WO1997037868A1 - Vehicle transmission control and engine operating modes - Google Patents

Vehicle transmission control and engine operating modes Download PDF

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Publication number
WO1997037868A1
WO1997037868A1 PCT/NL1997/000178 NL9700178W WO9737868A1 WO 1997037868 A1 WO1997037868 A1 WO 1997037868A1 NL 9700178 W NL9700178 W NL 9700178W WO 9737868 A1 WO9737868 A1 WO 9737868A1
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle
combustion engine
transmission
speed
momentaneous
Prior art date
Application number
PCT/NL1997/000178
Other languages
French (fr)
Dutch (nl)
Inventor
Wilhelmus Petrus Maria Schaerlaeckens
Original Assignee
Netherlands Car B.V.
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Netherlands Car B.V. filed Critical Netherlands Car B.V.
Priority to AU23094/97A priority Critical patent/AU2309497A/en
Publication of WO1997037868A1 publication Critical patent/WO1997037868A1/en

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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
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0223—Variable control of the intake valves only
    • F02D13/0226—Variable control of the intake valves only changing valve lift or valve lift and timing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/1819—Propulsion control with control means using analogue circuits, relays or mechanical links
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/188—Controlling power parameters of the driveline, e.g. determining the required power
    • B60W30/1882—Controlling power parameters of the driveline, e.g. determining the required power characterised by the working point of the engine, e.g. by using engine output chart
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0257—Independent control of two or more intake or exhaust valves respectively, i.e. one of two intake valves remains closed or is opened partially while the other is fully opened
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0638—Engine speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0644—Engine speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/10—Change speed gearings
    • B60W2710/1061—Output power
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/74—Inputs being a function of engine parameters
    • F16H2059/743—Inputs being a function of engine parameters using engine performance or power for control of gearing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H2061/0015—Transmission control for optimising fuel consumptions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
    • F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
    • F16H61/0204—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
    • F16H61/0213—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
    • F16H61/662—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members
    • F16H61/66227—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members controlling shifting exclusively as a function of speed and torque
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the invention relates to a method for controlling a vehicle provided with a combustion engine and with a controllable transmission coupled to said combustion engine, which combustion engine comprises a number of combustion chambers, which are in communication with an air supply channel, whose passage can be controlled by means of an electronically adjustable throttle valve, the vehicle is furthermore provided with a control element which can be activated by a driver of said vehicle for regulating the speed of the vehicle, whereby the combustion engine and the transmission are adjusted electronically by means of a control unit on the basis of the momentaneous speed of the vehicle and the desired mechanical power of the vehicle, which is indicated by means of said control element.
  • the invention furthermore relates to a vehicle which is suitable for being used in conjunction with the method according to the invention.
  • the throttle valve is first opened further upon increasing the desired power delivered by the engine, until the maximum permissible power for the adjusted transmission ratio of the transmission, is reached.
  • the maximum permissible power is defined in a graph by a shift-down line 80. Then the transmission ratio of the transmission is increased, whereby the rotational speed of the engine increases, after which the position of the throttle valve is adapted to the desired engine power.
  • the object of the invention is to provide a method for controlling a vehicle, wherein both the fuel consumption and the response of the vehicle to a desired speed and acceleration of the vehicle, which are indicated by the driver by means of said control element, have been improved.
  • This objective is accomplished with the method according to the invention in that first a transmission ratio of the transmission and a rotational speed of the engine are determined in the control unit on the basis of the desired power and the momentaneous speed, whereby the momentaneous fuel consumption is minimal, after which the desired transmission ratio of a transmission is directly adjusted and the position of the throttle valve is adjusted on the basis of the rotational speed and the desired power. In this manner the optimum settings of the transmission and of the engine are directly adjusted.
  • the driver indicates a desired mechanical power of the combustion engine, which is perceptible to the driver as a desired speed and/or acceleration of the vehicle, by means of the control element, which may be a pedal to be pressed down or a button to be pressed, for example.
  • the control element which may be a pedal to be pressed down or a button to be pressed, for example.
  • the desired mechanical power and the momentaneous speed of the vehicle it is possible to determine the rotational speed and the specific fuel consumption associated with each transmission ratio that can be realised by means of the transmission. Based on the lowest possible specific fuel consumption a particular rotational speed of the combustion engine and the transmission ratio associated therewith are selected. Subsequently the required transmission setting can be adjusted electronically.
  • a torque to be delivered by the combustion engine can be determined on the basis of the desired power and the selected rotational speed.
  • a throttle valve position can be determined, which is subsequently set by electrpnic means. In this manner the adjusting both of the transmission and of the combustion engine as regards fuel consumption and as regards the response of the vehicle to the desired power indicated by the driver of the vehicle by means of the control element has been optimized.
  • One embodiment of the method according to the invention is characterized in that the relation between the position of the control element and the desired mechanical power can be controlled.
  • the relation between the position of the control element and the desired mechanical power can be controlled.
  • the driver will select a particular relation in dependence on the desired performance of the vehicle .In this manner it is readily possible to adapt the performance of the vehicle to the driver ' s requirements.
  • Figure 1 shows a control diagram for carrying out the method according to the invention
  • Figure 2 shows a desired tractive force as a function of the momentaneous speed and the position of the control element;
  • Figure 3 shows a maximum available tractive force as a function of the momentaneous speed and the transmission setting;
  • Figure 4 shows an output engine power and a fuel consumption of the combustion engine as functions of the rotational speed and the engine torque
  • Figure 5 shows a graph representing preferred settings of the combustion engine as functions of the rotational speed and the engine torque
  • Figure 6 shows the engine torque as a function of the rotational speed and the position of the throttle valve. Like parts are numbered alike in the Figures.
  • Figure 1 shows a control diagram for carrying out the method according to the invention.
  • the method is suitable for controlling a vehicle comprising wheels which are driven by means of a combustion engine.
  • the combustion engine is coupled to said wheels via a transmission.
  • the example below is based on a traditional, manual-shift five-speed transmission for moving the vehicle in forward direction. The changing of gears does not take place manually, however, but by means of electronically controlled actuators.
  • the transmission may also be a conventional transmission or a continuously variable transmission (CVT) .
  • the combustion engine is provided with an air supply channel, of which a passage is adjustable by means of an electronically controllable throttle valve.
  • the combustion engine comprises a number of combustion chambers, which are each provided with two inlet valves, which are provided in inlet ports.
  • the inlet valves are movable, whereby the inlet openings of the combustion chamber are alternately opened and closed.
  • the inlet port associated with one inlet valve can also be closed completely by means of a shut-off valve, however, so that air and fuel can only be supplied to the combustion chamber via a single inlet port.
  • the inlet valves can be selectively moved over a relatively short or a long distance. Said moving of the inlet valves over a short distance is advantageous when relatively low engine torques are used.
  • the combustion engine furthermore comprises a relatively short air supply channel and a relatively long one, whereby the air is supplied to the combustion chambers either via said short air supply channel or via said long one.
  • the single inlet port or two opened inlet ports, the inlet valves, which can be moved over two mutually different distances, and the two different air supply channels enable eight different control situations for the combustion engine.
  • the vehicle furthermore comprises a control element, for example a pedal to be pressed down by the driver.
  • Said control element may also be a button to be activated by hand, however.
  • the control element is referred to as the " accelerator pedal " , for the sake of completeness it is pointed out, however, that the accelerator pedal is not directly mechanically coupled to the throttle valve, and does not regulate the air supply directly, therefore. Based on the given combustion engine and the given transmissions it is possible to determine graphs as shown in Figures 3 - 6.
  • Figure 3 shows the relation between the maximum tractive force at the wheels of the vehicle that can be realised with various transmission ratios il - i5 and a maximally open throttle valve with a particular situation 1 - 8 of the inlet valves and the air supply channels.
  • Full line F represents the maximum available tractive force.
  • Line Fv represents the force which is required for moving the vehicle at a particular constant speed.
  • Line Fa indicates the force that is available for accelerating the vehicle.
  • the graph also shows the fuel consumption as a function of rotational speed n and engine torque T.
  • Fuel consumption BS is lowest at BS1 and highest at BSx. This graph applies for a particular setting 1 - 8 of the inlet valves and the air supply channels. Similar graphs apply for the other situations.
  • Figure 5 shows the desired setting with regard to the number of inlet valves, the distance over which the inlet valves are moved, and the length of the air supply channels, again in dependence on rotational speed n and engine torque T.
  • the desired settings are determined by experiment, inter alia by means of the graph associated with each setting as shown in Figure 4. It is possible to make a combined, optimized graph, in which the data of Figure 4 with regard to power and fuel consumption for the optimum settings is shown for the torques and rotational speeds associated with a particular setting.
  • Figure 6 shows the maximum engine torque T that can be realised with various rotational speeds n and various throttle valve positions S, whereby the width of the passage of the throttle valve increases from SI to Sx. Also this graph differs for each setting 1 - 8.
  • the control shown in Figure 1 works as follows.
  • the tractive force Fd required of the vehicle is determined on the basis of the momentaneous speed V and the accelerator position GP.
  • the graph stored in block 1 is shown in more detail in Figure 2.
  • the relation between the accelerator position GP and the speed V and the tractive force Fd desired therewith can be defined at random.
  • the relation between GP, V and Fd may be such that there is a linear connection between the accelerator position GP and the desired tractive force Fd at every speed.
  • the connection between GP and Fd may also be proportional or exponential at a constant speed, however. It is also possible to have the relation between GP and Fd depend on the speed V. Depending on the selected relation, the vehicle will be perceived to be slow, quick or sporty.
  • a number of graphs are stored, from which the driver can make a selection.
  • another graph will be retrieved in block 2.
  • Block 2 the desired transmission ratio il - 15 of the transmission is determined on the basis of the momentaneous speed V of the vehicle and the position GP of the accelerator pedal.
  • Block 2 contains a graph in which the desired transmission ratio il - i5 is shown as a function of the accelerator pedal position GP and the speed V. The fuel consumption has been taken into account in the graph.
  • the optimum transmission ration (as regards fuel consumption) il - i5 for every combination of an accelerator position GP and the momentaneous speed V is indicated in the graph stored in block 2.
  • the selected rotational speed n follows automatically from the momentaneous speed V and the transmission ratio il - i5 determined in block 2.
  • the required torque T is determined on the basis of the desired power P following from block 2 and the selected rotational speed n.
  • Block 4 the desired setting 1 - 8 is selected and adjusted in dependence on the selected combination T.
  • Block 4 contains the graph shown in Figure 5.
  • Block 5 contains graph 6 for the various settings 1 - 8. If it follows from block 1 that a different transmission ratio il - i5 is necessary, the transmission is changed electronically to the desired transmission ratio il - i5 in block 6.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Control Of Transmission Device (AREA)

Abstract

A method for controlling a vehicle which is provided with a combustion engine and a controllable or automatic transmission. The vehicle is provided with a control element such as a throttle pedal which can be activated by a driver of said vehicle for regulating the speed of the vehicle. The combustion engine and the transmission are electronically adjusted by means of a control unit on the basis of the speed of the vehicle and the desired output power of the vehicle, which is indicated by means of the control element. The shifting points of the transmission are adjusted on the basis of the most economical operating point of the engine, resulting in lower fuel consumption. The optimal gear ratio is obtained directly from a look-up table (2). The engine may be provided with dual inlet valves having variable lift and/or variable length intake ducts or air supply channels, resulting in different engine operating modes (4). There may be a non-linear relationship (1) between the accelerator pedal position (ap) and the desired tractive force (Fd).

Description

Vehicle transmission control and engine operating modes
The invention relates to a method for controlling a vehicle provided with a combustion engine and with a controllable transmission coupled to said combustion engine, which combustion engine comprises a number of combustion chambers, which are in communication with an air supply channel, whose passage can be controlled by means of an electronically adjustable throttle valve, the vehicle is furthermore provided with a control element which can be activated by a driver of said vehicle for regulating the speed of the vehicle, whereby the combustion engine and the transmission are adjusted electronically by means of a control unit on the basis of the momentaneous speed of the vehicle and the desired mechanical power of the vehicle, which is indicated by means of said control element. The invention furthermore relates to a vehicle which is suitable for being used in conjunction with the method according to the invention.
In a similar method known from US-A-4,353,272 the throttle valve is first opened further upon increasing the desired power delivered by the engine, until the maximum permissible power for the adjusted transmission ratio of the transmission, is reached. The maximum permissible power is defined in a graph by a shift-down line 80. Then the transmission ratio of the transmission is increased, whereby the rotational speed of the engine increases, after which the position of the throttle valve is adapted to the desired engine power.
One drawback of such a method is the fact that the most favourable transmission ratio as regards fuel consumption for the desired engine power is not directly selected.
The object of the invention is to provide a method for controlling a vehicle, wherein both the fuel consumption and the response of the vehicle to a desired speed and acceleration of the vehicle, which are indicated by the driver by means of said control element, have been improved.
This objective is accomplished with the method according to the invention in that first a transmission ratio of the transmission and a rotational speed of the engine are determined in the control unit on the basis of the desired power and the momentaneous speed, whereby the momentaneous fuel consumption is minimal, after which the desired transmission ratio of a transmission is directly adjusted and the position of the throttle valve is adjusted on the basis of the rotational speed and the desired power. In this manner the optimum settings of the transmission and of the engine are directly adjusted.
The driver indicates a desired mechanical power of the combustion engine, which is perceptible to the driver as a desired speed and/or acceleration of the vehicle, by means of the control element, which may be a pedal to be pressed down or a button to be pressed, for example. Based on the desired mechanical power and the momentaneous speed of the vehicle it is possible to determine the rotational speed and the specific fuel consumption associated with each transmission ratio that can be realised by means of the transmission. Based on the lowest possible specific fuel consumption a particular rotational speed of the combustion engine and the transmission ratio associated therewith are selected. Subsequently the required transmission setting can be adjusted electronically. Furthermore a torque to be delivered by the combustion engine can be determined on the basis of the desired power and the selected rotational speed. Based on the selected rotational speed and the required torque of the combustion engine a throttle valve position can be determined, which is subsequently set by electrpnic means. In this manner the adjusting both of the transmission and of the combustion engine as regards fuel consumption and as regards the response of the vehicle to the desired power indicated by the driver of the vehicle by means of the control element has been optimized.
One embodiment of the method according to the invention is characterized in that the relation between the position of the control element and the desired mechanical power can be controlled. In this manner it is for example possible to store a linear, progressive or exponential rela* m between the position of the control element and the desired mechanical power. The driver will select a particular relation in dependence on the desired performance of the vehicle .In this manner it is readily possible to adapt the performance of the vehicle to the driver's requirements.
The invention will now be explained in more detail with reference to the drawing, in which: Figure 1 shows a control diagram for carrying out the method according to the invention;
Figure 2 shows a desired tractive force as a function of the momentaneous speed and the position of the control element; Figure 3 shows a maximum available tractive force as a function of the momentaneous speed and the transmission setting;
Figure 4 shows an output engine power and a fuel consumption of the combustion engine as functions of the rotational speed and the engine torque; Figure 5 shows a graph representing preferred settings of the combustion engine as functions of the rotational speed and the engine torque;
Figure 6 shows the engine torque as a function of the rotational speed and the position of the throttle valve. Like parts are numbered alike in the Figures.
Figure 1 shows a control diagram for carrying out the method according to the invention. The method is suitable for controlling a vehicle comprising wheels which are driven by means of a combustion engine. The combustion engine is coupled to said wheels via a transmission. The example below is based on a traditional, manual-shift five-speed transmission for moving the vehicle in forward direction. The changing of gears does not take place manually, however, but by means of electronically controlled actuators. Various solutions, which are obvious to those skilled in the art, are conceivable for changing such a transmission electronically. The transmission may also be a conventional transmission or a continuously variable transmission (CVT) . The combustion engine is provided with an air supply channel, of which a passage is adjustable by means of an electronically controllable throttle valve. The combustion engine comprises a number of combustion chambers, which are each provided with two inlet valves, which are provided in inlet ports. The inlet valves are movable, whereby the inlet openings of the combustion chamber are alternately opened and closed. The inlet port associated with one inlet valve can also be closed completely by means of a shut-off valve, however, so that air and fuel can only be supplied to the combustion chamber via a single inlet port. The inlet valves can be selectively moved over a relatively short or a long distance. Said moving of the inlet valves over a short distance is advantageous when relatively low engine torques are used. The combustion engine furthermore comprises a relatively short air supply channel and a relatively long one, whereby the air is supplied to the combustion chambers either via said short air supply channel or via said long one. The single inlet port or two opened inlet ports, the inlet valves, which can be moved over two mutually different distances, and the two different air supply channels enable eight different control situations for the combustion engine.
The vehicle furthermore comprises a control element, for example a pedal to be pressed down by the driver. Said control element may also be a button to be activated by hand, however. In the text below the control element is referred to as the "accelerator pedal", for the sake of completeness it is pointed out, however, that the accelerator pedal is not directly mechanically coupled to the throttle valve, and does not regulate the air supply directly, therefore. Based on the given combustion engine and the given transmissions it is possible to determine graphs as shown in Figures 3 - 6.
Figure 3 shows the relation between the maximum tractive force at the wheels of the vehicle that can be realised with various transmission ratios il - i5 and a maximally open throttle valve with a particular situation 1 - 8 of the inlet valves and the air supply channels. Full line F represents the maximum available tractive force. Line Fv represents the force which is required for moving the vehicle at a particular constant speed. Line Fa indicates the force that is available for accelerating the vehicle. Figure 4 shows the power P delivered by the engine as a function of rotational speed n and engine torque T, whereby it applies that P = T x n. The graph also shows the fuel consumption as a function of rotational speed n and engine torque T. Fuel consumption BS is lowest at BS1 and highest at BSx. This graph applies for a particular setting 1 - 8 of the inlet valves and the air supply channels. Similar graphs apply for the other situations.
Figure 5 shows the desired setting with regard to the number of inlet valves, the distance over which the inlet valves are moved, and the length of the air supply channels, again in dependence on rotational speed n and engine torque T. The desired settings are determined by experiment, inter alia by means of the graph associated with each setting as shown in Figure 4. It is possible to make a combined, optimized graph, in which the data of Figure 4 with regard to power and fuel consumption for the optimum settings is shown for the torques and rotational speeds associated with a particular setting.
Figure 6 shows the maximum engine torque T that can be realised with various rotational speeds n and various throttle valve positions S, whereby the width of the passage of the throttle valve increases from SI to Sx. Also this graph differs for each setting 1 - 8.
The control shown in Figure 1 works as follows. In block 1 the tractive force Fd required of the vehicle is determined on the basis of the momentaneous speed V and the accelerator position GP. The graph stored in block 1 is shown in more detail in Figure 2. In principle the relation between the accelerator position GP and the speed V and the tractive force Fd desired therewith can be defined at random. The relation between GP, V and Fd may be such that there is a linear connection between the accelerator position GP and the desired tractive force Fd at every speed. The connection between GP and Fd may also be proportional or exponential at a constant speed, however. It is also possible to have the relation between GP and Fd depend on the speed V. Depending on the selected relation, the vehicle will be perceived to be slow, quick or sporty. In block 1 a number of graphs are stored, from which the driver can make a selection. Depending on the graph that has been selected in block 1, also another graph will be retrieved in block 2. The required power P can be determined on the basis of the particular desired tractive force Fd and the speed V of the vehicle via P = Fd x V.
In block 2 the desired transmission ratio il - 15 of the transmission is determined on the basis of the momentaneous speed V of the vehicle and the position GP of the accelerator pedal. Block 2 contains a graph in which the desired transmission ratio il - i5 is shown as a function of the accelerator pedal position GP and the speed V. The fuel consumption has been taken into account in the graph.
It is possible to determine a desired tractive force Fd for every combination of an accelerator pedal position GP and a momentaneous speed V, as is for example shown in Figure 2. From this a desired mechanical power P = Fd x V is derived for every combination of accelerator pedal position GP and momentaneous speed V. It is possible to determine a transmission ratio i 1 — 15 and an associated rotational speed of the combustion engine at which the fuel consumption is minimal for every desired combination of mechanical power P and momentaneous speed V. The rotational speed of the combustion engine results directly from the momentaneous speed of the vehicle and the transmission ratio. The optimum transmission ration (as regards fuel consumption) il - i5 for every combination of an accelerator position GP and the momentaneous speed V is indicated in the graph stored in block 2. The selected rotational speed n follows automatically from the momentaneous speed V and the transmission ratio il - i5 determined in block 2. In block 3 the required torque T is determined on the basis of the desired power P following from block 2 and the selected rotational speed n.
In block 4 the desired setting 1 - 8 is selected and adjusted in dependence on the selected combination T. Block 4 contains the graph shown in Figure 5.
Then the required throttle valve position S is determined and electronically set in block 5 in dependence on the selected setting 1- 8 and the combination T, n. Block 5 contains graph 6 for the various settings 1 - 8. If it follows from block 1 that a different transmission ratio il - i5 is necessary, the transmission is changed electronically to the desired transmission ratio il - i5 in block 6.

Claims

1. A method for controlling a vehicle provided with a combustion engine and with a controllable transmission coupled to said combustion engine, which combustion engine comprises a number of combustion chambers, which are in communication with an air supply channel, whose passage can be controlled by means of an electronically adjustable throttle valve, the vehicle furthermore comprises a control element which can be activated by a driver of said vehicle for regulating the speed of the vehicle, whereby the combustion engine and the transmission are adjusted electronically by means of a control unit on the basis of the momentaneous speed of the vehicle and the desired mechanical power of the vehicle, which is indicated by means of said control element, characterized in that first a transmission ratio of the transmission and a rotational speed of the engine are determined in the control unit on the basis of the desired power and the momentaneous speed, whereby the momentaneous fuel consumption is minimal, after which the desired transmission ratio of a transmission is directly adjusted and the position of the throttle valve is adjusted on the basis of the rotational speed and the desired power.
2. A method according to claim 1, characterized in that the relation between the position of the control element and the desired mechanical power can be controlled.
3. A method according to any one of the preceding claims, characterized in that the throttle valve is temporarily set to a omentaneously unchanged power of the combustion engine during a transmission change.
4. A method according to any one of the preceding claims, characterized in that the combustion engine comprises two inlet valves which are movable in inlet ports, wherein one inlet port can be closed by means of a shut-off valve, which shut-off valve is opened or closed.
5. A method according to any one of the preceding claims, characterized in that the combustion engine is coupled either to a relatively short air supply channel or to a relatively long air supply channel, wherein said coupling of the combustion engine to said short or said long air supply channel takes place by means of said control unit.
6. A method according to any one of the preceding claims, characterized in that said inlet valves can be moved over a relatively short or over a relatively long distance, wherein the distance over which said inlet valves are moved is set by means of said control unit.
7. A vehicle suitable for being used in conjunction with the method according to any one of the preceding claims, which vehicle is provided with a combustion engine and with a controllable transmission coupled to said combustion engine, which combustion engine comprises a number of combustion chambers, which are in communication with an air supply channel, whose passage can be controlled by means of an electronically adjustable throttle valve, the vehicle furthermore comprises a control element, which can be activated by a driver of said vehicle for regulating the speed of the vehicle, furthermore the vehicle comprises a control unit, by means of which the combustion engine and the transmission can be electronically adjusted in dependence on the desired mechanical power of the vehicle, which is to be indicated by means of said control element, and the momentaneous speed of the vehicle, characterized in that first a transmission ratio of the transmission and a rotational speed of the engine are determined in the control unit on the basis of the desired power and the momentaneous speed, whereby the momentaneous fuel consumption is minimal, after which the desired transmission ratio of a transmission is directly adjusted and the position of the throttle valve is adjusted on the basis of the rotational speed and the desired power.
PCT/NL1997/000178 1996-04-09 1997-04-09 Vehicle transmission control and engine operating modes WO1997037868A1 (en)

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NL1002824A NL1002824C2 (en) 1996-04-09 1996-04-09 Method for controlling a vehicle and such a vehicle.
NL1002824 1996-04-09

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CN111516897B (en) * 2020-04-29 2022-05-10 湖南双达机电有限责任公司 Running control method and system of deicing vehicle and deicing vehicle

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