoration of the

  riveted fuel. In particular, we reduce

  considerably the cost of adapting to different types of

  pes of internal combustion engines. The mode of action according to the invention leads to improved comfort in this phase of operation. In this case we very largely avoid a

jerkily during the passage.

  According to other features of the invention

  - the increase or decrease of the torque setting is achieved by correcting the ignition angle,

  by suppressing the different injections and / or by

  setting the air supply to the internal combustion engine; the adjustment of the rotational torque to be delivered by the internal combustion engine at the beginning of the

  forced inertia regime from a starting value of

  rage representing the actual torque produced

  by the internal combustion engine, according to at least one

  time function up to a lower limit value

  defined, preferably 0; when the end of the forced inertia regime increases, the adjustment of the torque produced by the

  internal combustion engine from a starting value of

  marking representing the rotational torque produced at the end of the deceleration regime, according to at least one function of

  predefined time up to the value predefined by the con-

ducer;

  - the determination of the predefined value of the

  full rotation, in particular the increase or decrease of its setting is separated from the calculation of the adjustment values of at least one operating parameter; the increase or decrease of the adjustment takes place in the zone of change of the sign of the torque delivered by the internal combustion engine to the transmission line;

  - it is predefined in the areas where the couple of

  tation delivered by the internal combustion engine to the

  transmission gene has a positive sign a high speed

  couple growth and in areas with negative

  small growth rates; the predetermined preset value is converted into a number of cylinders to which the injection must be eliminated, a correction of the ignition angle and / or an action on the air intake, independently of the wish of the driver; - after the end of the decline or increase

  of the torque adjustment, it interrupts or restores the

fuel.

Drawings.

  The present invention will be described hereinafter

  in more detail using several modes of

  shown in the accompanying drawings in which: - Figure 1 shows the overall diagram by

  blocks of a control device for a combustion engine

  internal Figure 2 shows a block diagram detailed with respect to the invention while; FIGS. 3 to 6 show the invention from a functional diagram;

  - Figure 7 finally shows the effects of the invention

  from chronograms of essential parameters of the

internal combustion engine.

  Description of the exemplary embodiments.

  FIG. 1 shows a control unit 10 equipped with at least one microcomputer 11, unit

  which serves to control an internal combustion engine

  present. This unit controls by output lines 12 the metering of the fuel sent to the cylinders of the internal combustion engine, by the output lines 16 the ignition angle and according to a preferred embodiment of the output line 20, an organ adjusting 22 which serves to influence the mass flow of suction air to the internal combustion engine. In this case, the element 22 is preferably a main throttling valve which can

  be operated electrically, a valve that operates

  normally is set according to the driver's desire.

  In other advantageous examples of the invention it may be a regulating element which serves to regulate the air at idle or an additional throttle valve associated with the main throttle valve (which may be mechanically operated). Via lines 24 to 26

  sends to the control unit 10 operating parameters

  the internal combustion engine and / or the vehicle,

  which are detected by measuring devices corresponding to

  28 to 30. Through a communication system

  cation 32, for example a CAN bus system the unit of

  control 10 which serves to control the internal combustion engine

  dull is connected to other control units 34, pre-

  to an ABS control device (

  anti-blocking regulation) / ASR

  slip to drive) and / or to a control unit

of the gearbox.

  By means of the communication system 32,

  put by the control unit 10 or the control units 34

  a set torque to be delivered by the engine to

  internal bustion. By way of example, an output setpoint torque has been calculated and transmitted to the control unit for an automatic gearbox on the outlet of the gearbox, and the unit is calculated and transmitted. ABS / ABR control unit output torque in case of excessive sliding tendency on at least one of the driving wheels. In addition he can

  in an advantageous embodiment of a variation

  their setpoint predefined by the degree of actuation of a setting element. The control unit 10 converts this set torque value, as known by the state

  of the technique mentioned at the beginning, where appropriate in

  taking into account the operating parameters

  lines 24 to 26, such as the engine speed, the engine temperature, the condition of the

  appliances consuming electricity, etc. in one

  the ignition angle determined in accordance with the

  rotational speed of the motor and the load (for example the mass flow rate of air), in a certain number of injections sent to the various cylinders to be suppressed and / or in a position of the regulating member 22 to be regulated. In the preferred embodiment, the amount of fuel to be injected for each cylinder is determined in this case as a function of

  the rotational speed of the motor and the load (eg

the mass flow of air).

  If the air supply to the internal combustion engine

  is adjusted by the driver via a

  accelerator by means of a mechanical connection, the engine torque set by it is calculated from the engine load (air mass, position of the valve

  throttling) and rotational speed.

  FIG. 2 shows a detailed block diagram of the control unit 10 with a view of the transition to the operating state with disconnection of the fuel in the forced inertia regime as well as from this operating state. to get out by restoring the fuel supply. The command unit is brought via the communication system 32 a reference clutch torque Mkupext. The couple of employees

  setpoint clutch Mkupext is brought to a combination point

  100, in which the loss torque Mver1 is added. As a result, the predefined Mipext set point combustion torque from the outside is obtained, which torque is brought by the line 102 of the combination point 100 to the selection stage of the minimum value 104.

  In this case, the Mverl loss represents the losses that

  produce inside the internal combustion engine as well as the torque needed by the subassemblies

  auxiliaries, such as, for example, a

  mation. The loss torque is determined based

  of a predefined characteristic field on the basis of

  rotation, the engine temperature and the condition of the electricity-consuming devices. The setpoint torque brought by the line 102 to the selection stage of the minimum value 104 is in this case predefined by

  such as anti-slip regulation,

  the drive torque of the engine, a control of the gearbox or even by the driver. According to the known state of the art, this set torque is converted into

  injections, corrections of the angle of

  mage and / or adjustment of the air supply. If provision is made for the above functions to be used in the air supply, the Mipfu combustion torque made available by the adjustment of the air is calculated as known from the state of the art mentioned at the beginning. the arrival of air. If no intervention is planned on the air supply or if this intervention does not take place, this value corresponds to

  the value of the torque predefined by the driver in

the throttle valve.

  The value of the torque Mipfu is brought via the line 33 to a counting means 106. In addition, the line 108, from a characteristic field 110, is fed to the real combustion torque Mipréel. The output of the counting means 106 represents a value of the Mipwe setpoint combustion torque during the restoration of the arrival of the fuel and is brought by the line 112, the switch 114, and the line 116 to the selection stage. of the minimum value 104. The represented position of the switch 104 corresponds in this case to the position of an operation

  without deceleration. The switch 114 is operated according to

  detection of the deceleration rate detection block via the

  line 120. The detection block of the diet is

  Forcibly tie 118 at least the lines 122, which is fed a signal LL representing the release of the accelerator pedal, and the line 124, which is provided a measurement of the rotational speed of the engine. The detection block of the forced inertia regime 118 also activates, by the line 126, the counting means 106 and by the line 128, another counting means 130. This other counting means is taken along line 132 to measure the real burnout torque Mipréel as well as through the line 134 a value of a minimal torque Mipug, which is equal to

  zero in a preferred embodiment. The middle couple

  In this case, nimal Mipug emerged from an element of

  moire 136, while the actual combustion torque is calculated on the basis of the characteristic field 110, as known from the rotational speed of the engine and the engine load, where appropriate on the basis of the angle of corrected ignition as well as the number of private injection cylinders (shown in indents). The output of the counting means 130 represents a value of the actual combustion torque Mipsa setpoint when switching to the disconnection of fuel. This value is fed through line 136, switch 114 and line 116 to the selection stage of the minimum value 104. At this point the smallest torque value of the Mipext and Mipwe or Mipsa quantities that have been brought is formed as combustion torque of

  set point for the start of injection and ignition.

  This value is brought by line 138 to the cal-

  140. The computing unit 140 converts the torque

  setpoint bustion in the manner known to the state of the art in a correction of the ignition angle and / or a number of non-injection of cylinders. In this case, the value of the target combustion torque is compared with the actual value estimated by a model and in the case of a smaller setpoint combustion torque value, the injection cuts in the cylinders and / or the correction of the ignition angle to be made. The corresponding results are sent via lines 142 and 144. The influence of the fuel dosage and the setting of the ignition angle are sketched by the correction blocks 146 and 148 as well as by the correction lines.

Exit 12 and 16.

  We have given up the representation in Figure 2 of the

  glazing of the air intake for reasons of visibility. This

  setting is carried out by applying the mode of action

out of the state of the art.

  The basic idea of the invention shown in FIG. 2 is the separation of the control of the engine torque when switching from the forced inertia regime to that outside the forced inertia regime to a predefined setpoint torque (100 to 138). and in a calculation of a control variable according to

  the measurement of the determined target torque (140 to 144).

  When changing to the forced-inertia regime the

  measurement of the Mipsa torque is set from the torque of

  Momenteal real momentary bombardment to the predetermined lower limit Mipug by the counting means 130 according to a time function. When the lower limit is reached

  the set combustion torque resulting from the se-

  the minimum value is so small that all

  cylinders and in this way all the fuel supply

  rant is disconnected. When restoring the food

  Accordingly, the setting of a predetermined value of the torque Mipwe of the instantaneous actual value Mipréel as a starting value by means of the counting means 106 according to a predefined time function up to the value of the torque Mipfu essentially is carried out. predefined by the

  driver. If the predefined pair Mipwe has reached the

  their final Mipfu, we finish the adjustment of the couple serving

to recovery.

  According to an advantageous embodiment,

  may prohibit during the increase or decrease of

  glage of the couple the suppression of the injection of different

  cylinders. In this case, only the de-

  setting of the ignition angle which serves for the rapid action of the couple. The time functions predefined in the counting means 106 and 130 are made in different ways. By way of example, the counting means can be implemented in the form of a first or second order delay element or of a higher order. In an example of

  realization it has proved appropriate to carry out a

  continues. In this case one can freely choose time constants or growth rates and adapt them to the desired comfort. The most likely is the occurrence of a jolt when switching to the deceleration mode with disconnection of the fuel and the output of this regime, when the sign of the torque delivered by the internal combustion engine changes, it is ie when the internal combustion engine goes from a regime o

  he is driven to a regime where he trains and vice versa.

  Consequently, it is advantageous to separate the predefined

  couple in two areas. In the first zone, when the setpoint torque to be set is between zero and l1

  absolute value of the loss torque (negative output torque)

  tif, forced inertia regime), it is advantageous to choose large time constants or a small growth rate. In the second zone when the setpoint torque to be set is greater than the loss torque, that is to say

  when the output torque is positive it has proved to be

  to choose a small time constant and / or a

  high speed of growth. This is how the young couple

  can respond quickly and smoothly to the driver's wishes or fall to the lower limit value. According to another mode of operation it is advantageous, in the case where a real combustion torque Mipréel is in the zone of the absolute loss torque to slow down the growth.

predefined torque.

  Preferably the invention is carried out in the context of computer programs. This is described as an example from the functional diagrams shown

in Figures 3 to 6.

  After the start of the part of the program re-

  presented in Figure 3 at the pre-defined times we put in

  memory in a first sequence 200 the rotational speed

  Mmot motor as well as an LL signal indicating the

  idle speed of the accelerator pedal. During the interrogation sequence 202 that follows, it is checked whether the accelerator pedal has been released and whether the speed of

  rotation of the motor is above a speed of rotation

  predefined Mwe recovery, eg 1000 / Umin. If this is the case, according to the sequence 204, a thrust mark is placed on the value 1, otherwise this mark is set to zero (sequence 206). After that

  the part of the program is over.

  The "push" mark indicates in this case the

  of a regime of forced inertia (value 1), it represents

  In this way, switch 114. This is used to control the preset torque. If the value of

  "push" mark goes from zero to 1, that is to say if the

  internal combustion engine enters the regime of forced inertia during which it is pushed, the part of the program

according to Figure 4 starts.

  During the first sequence 210, the predefined lower limit value Mipug and the calculated actual combustion torque Mipréel are stored in memory. In addition the value of

  start of the predefined torque Mipsa (0) is set on the

  their real combustion torque. In the following sequence

  vante 202 then the value of the predefined torque is calculated

  Mipsa (k) from the difference between the predefined value

  determined during the course of the previous program Mipsa (k-1) and a predefined value A. Then during the

  interrogation sequence 204 it is checked whether the value

  Mipsa (k) is smaller than or equal to the value

  Mipug lower limit. If so, the part of the project

  gram is complete because the lower torque setting of the

  engine is done and all cylinders are disconnected

  (no injection). If you have not reached the lower limit yet, repeat the part of the program

starting from sequence 202.

  In the case of a preferred embodiment, which is shown in dashed lines in FIG. 4, predefined

  Moreover, depending on the value of the predefined torque differs

  different speeds of growth for the lowering of the setting.

  For this purpose we check during the interrogation sequence

  206 if the current preset value Mipsa (k) is found

  be the value 0 and the value of the absolute loss torque Mverl. If it is the case one predefines during the sequence 208 a value Ai., While in the contrary case one

  predefines a value A2 used to lower the setting se-

  Sequence 202 (Sequence 210). In this case, the values A1 and A2 are chosen in such a way that the speed of

  growth is small when the output torque is nega-

  within the area delineated in sequence 206. From this

  In this way, a possible

  blow when the disconnection of the fuel occurs.

  FIG. 5 shows a mode of operation

  corresponding arrangement for the restoration of the

  fuel after the end of a deceleration regime. When the "push" mark changes from 1 to the value

  O adjust the motor torque. For this purpose, it is necessary to

  quence 220 the start value of the predefined torque for the Mipwe (0) recovery on the value stored in the real burn-up torque Mipréel. Then, according to the sequence 222, the predefined value of the torque is adjusted and a recovery is thus smoothly allowed. The current value of the predefined pair Mopwe (k) is determined analogously

  by adding the value Mipwe (k-1) determined during the de-

  rolling of the previous program and a value A. Then

  at the sequence 224, the value of the mid torque is stored in memory.

  pfu and in the next sequence 226 it is checked whether the value of the predefined pair determined at the sequence 222 is

  greater than or equal to the predefined value

  by the driver. If this is the case, the part of the pro-

  gram is complete. In the opposite case another adjustment of the value of the predefined pair takes place by the repetition

  of the part of the program according to the sequence 222.

  Even here are provided different growth rates in another embodiment. For this purpose, it is checked according to the part of the program represented by dashes during the interrogation sequence 228 if the value

  predefined Mipwe (k) is between the value O and the value

  their loss couple Mverl. If this is the case, a value A1 is stored according to the sequence 230, outside this zone according to the sequence 232 a value A2 serving to adjust the torque to the sequence 222. Even here the amount of the value A1 is smaller than that of the value A2, so that we have in the area with negative output torque

  a lower torque growth rate

corn.

  The predefined values determined for this

  in FIG. 6 converted into suppressions of the injection into the cylinders, correction of angle of

  mage or mass of air to feed. For this we put in

* moire according to the sequence 250 of the part of the program

  represented in FIG. 6 the values Mipwe, Hipsa and Mi

  pext and at the sequence 252 the setpoint combustion torque is set to that of these values, the amount of which is the

  smaller. Next, the sequence 254 determines the

  of the cylinders from which the injection is removed,

  mine a correction amount ZW for the ignition angle

  as well as, if necessary, a correction of the setting of the

  asoll air at least on the basis of the combustion torque.

  setpoint and actual combustion torque. Then

the program is finished.

  FIG. 7 shows the mode of operation

  invention of the invention from chronograms. In this case, FIG. 7a shows the evolution of the "push" mark, FIG. 7b shows the evolution of the combustion torque.

  real Mipcons. Figure 7c shows the evolution of the couple de-

  delivered by the Mkup internal combustion engine and FIG. 7d shows the evolution of the number of cylinders X which one

  suppressed the injection, as a function of time.

  Suppose that at a moment TO occur a regime of forced inertia. The "push" mark changes from 0 to 1. Consequently, to interrupt the arrival of the

  From the instant TO, the value of the predefined setpoint torque is set to 0. This is done according to the figure

  7b noticeably with two speeds of growth, a growth of speed occurring

  when the torque output from the combustion engine

  internal change of sign. This is shown from FIG. 7c, on which a variation of the delivered torque has been shown, which corresponds to the predefined torque. Has a

  moment T2 suppose that the combustion torque of

  gne be equal to O and the negative delivered torque, that is,

  say that the internal combustion engine is driven by the vehicle. As a result in Figure 7d from

  moment TO the number of cylinders to be sup-

  primer injection increases in stages with a growth rate that decreases until the moment T2 where the injection is suppressed in all the cylinders, that is to say o

  the arrival of the fuel is interrupted. At the moment Tl sup-

  let us stop the forced march of inertia, that is,

  say that the mark "thrust" passes again to the value 0. This leads to an adjustment of the combustion torque according to Figure 7b from time Tl. Here too we choose for the lower setting two growth rates. AT

  moment T3 suppose that the value of the cou-

  pre-defined set point combustion by the driver.

  A corresponding increase in the couple will be found

  from the instant T1 in FIG. 7c even to the actual torque.

  The increase of a torque is achieved in the preferred embodiment by restoring the injection in a predefined number of cylinders according to FIG. 7d. At time T3 all the cylinders are again fueled.

  The speed of growth during the decline in

  The setting and the setting increase can be predefined differently depending on the requirements of the motor vehicle and the internal combustion engine. In addition, FIG.

  dashes the offset of the ignition angle. Between the

  tants TO and T2 decrease the setting of the ignition angle

  according to the predefined torque (from the advance to the re-

  late), between instants Tl and T3 we increase the setting (of the delay towards the advance), between instants T2 and Tl on

  suppresses injection in all cylinders. This representative

  is valid only when there is no cylinder injection suppression except between T2 and T1. In the case

  of a cylinder injection suppression, the

  if necessary, in such a way that the evolution of the torque is continuous, that is to say that the jumps of the torque caused by the suppression of the injection

  offset by the offset of the ignition angle.

  Instead of a predefined value for the couple

  in another embodiment of the invention.

  a predefined value of another torque produced by the internal combustion engine, for example of the output torque, and the mode of action according to the invention is therefore exploited.

Claims (8)

R E V E N D I C A T IONS   A method and a device for controlling an internal combustion engine of a vehicle, in which the arrival of the fuel is interrupted when the vehicle is running and the fuel injection is re-established at the end of the regime, characterized in that: - a torque generated by the internal combustion engine is set by setting at least one parameter of   operation of the internal combustion engine on a their predefined,   - you lower the setting and increase the setting of the   their predefined at the beginning of the regime in forced inertia or at the end of the forced inertia regime and in this way it decreases or increases the adjustment of the torque produced by the internal combustion engine according to at least a predefined time function.   2- Method according to claim 1, characterized in that the increase or decrease of the adjustment of the rotational torque takes place by correction of the ignition angle,   by suppressing the different injections and / or by   setting of the air supply to the internal combustion engine.   3- Method according to one of the preceding claims   characterized in that the adjustment of the rotational torque to be delivered by the internal combustion engine at the beginning of the forced inertia regime is reduced.   a start value representing the rotation torque   currently produced by the internal combustion engine   dull, according to at least one time function up to a   lower limit value predefined, preferably 0.   4- Method according to one of the preceding claims   characterized in that at the end of the period   of forced inertia, the adjustment of the rotational torque   produced by the internal combustion engine   a start value representing the rotation torque   produced at the end of the deceleration regime, according to at least one predefined time function up to the value predefined by the driver.   - Method according to one of the preceding claims   characterized in that the determination of the value   predefined torque, in particular the increase in   tation or decrease of its setting is separated from the calculation   setting values of at least one function parameter ment.   6. Process according to one of the preceding claims.   characterized in that the increase or decrease of the setting occurs in the area of change of the sign of the   torque output from the internal combustion engine dull at the transmission line.   7- Method according to one of the preceding claims   dentes, characterized in that the predefined   o the torque output from the internal combustion engine to the transmission line has a positive sign a high speed of torque growth and in   areas with negative torque of low growth speeds ciency.   8- Method according to one of the preceding claims   characterized in that the predetermined value determines   born is converted into a number of cylinders to which the injection is to be suppressed, into a correction of the angle   ignition and / or action on the independent air supply the wish of the driver.   9- Method according to one of the preceding claims   dentes, characterized in that after the end of the decrease or the increase of the adjustment of the torque one interrupts or restores the fuel supply.   - Control device of a combustion engine   vehicle, - with a control unit, which detects a   thrust of the internal combustion engine and during the   thrust cycle interrupts the arrival of the fuel at   internal combustion engine, and restores the arrival of   at the end of the thrust regime, characterized in that: the control unit is constituted in such a manner   torque, produced by the combustion engine   tion is influenced by the order of at least one   operating parameter of the internal combustion engine   dull according to the measurement of a predefined value of the torque determined by it, - one decreases or increases the setting of this predefined value at the beginning, respectively at the end of the   thrust according to at least one time function.