WO2001066924A1 - Procede et dispositif de commande de l'unite d'entrainement d'un vehicule - Google Patents

Procede et dispositif de commande de l'unite d'entrainement d'un vehicule Download PDF

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Publication number
WO2001066924A1
WO2001066924A1 PCT/DE2001/000496 DE0100496W WO0166924A1 WO 2001066924 A1 WO2001066924 A1 WO 2001066924A1 DE 0100496 W DE0100496 W DE 0100496W WO 0166924 A1 WO0166924 A1 WO 0166924A1
Authority
WO
WIPO (PCT)
Prior art keywords
actuation
degree
driver
drive unit
variable
Prior art date
Application number
PCT/DE2001/000496
Other languages
German (de)
English (en)
Inventor
Andrea Lohmann
Michael Baeuerle
Original Assignee
Robert Bosch Gmbh
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 Robert Bosch Gmbh filed Critical Robert Bosch Gmbh
Publication of WO2001066924A1 publication Critical patent/WO2001066924A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
    • F02D11/105—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the function converting demand to actuation, e.g. a map indicating relations between an accelerator pedal position and throttle valve opening or target engine torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
    • F02D2011/101—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the means for actuating the throttles
    • F02D2011/102—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the means for actuating the throttles at least one throttle being moved only by an electric actuator
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/70—Input parameters for engine control said parameters being related to the vehicle exterior
    • F02D2200/702—Road conditions

Definitions

  • the invention relates to a method and a device for controlling the drive unit of a vehicle.
  • DE-A 196 15 806 describes a control system in which a driver's desired value is formed on the basis of the position of an operating element which can be actuated by the driver, for example an accelerator pedal, possibly taking into account further operating variables such as the engine speed.
  • This is filtered and serves as the basis for controlling the drive unit 'of controllable parameters, combustion engine when a fuel, for example, the air supply, the ignition angle and / or the fuel injection quantity.
  • the filter used to filter the driver's desired value has changeable parameters. Depending on the driver type, these parameters are adjusted so that less filtering is carried out for a sportier driver type than for a driver who emphasizes comfort. This improves the functioning of the control system.
  • the pedal sensitivity is influenced, ie the extent of the change in the size predetermined by the driver's desired value is changed when the driver's wish or the operating element position changes.
  • Another procedure for changing the pedal sensitivity is known from DE 27 54 825 C2.
  • the conversion of the position value of the control element that can be actuated by the driver into a control value for the drive unit (e.g. desired throttle valve angle) is changed depending on various operating variables such as engaging reverse gear, drive wheel slip, etc.
  • the pedal sensitivity is reduced when reverse gear is engaged, since when the control element position changes, the control value changes slightly than in normal operation with the same change in position.
  • the pedal sensitivity it is advantageous to change the assignment of the pedal position or the driver request derived therefrom to the variable to be controlled (torque, power, etc.) and / or the driver request damping accordingly. This ensures that when driving on a rough road, the extent of the change in the size to be controlled, which is to be controlled by the driver's desired value, is reduced when the driver's wish or the operating element position changes, or the damping of the driver's desired value is increased.
  • FIG. 1 shows an overview block diagram of a control unit. - i ⁇ . _
  • FIG. 2 a preferred exemplary embodiment of the change in the pedal sensitivity when a poor road is detected is shown on the basis of a flow chart.
  • FIG. 1 shows an electronic control unit 10 which has an input circuit 12, at least one microcomputer 14 and an output circuit 16.
  • the input circuit, output circuit and microcomputer are linked to one another via a communication system 18 for mutual data exchange.
  • the input circuits 12 of the control unit 10 are supplied with the input lines 20, 22 and 24 to 26, in another exemplary embodiment as a bus line.
  • the input circuit 12 is supplied with a signal representing the engine speed via a corresponding measuring device 28 via the input line 20, and a signal representing the position of an operating element which can be actuated by the driver is fed via line 22 from a measuring device 32.
  • Measuring devices 34 to 36 supply operating variable signals via the input lines 24 to 26, which are evaluated in connection with the control function performed by the control unit 10.
  • These operating variable signals represent, for example, the engine temperature, the engine load, the air throughput, the tank pressure, the wheel speeds, etc.
  • the control unit 10 influences at least one output variable of the drive unit (not shown), for example its torque or its output.
  • the control unit 10 controls the air supply to an internal combustion engine (output line 40), its fuel metering (output lines 42) and / or ignition angle (output lines 44).
  • the microcomputer 14 determines a default control value for the variable to be controlled, for example an output variable of the drive unit (torque, power), from the degree of actuation of the control element and possibly at least one further operating variable, for example the engine speed.
  • the degree of actuation is preferably converted into the default control value by means of a characteristic curve or a map.
  • the latter is converted into control signals for influencing the controlled parameters in the sense of an approximation of the actual size to the specified size, taking into account the actual size of the size to be controlled.
  • the default size (driver's request) is filtered with a view to reducing or reducing vibrations in the drive train of the vehicle, ie subjected to an increase limitation.
  • the microcomputer 14 comprises programs which, for example, recognize driving on a rough road according to one of the procedures known from the prior art mentioned at the beginning.
  • the default size and actual size are an output size of the drive unit, in particular its torque (combustion torque or clutch torque).
  • the pedal sensitivity ie the extent of the change in the output variable of the drive unit when the degree of actuation changes, is essentially determined by converting the degree of actuation into the default size and / or by damping the driver's request.
  • a switch is made to a different pedal sensitivity.
  • Output variable with the same change in the degree of actuation smaller or the damping increased. In this way, rough roads lead to a reduction in the vibration of the vehicle body, ideally to a complete avoidance.
  • the switchover process is not carried out abruptly, but smoothed, in that the influenced parameters are carried out from the old to the new value according to a predetermined time function. This is done when a bad road is recognized and / or when it leaves this bad road.
  • FIG. 2 A preferred exemplary embodiment is shown in the form of a flow chart in FIG. 2.
  • the flowchart shown there describes the implementation of the procedure described above in the context of a program of the microcomputer 14.
  • FIG. 2 shows a first characteristic curve or map 100, to which at least the degree of actuation ⁇ of an operating element which can be actuated by the driver is supplied. Furthermore, in one exemplary embodiment, the map 100 is supplied with a signal representing the engine speed nmot. In accordance with the characteristic diagram or characteristic curve 100, a driver's desired value FW, which represents a target torque in the preferred exemplary embodiment, is determined from the degree of actuation.
  • the characteristic curve or the characteristic diagram 100 is used in the context of the application and represents a specific pedal sensitivity ready. This means that a certain actuation dimension of the control element leads to a specific change in the driver's desired value and thus, as described below, to a specific change in the output variable of the drive unit.
  • the driver's desired value determined in this way is supplied to the engine control program 106 via a switching element 102 and, in a preferred exemplary embodiment, via a filter element 104.
  • the driver's desired value FW is converted into control variables, taking into account further operating variables such as engine speed, engine temperature, air throughput, etc. and corresponding default values of other systems, such as transmission control, traction control, etc., in the case of an internal combustion engine, for example air supply, fuel supply and / or ignition angle setting. These are calculated in such a way that the output variable of the drive unit assumes the value specified by the driver by means of the driver's desired value or by other control systems.
  • At least one second characteristic diagram or a second characteristic curve 108 is provided, which represents a lower pedal sensitivity than the characteristic diagram or the characteristic curve 100. This means that when the degree of actuation changes by a certain amount in map 100, there is a greater change in the driver's request and thus the output size of the drive unit than when map 108 is used.
  • map 108 is also supplied with engine speed nmot.
  • a desired driver value ' is also formed in the map or in the characteristic curve 108, which, with the appropriate switch position, is supplied to the control function 106 via the switching element 102.
  • the map or the characteristic curve 108 is also evaluated in the context of the application.
  • the switching element 102 is switched as a function of the signal B_SWE, which is formed in a rough path detection unit 110.
  • This unit 110 is supplied with the signals evaluated for bad road detection, depending on the exemplary embodiment, a tank pressure signal, wheel speed signals, crankshaft speed signals, etc. If unit 110 detects driving on a rough road, signal B_SWE is generated and switching element 102 is switched to the broken line position , This means that the driver request value on which the drive unit control is based is now formed in accordance with the map 108 and no longer in accordance with the map 100.
  • the map 108 Since the map 108 has a lower pedal sensitivity, the change in the driver's desired value and thus the change in the output variable of the drive unit with a corresponding change in the degree of actuation is smaller than in a driver's desired value calculated by means of the map 100.
  • the signal B_SWE also switches the parameter or parameters of the filter element 1D4, with increased damping of the driver's desired value being achieved when driving over a rough road.
  • it is a low-pass filtering with a variable constant, which is increased when a rough road is detected. This measure also helps to avoid or reduce the positive feedback and thus the uncomfortable Fab. dryer.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Abstract

L'invention concerne un procédé et un dispositif de commande de l'unité d'entraînement d'un véhicule, la sensibilité de pédale étant modifiée en cas de détection de circulation sur une route en mauvais état.
PCT/DE2001/000496 2000-03-10 2001-02-09 Procede et dispositif de commande de l'unite d'entrainement d'un vehicule WO2001066924A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10011706.6 2000-03-10
DE2000111706 DE10011706A1 (de) 2000-03-10 2000-03-10 Verfahren und Vorrichtung zur Steuerung der Antriebseinheit eines Fahrzeugs

Publications (1)

Publication Number Publication Date
WO2001066924A1 true WO2001066924A1 (fr) 2001-09-13

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Application Number Title Priority Date Filing Date
PCT/DE2001/000496 WO2001066924A1 (fr) 2000-03-10 2001-02-09 Procede et dispositif de commande de l'unite d'entrainement d'un vehicule

Country Status (2)

Country Link
DE (1) DE10011706A1 (fr)
WO (1) WO2001066924A1 (fr)

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102005044853A1 (de) * 2005-09-20 2007-03-29 Robert Bosch Gmbh Verfahren und Vorrichtung zur Filterung eines Signals
US8060275B2 (en) * 2007-01-19 2011-11-15 Ford Global Technologies, Llc Rough road detection system used in an on-board diagnostic system
DE102010015291A1 (de) * 2010-04-17 2011-10-20 Gm Global Technology Operations Llc (N.D.Ges.D. Staates Delaware) Verfahren zur Steuerung eines Motors sowie Kraftfahrzeug
JP5946342B2 (ja) * 2012-07-09 2016-07-06 株式会社ケーヒン エンジン出力制御装置
DE102013200145A1 (de) * 2013-01-08 2014-07-10 Bayerische Motoren Werke Aktiengesellschaft Verfahren zur Steuerung des Drehmoments mindestens eines Antriebsmotors in einem Kraftfahrzeug
US11999367B2 (en) 2021-09-23 2024-06-04 Paccar Inc Automated dynamic throttle request filtering

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2754825A1 (de) * 1977-12-09 1979-06-13 Vdo Schindling Einrichtung zum regeln der fahrgeschwindigkeit eines kraftfahrzeugs
JPH03281962A (ja) * 1990-03-29 1991-12-12 Aisin Seiki Co Ltd スロットル制御装置
DE4115032A1 (de) 1991-05-08 1992-11-12 Bosch Gmbh Robert Elektronisches system in einem kraftfahrzeug zur erkennung einer schlechtwegstrecke
DE4215938A1 (de) 1992-05-14 1993-11-18 Bosch Gmbh Robert Aussetzererkennungssystem bei einem Verbrennungsmotor
DE4229487A1 (de) 1992-09-03 1994-03-10 Bosch Gmbh Robert Verfahren und System zum Auswerten des Signals eines Drucksensors in einem Kraftfahrzeug
DE4316409A1 (de) 1993-05-17 1994-11-24 Bosch Gmbh Robert Verfahren und Vorrichtung zum Erkennen von Verbrennungsaussetzern
WO1997027388A1 (fr) * 1996-01-25 1997-07-31 Rover Group Limited Systeme de commande de transmission
DE19615806A1 (de) 1996-04-20 1997-10-23 Bosch Gmbh Robert Verfahren und Vorrichtung zur Steuerung einer Antriebseinheit eines Fahrzeuges

Patent Citations (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2754825A1 (de) * 1977-12-09 1979-06-13 Vdo Schindling Einrichtung zum regeln der fahrgeschwindigkeit eines kraftfahrzeugs
DE2754825C2 (fr) 1977-12-09 1988-01-21 Vdo Adolf Schindling Ag, 6000 Frankfurt, De
JPH03281962A (ja) * 1990-03-29 1991-12-12 Aisin Seiki Co Ltd スロットル制御装置
US5432701A (en) 1991-05-08 1995-07-11 Robert Bosch Gmbh Electronic system in a motor vehicle for detecting a rough road condition
DE4115032A1 (de) 1991-05-08 1992-11-12 Bosch Gmbh Robert Elektronisches system in einem kraftfahrzeug zur erkennung einer schlechtwegstrecke
DE4215938A1 (de) 1992-05-14 1993-11-18 Bosch Gmbh Robert Aussetzererkennungssystem bei einem Verbrennungsmotor
US5357788A (en) 1992-05-14 1994-10-25 Robert Bosch Gmbh Misfire detection system for an internal combustion engine
DE4229487A1 (de) 1992-09-03 1994-03-10 Bosch Gmbh Robert Verfahren und System zum Auswerten des Signals eines Drucksensors in einem Kraftfahrzeug
US5353644A (en) 1992-09-03 1994-10-11 Robert Bosch Gmbh Method and system for evaluating a signal from a vibrationally-sensitive pressure sensor in a motor vehicle
DE4316409A1 (de) 1993-05-17 1994-11-24 Bosch Gmbh Robert Verfahren und Vorrichtung zum Erkennen von Verbrennungsaussetzern
US5513521A (en) 1993-05-17 1996-05-07 Robert Bosch Gmbh Misfire detection based on crankshaft fluctuation
WO1997027388A1 (fr) * 1996-01-25 1997-07-31 Rover Group Limited Systeme de commande de transmission
DE19615806A1 (de) 1996-04-20 1997-10-23 Bosch Gmbh Robert Verfahren und Vorrichtung zur Steuerung einer Antriebseinheit eines Fahrzeuges

Non-Patent Citations (2)

* Cited by examiner, † Cited by third party
Title
"ELECTRONIC THROTTLE CONTROL ROUGH ROAD THROTTLE FILTER COEFFICIENT MODIFIER", RESEARCH DISCLOSURE,KENNETH MASON PUBLICATIONS, HAMPSHIRE,GB, no. 416, December 1998 (1998-12-01), pages 1573, XP000834056, ISSN: 0374-4353 *
PATENT ABSTRACTS OF JAPAN vol. 016, no. 111 (M - 1223) 18 March 1992 (1992-03-18) *

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