FR2736010A1 - METHOD AND DEVICE FOR CONTROLLING THE DRIVE UNIT OF A MOTOR VEHICLE - Google Patents

Abstract

A method for controlling the drive unit of a vehicle, in the case of which a rotational torque delivered by the drive unit is influenced in a direction which reduces oscillations in the transmission line of the vehicle. Method characterized in that the influence exerted on the torque is derived from a comparison of the speed of rotation of the drive unit with a model speed of rotation obtained from the states of the torque in the line transmission of the vehicle.

Description

State of the Art The invention relates to a method and a device for

  control the drive unit of a motor vehicle

  in which a rotational torque delivered by the unit of

  dragging is influenced in a way that reduces oscilla-

  in the transmission line of the vehicle.

  Document EP-447 393 B1 (US 209 203) discloses a method and a device for controlling the torque of an internal combustion engine, by modifying the ignition angle of the internal combustion engine to dampen the internal combustion engine. vibrations in the transmission line of the vehicle. From the difference between the speed of rotation of the wheels of the vehicle and the rotational speed of the internal combustion engine it has been proposed to modify the ignition angle of the internal combustion engine in the direction which has the effect of reducing this difference. Such a regulator depends largely on the dynamic operating point, since the magnitude of the engine rotational torque is not sufficiently taken into account.

  regarding the vibrations that occur.

  The object of the invention is therefore to propose an optimized regulator to avoid vibrations in the transmission line. This is achieved in that the influence on the rotational torque is derived from a comparison of the speed of rotation of the drive unit with a speed

  of model rotation obtained from the states of the pair of

  in the transmission line of the vehicle.

  It is known from DE-A1-42 39 711 to calculate the torque produced by an internal combustion engine on the basis of the measured rotational speed of the engine and the mass of air supplied to the internal combustion engine. In addition

  described in this document, for controlling a combustion engine

  tion, a change in the ignition angle depending on the

  predefined variation of the motor torque.

Advantages of the invention

  The regulator according to the invention avoids the vibrations

  in the transmission line of an internal combustion engine. In particular, it is advantageous to obtain

  independence of the regulator from the point of

  dynamic development, as it is possible to have a

  Stable glazing and a simpler design for the regulator. It is particularly advantageous to isolate the vibrations by comparing the rotational speed of the motor with a rotational speed acting as a model, detected from the rotational torque of the drive unit. In this way we take into consideration the regulated torque and at the same time

  time, this way, the wish of the driver himself.

  It is particularly advantageous to be able to use

  a simple model to detect the rotational speed.

  The regulator has particularly advantageous properties in the case of what is called a jerk

  when changing from the operating mode to push to the traction operating mode.

  Thanks to the simple construction of the regulator it is possible to have an implementation in the computer with a

  low load of the machine. In this case, the program of the regulator used is operated in angular synchronism.

  According to other characteristics of the invention: the model model rotational speed of the output shaft is formed by the integration of a rotation acceleration torque; the torque of rotation acceleration is formed as a function of a rotational torque produced by the drive unit and

  of the resisting torque reproduced on the output shaft of the

transmission gene;

  the resisting torque is formed on the output shaft of the

  transmission rate as a function of the difference between the

  actual rotational speed and model rotational speed;

  - the difference between the actual speed of rotation and the

  rotation speed model is transformed by an element of

  proportional transfer to a correcting value

rotation torque;

  - the value of the torque correction is converted

  a correction value for the ignition angle; - the continuous fraction of the difference of the rotation values between the value of the actual rotation speed and the value

  of the model rotation speed is filtered according to a

  high-pass type trimming; the influence on the rotational torque is effected by means of a regulator, which converts the oscillation of the rotational speed from a comparison of the rotational torque produced by the motor and the resistant torque, oscillation

  isolated from the output shaft side on the transmission line

sion, in a torque correction;

  - the regulator is implemented in the form of a program of

  which takes place in angular synchronism.

  The invention also relates to a device for controlling the drive unit of a vehicle with a control unit which influences the rotational torque delivered by

  the drive unit in the sense of a reduction of vibra-

  in the transmission line of the vehicle,

  characterized in that the control unit comprises a regulating unit which influences the rotational torque on the basis of

  the actual speed of rotation and a speed of rotation

  depends on the states of the rotational speed

  in the transmission line, in the sense of reducing vibrations.

  Other advantages will come out of the description

  which will follow examples of realization.

drawings

  The present invention will be described hereinafter

  in more detail using several embodiments shown in the accompanying drawings in which:

  FIG. 1 shows a schematic overview of

  ble, by blocks, of a control system for an internal combustion engine, while

  FIG. 2 shows the regulator according to the invention

  represented by a block diagram, and

  - Figures 3 and 4 show the beneficial effects

  the regulator according to the invention, based on the chrono-

  grams of the evolution of the speed of rotation and of

the evolution of the couple.

  Description of the embodiments

  FIG. 1 shows an overall schematic block view of a control system for a combustion engine

  internal. In this case we have symbolized by reference 10 a model

  A multi-cylinder internal combustion engine, which has a suction system 12, as well as an output shaft 14. In the suction system 12, inter alia, a measurement system 16 is provided to determine the arrival of air to the internal combustion engine (air mass, air flow, pressure in the intake pipe), from a line 18 to an electronic control unit 20 for controlling the engine internal combustion. In the region of the output shaft 14, there is shown a measuring system 22 for determining the rotational speed of the internal combustion engine 10, from a line 24 to the control unit 20. control unit 20 has other input lines 26 to 28 of measurement systems 30 to 32 for determining other quantities

  operation of the internal combustion engine and / or the vehicle

  cule. Input quantities of this type are for example the

  engine temperature, the speed of the vehicle, the degree of

  accelerator pedal (driver's wish), the position of the gearbox, control signals from other control units (gearbox control, anti-skid system), etc. By means of at least one output line 34, the control unit controls the ignition angle of the internal combustion engine. In addition the unit of

  command 20 has other output lines 36 serving as in-

  to influence the metering of the fuel and, if necessary, an exit line 38 serving to influence the arrival of the air to the engine

internal combustion.

  The control unit 20 performs the functions of

  of those skilled in the art, which will not be described in more detail below, used to control the ignition angle, fuel injection and / or the arrival of air at internal combustion engine. In addition, the control unit 20 comprises the regulator shown below, serving to prevent vibrations

in the transmission line.

  Due to the elasticity of the output shaft 14, vibrations occur in particular during the passage of the

  thrust operating mode of the internal combustion engine

  dull, in the mode of operation in acceleration, vibrations

  which are transmitted to the vehicle and may significantly affect

  the driving comfort and driving behavior of the motor vehicle.

  If we consider the transmission line of the vehicle

  (motor, output shaft, driven load) as a system

  Spring-mass system (double-mass oscillator) Vibrations can be described using torque at the input side (motor torque) and torque at the output side. The latter is roughly represented as the sum of the (appropriately weighted) differences between the input rotational speed and the output rotation speed, and between the input angle and

  the exit angle of the transmission line.

  On the basis of this finding, it appeared that we had an appropriate regulator when it influenced the

  rotation torque delivered by the motor, by the difference between

  be the rotational speed of the engine derived from a couple of

  celerity (torque of the motor less torque

  resistant), and the actual rotational speed. The couple of

  leration is calculated in this case from the difference between

  be the indexed torque calculated by a model (torque

  acceleration), and a reproduced charge.

  The structure shown in Figure 2 shows the

  according to the invention according to this.

  Lines 24 (motor rotation speed) and 18

  (engine power) are brought to a characteristic field.

  100. The output line 102 brings a quantity representing the combustion torque Mind of the engine, to the regulator 99, at this point, at a point of combination 104. The torque of the engine Mind corresponds in this case to a combustion torque such as than when setting a basic ignition angle (ignition angle of a characteristic field velocity of

  rotation / load with corrections such as

  toning, etc.). The output line 106 of the combination point 104 gives the integrator 108 a magnitude which represents the acceleration torque Mbes. Its output line 110 brings a magnitude, which represents the speed of rotation nmod model,

  a second combination point 112. In addition, at this combination point 112, line 24, the real speed of real rotation is brought. The exit line 114 of the combination point 112, which carries a quantity representing the difference ndiff between the model rotation speed and the speed of rotation.

  The output line 122 of the proportional controller 120 leads to the combination point 104. The output line 124 of the filter 118 leads to a third combination point 116, a filter 118 and a proportional controller 120. 116. From the combination point 116, an output line 126 goes to a proportional regulator 128 whose output line 130 leads to an element 132. The output line 134 brings a correction value of the angle ignition15 Azw, which is brought to a correction point 136. At this one is

  furthermore, via line 138 and by an element 140 which

  ends the ignition angle, the basic ignition angle. The books

  At least 18 and 24 are fed to the element 140. The output line of the correction point is 136 formed by the line 34

  which is used to adjust the ignition angle.

  In the characteristic field 100 one forms, at

  firing of the operating variables introduced, the speed of rotation and the load of the motor (mass of air, flow

  air pressure, pressure in the intake pipe), the coupling torque

  engine produced by the engine, Mind in the case of the basic ignition angle. At the point of comparison 104, comparing the output side of the drive, this combustion torque resisting torque reproduced by the proportional regulator

  120. The acceleration torque is fed to the integrator 108.

  This integrator represents the relationship between the access couple

  the output shaft rotation speed and speed for the gear engaged at that moment. The result of the integration is after that a model rotation speed that we

  compares, in the comparison stage 112, with the rotational speed

  measured actual engine speed. The different speed of rotation

  The proportion formed from this comparison ndiff is brought back, via the proportional regulator 120, to the comparison point 104. The proportional regulator 120 reproduces

  the relationship derived from the double-mass oscillator model,

  the difference in rotational speed of the engine and the

  output, and the resisting torque. The constant of

  proportionality in this case a corresponding dimension

  dante. The output quantity of the proportional regulator 120 constitutes the resistive torque applied on the output shaft side on the transmission line, which torque is subtracted at the point of comparison 104 from the torque produced by

  the engine, to form the acceleration torque.

  If the vehicle is in the forced-inertia mode and if the driver, by operating the accelerator pedal, suddenly introduces the operating mode

  traction, we obtain, in the case of a resistant torque pe-

  tit, a large combustion torque, so that it is

  produces a large acceleration torque. This is converted, by the delaying effect of the integrator 108, into a speed of rotation.

  model. From the difference between the model rotation speed and the actual rotation speed, the resisting torque which varies by the proportional fraction 120 is reproduced until, after the end of the transition phase, the resisting torque is reproduced. corresponding to the combustion torque and that, in this way, the acceleration torque falls to zero and the model rotational speed corresponds substantially to the

  actual rotation speed. If this is the case, the state of

  sition, which is characterized by a variation in the speed of

  rotation of the output shaft of the vehicle, is completed.

  To isolate the pure oscillation is filtered from the differential rotation speed supplied to the point of comparison 112, through the point of comparison 116 and the

  low-pass filter 118, the continuous fraction continues in the

  differential speed of the rotation speed. The continuous fraction

  Continuous nude formed by the filtering of the low-pass filter, is subtracted from the signal at the point of comparison 116, so that only the line 126 is fed to the regulator 128, the variations of the differential rotation speed, that is, ie the pure oscillation. Filtering by elements 118 and 116 thus corresponds to a high-pass filter. This is preferably a proportional fraction that forms

  AMAR torque variation, necessary for bone reduction

  cillations of the rotation speed, from the difference

  rotational speeds. Here too, the constant proportion

  regulator has the necessary dimension to

  version of the rotational speed in a torque value. The torque correction AMAR is transformed in the element 132, which is preferably a predetermined table in the preferred embodiment, in a correction value Azw for the ignition angle to be adjusted, and is connected in

  the correction element 136, for example by addition, under

  traction or multiplication, on the basic ignition angle.

  The corrected ignition angle zw is finally set via the line

  output 34, the difference in speed of rotation between the

  model rotation speed and the actual rotation speed being

markedly reduced.

  FIGS. 3 and 4 show the effects of the regulator described during the appearance of vibrations in the transmission line. In this case, FIG. 3 shows the behavior of the vehicle without a regulator, while FIG. 4 shows the behavior of the same vehicle.

with regulator.

  Figure 3a shows the evolution, as a function of

  time, the torque set by the driver, tan-

  say that in Figure 3b is shown the rotational speed of the motor as a function of time. It will be assumed that the vehicle

  is in push operation mode until moment to.

  At the instant to the driver increases the engine torque by operating the accelerator pedal until a time t1. In

  this period, the speed of rotation increases and oscilla-

  considerable changes in the speed of rotation can be

  perished, especially at the beginning after the instant to. At time t1 the vehicle goes back to the operating mode in thrust releasing the accelerator pedal. This leads to a slow decrease in the speed of rotation of the motor. Right here

  also we can identify oscillations.

  In contrast to this, in the case of the representation corresponding to FIG. 4, after the instant to, a considerable reduction in the oscillations of the speed of rotation is achieved.

  rotation of the motor. The same goes for the behavior

  after the moment t1. In this way, by using the

  According to the invention, the vibrations in the transmission line are considerably reduced, they are eliminated even partially, and in this way the operating comfort of the vehicle is improved.

vehicle and its behavior.

  According to a preferred embodiment, the regulator is calculated as part of a program. This program, which

  works as described above, takes place in this

  case synchronously with respect to the position of the tree

  drive (angular synchronism). This leads to a

  their current torque correction and in this way, to an exact compensation of the oscillation. This is possible because

  uses a simple, fast model to compute to form the

  model rotation speed (vehicle integrator 108, reproduction

duction of the resistive torque 120).

  In addition to calculating the regulator on the basis of

  combustion produced by the internal combustion engine, another rotation torque occurring in the

  of the internal combustion engine, for example the rotational torque

  applying to the crankshaft.

  In addition to the influence on the ignition angle in an advantageous embodiment, in addition to the correction of the ignition angle or in place of this correction,

  alternatively, from the correction value of the

  on the dosage of the fuel and / or on the arrival of the air,

and we reduce the vibrations.

  In addition, the regulator according to the invention is not

  the use in the case of internal combustion engines, but it can be applied in an advantageous manner, when using the corresponding values of the torque, even in the case of alternative drive concepts, by

  example for an electric motor in which vibrators

  corresponding events occur in the transmission line.

if we.

R E V E N D I CATIONS

  1) Method for controlling the drive unit of a vehicle

  in which a torque output from the drive unit is influenced in a direction which reduces oscillations in the transmission line of the vehicle, characterized in that the influence on the rotational torque is derived a comparison of the speed of rotation of the drive unit with a model rotation speed obtained from the states

  torque in the transmission line of the vehicle

  cule. Method according to claim 1, characterized in that

  the rotational speed of the output shaft is formed by the integration of a rotation torque Mbes-

  3) Method according to claim 2, characterized in that the Mbes rotation acceleration torque is formed as a function of a torque Mind produced by the drive unit and the resisting torque reproduced on the output shaft of the

transmission line.

  4) Method according to claim 3, characterized in that the resistive torque is formed on the output shaft of the transmission line according to the difference between the speed

  actual rotation and model rotation speed.

   Method according to one of the preceding claims,

  characterized in that the difference between the actual rotational speed and the model rotational speed is transformed by a proportional transfer member into an AMAR correction value of

torque of rotation.

  6) Method according to claim 5, characterized in that the value of the torque correction is converted

  in a correction value for the ignition angle.

  70) Method according to one of the preceding claims,

  characterized in that the continuous fraction of the difference of the rotation values between the value of the actual rotation speed and the value of the model rotation speed is filtered according to a filtering

high pass type.

  8) Method according to one of the preceding claims,

  characterized in that the influence on the rotational torque is effected by means of a regulator, which converts the oscillation of the speed of rotation

  rotation from a comparison of the torque

  driven by the motor and the resistive torque, oscillation isolated from the output shaft side on the transmission line, in

a torque correction.

  9) Method according to claim 8, characterized in that

  the regulator is implemented in the form of a computer program

  which takes place in angular synchronism.

   ) Device for controlling, by the method according to the

  1, the drive unit of a vehicle with a control unit (20) which influences the rotational torque

  by the training unit in the sense of reducing the

  bending in the transmission line of the vehicle, characterized in that the control unit (20) comprises a regulating unit (120) which influences the rotational torque on the basis of the speed

  of actual rotation and a determined rotational speed of rotation

  born on the basis of the states of the rotational speed in the li-

  transmission gear, in the sense of reduced vibration.