Classifications

• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D41/00—Electrical control of supply of combustible mixture or its constituents
  • F02D41/02—Circuit arrangements for generating control signals
  • F02D41/14—Introducing closed-loop corrections
  • F02D41/16—Introducing closed-loop corrections for idling
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D41/00—Electrical control of supply of combustible mixture or its constituents
  • F02D41/02—Circuit arrangements for generating control signals
  • F02D41/14—Introducing closed-loop corrections
  • F02D41/1497—With detection of the mechanical response of the engine
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D41/00—Electrical control of supply of combustible mixture or its constituents
  • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
  • F02D41/26—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor
  • F02D41/266—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor the computer being backed-up or assisted by another circuit, e.g. analogue
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D41/00—Electrical control of supply of combustible mixture or its constituents
  • F02D41/02—Circuit arrangements for generating control signals
  • F02D41/14—Introducing closed-loop corrections
  • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
  • F02D2041/1413—Controller structures or design
  • F02D2041/1418—Several control loops, either as alternatives or simultaneous
• • 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
  • F02D2200/02—Input parameters for engine control the parameters being related to the engine
  • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
  • F02D2200/101—Engine speed
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D2200/00—Input parameters for engine control
  • F02D2200/60—Input parameters for engine control said parameters being related to the driver demands or status
  • F02D2200/602—Pedal position
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D2250/00—Engine control related to specific problems or objectives
  • F02D2250/18—Control of the engine output torque
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D41/00—Electrical control of supply of combustible mixture or its constituents
  • F02D41/02—Circuit arrangements for generating control signals
  • F02D41/021—Introducing corrections for particular conditions exterior to the engine
  • F02D41/0215—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission
  • F02D41/0225—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission in relation with the gear ratio or shift lever position

Definitions

• the present invention relates to a method of attenuating a curative pleasure couple in case of activation of an idle speed controller and the corresponding engine computer.
• the invention finds a particularly advantageous application in the field of control control of vehicles equipped with a power train formed by a gasoline or diesel engine and a manual gearbox (BVM), automated (BVA), driven (BVMP) or double clutch (DCT).
• BVM manual gearbox
• BVA automated
• BVMP driven
• DCT double clutch
• Such vehicles are equipped with a motor computer to automatically adapt the operating point of each of the vehicle components, in particular the engine, to meet the will of the driver in terms of requested torque.
• the computer implements two types of requested torque filtering performed using a preventive approval module and a curative approval regulator.
• the preventive approval module thus ensures a filtering of the target torque corresponding to the will of the driver in order to pass the engine games by limiting the jolts of the drive chain as much as possible.
• Motor games are known as the torsion of the transmission elements between the moment when the heat engine lands on its holds and the moment when the heat engine drives the vehicle.
• the engine games thus correspond to the applied torque for which neither the engine nor the wheels train each other during a transient phase of acceleration.
• the curative amenity regulator can mitigate any oscillations of the engine speed resulting from the passage of engine games. For this purpose, it generates a torque in opposition of phase with the oscillations of the engine speed.
• an idle speed regulator maintains a speed to prevent the setting of the engine and ensure the torque demand accessories.
• Some situations of life may require the coupling of the curative regulator and the regulator of idling. For example, if the vehicle is idling driven, the idle controller applies a certain regulation to maintain the engine speed. engine at a given threshold. If, during this regulation, there is for example a change in the slope of the road resulting in an increase in the engine speed at idle driven, this increase generates disturbances which have repercussions on the engine speed. As the curative regulator is also a regulator having an effect on the engine speed, it is triggered to reject a given oscillation frequency.
• the simultaneous activation of the two regulators is to be avoided insofar as there is a significant risk of stalling due to the torque taken by the curative regulator.
• the two regulators are activated simultaneously at frequencies relatively close to each other, the two regulators will mutually disrupt and self-power regime oscillations.
• the priority idle controller on the curative approval regulator, so that the curative approval regulator is disabled if the two regulators want to correct the engine speed.
• the idle speed regulator does not allow to reject the oscillation frequencies of the engine speed which will then be perceptible by the occupants of the vehicle, which deteriorates the driving pleasure.
• the document FR2879664 teaches to prioritize variable the idle speed regulator, either upward (so as to increase the idle setpoint if the losses increase for example) or down (so as to prioritize another regulator compared to the idle setpoint). However, this does not allow to maintain a minimum of approval while avoiding causing stalling of the engine.
• the invention aims to effectively overcome these disadvantages by providing a torque control method of a heat engine equipped with a first regulator, said idle speed regulator, capable of generating a torque idle to maintain a set idle speed determined to avoid stalling of said engine and a second regulator, said curative amenity regulator adapted to compensate for a steady-state oscillation of the engine by applying a corrective torque in opposition to the engine speed, characterized in that in case of simultaneous activation of the idle speed regulator and the curative approval regulator, said method comprises the step of attenuating without canceling, unless there is a risk of stalling of the heat engine, said corrective torque produced by said curative amenity regulator.
• the invention thus ensures a reduction of the rpm oscillations without disturbing the action of the idle speed regulator, which makes it possible to improve driving comfort when simultaneously activating the idle speed regulator and the speed regulator. healing approval.
• the invention also has the advantage of not introducing significant additional implementation cost, insofar as it only requires a software update of the engine ECU incorporating the functionalities of the curative regulator and the regulator of idling.
• the attenuation of the correction torque is performed by applying a weighting coefficient.
• a weighting coefficient makes it possible not to degrade the effectiveness of the curative approval regulator because of the conservation of the phase and the oscillation frequency of the correction torque.
• the weighting coefficient is calibrated as a function of a gear ratio of the gearbox, a difference between the engine speed and the idle speed setpoint, and a load of the engine requested by the driver, for example via the accelerator pedal.
• said method comprises the step of applying a constant weighting coefficient for a period of time. activating said curative amenity regulator.
• said method comprises the step of applying a decreasing weighting coefficient for a period of time. activation of the curative amenity regulator.
• the weighting coefficient is preferably decreasing linearly.
• said curative approval regulator is disabled by applying a zero weighting coefficient on the corrective torque.
• the threshold is for example of the order of 100 revolutions per minute.
• the invention also relates to a motor vehicle engine computer having a memory storing software instructions for implementing the torque control method of a heat engine according to the invention.
• Figure 1 is a schematic functional representation of a control system of the torque control of a thermal power train implementing the method according to the present invention
• FIG. 2 represents time diagrams representing the activation state of the idle speed regulator, the curative approval regulator and the corrective torque applied by the curative regulator during an implementation of the method according to the present invention. invention.
• Figure 1 shows a system 1 for managing the torque control of a heat engine integrated in a memory of a motor computer in the form of software instructions.
• This system 1 comprises a driver interpretation module 2 capable of determining a set torque Ce.
• the system 1 also comprises a preventive approval module 3 and an idle controller 4 interacting with a torque coordination module 5, which is in connection with a curative approval regulator 6 which provides a torque Cf to the engine.
• the module 2 determines a torque Ce, said torque setpoint, from the engine speed Wm, gear ratio R engaged and the position Pp of the accelerator pedal actuated by the driver to to transcribe the will of the driver.
• the set torque This is then filtered using the preventive approval module 3 to minimize jolts during the passage of engine games.
• the module 3 initially determines a preventive torque Cp which is then translated into a torque, said torque indicated Ci, taking into account the losses of the motor.
• the torque Cpm of engine losses is the torque needed by the engine to drive the vehicle forward. This torque Cpm of engine losses takes into account in particular the friction of the engine as well as the losses related to the accessories, such as the alternator.
• a cral slow motion torque is generated by the idle speed controller 4.
• This cral idle torque aims to maintain a Wral idle speed setpoint in certain life situations to avoid stalling the engine.
• the Wral idle speed setpoint is greater than 600 rpm.
• This torque Cral is coordinated with the torque Ci via the module 5. This results in the actual torque This sent to the curative approval regulator 6.
• the curative amenity regulator 6 then monitors the evolution of the engine speed Wm and compensates for an eventual oscillation of the engine speed by applying a corrective torque Ccor in phase opposition with the engine speed Wm.
• the torque Ccor is then coordinated with the engine. This couple to transmit the final torque Cf to the engine.
• the torque Cf is converted by the engine control unit into control of the various engine components, such as, for example, a quantity of fuel to be injected into the cylinders, the efficiency of the ignition advance, etc.
• the corrective torque level Ccor applied by the curative approval regulator 6 is described below as a function of the state (activated or deactivated) of the idling regulator 4 as well as of the detection of life situations in which there is a risk of stalling the engine.
• the correction torque Ccor produced by the curative approval regulator 6 is attenuated.
• a weighting coefficient P is applied to the correction torque Ccor.
• Such a coefficient P allows the corrective correction Ccor to maintain its frequency and its phase to compensate for the oscillations Wm regime while having a lower efficiency to avoid a risk of stalling the engine.
• the weighting coefficient P between 0 and 1 may be determined in a map according to the gearbox ratio R engaged, a gap E between the engine speed Wm and the idle speed reference Wral, and a load of the heat engine solicited by the driver, for example via the accelerator pedal.
• a decreasing weighting coefficient P may be applied during the activation time of the curative approval regulator 6.
• This weighting coefficient P is preferably decreasing linearly.
• the curative amenity regulator 6 is then deactivated by applying a zero weighting coefficient on the healing couple Ccor.
• the threshold S1 is for example of the order of 100 revolutions / min for example.
• the curative approval regulator 6 is also deactivated if the traction chain is open (disengaged). For this purpose, a Dch data item relating to the condition of the traction chain is supplied to the curative approval regulator 6 so that the latter can take this into account in order to adapt its operation.
• the corrective torque Ccor is applied normally, that is to say with a coefficient weighting equal to 1.

Landscapes

• Engineering & Computer Science (AREA)
• General Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Mechanical Engineering (AREA)
• Computer Hardware Design (AREA)
• Microelectronics & Electronic Packaging (AREA)
• Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
• Combined Controls Of Internal Combustion Engines (AREA)
• Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Priority Applications (2)

Applications Claiming Priority (2)

Publications (1)

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ID=49876895

Family Applications (1)

Country Status (4)

Cited By (2)

Citations (7)

Family Cites Families (2)

• 2013
  • 2013-11-06 FR FR1360853A patent/FR3012847B1/fr active Active
• 2014
  • 2014-10-27 WO PCT/FR2014/052726 patent/WO2015067874A1/fr active Application Filing
  • 2014-10-27 CN CN201480061113.0A patent/CN105705752B/zh active Active
  • 2014-10-27 EP EP14805988.4A patent/EP3066325B1/fr active Active

Patent Citations (7)

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