WO2023247330A1 - Method for preventing a torque jump of a motor vehicle driven by a combustion engine, engine control for a motor vehicle and a motor vehicle driven by a combustion engine - Google Patents

Method for preventing a torque jump of a motor vehicle driven by a combustion engine, engine control for a motor vehicle and a motor vehicle driven by a combustion engine Download PDF

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Publication number
WO2023247330A1
WO2023247330A1 PCT/EP2023/066159 EP2023066159W WO2023247330A1 WO 2023247330 A1 WO2023247330 A1 WO 2023247330A1 EP 2023066159 W EP2023066159 W EP 2023066159W WO 2023247330 A1 WO2023247330 A1 WO 2023247330A1
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WIPO (PCT)
Prior art keywords
engine
actual
fed back
exhaust gas
component
Prior art date
Application number
PCT/EP2023/066159
Other languages
French (fr)
Inventor
Christoph Heyne
Original Assignee
Stellantis Auto Sas
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Publication date
Application filed by Stellantis Auto Sas filed Critical Stellantis Auto Sas
Publication of WO2023247330A1 publication Critical patent/WO2023247330A1/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
    • 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
    • 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
    • F02D41/0002—Controlling intake air
    • 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
    • F02D41/0002—Controlling intake air
    • F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
    • 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
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/024—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus
    • F02D41/0245—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus by increasing temperature of the exhaust gas leaving 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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/1446—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being exhaust temperatures
    • 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
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/1446—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being exhaust temperatures
    • F02D41/1447—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being exhaust temperatures with determination means using an estimation
    • 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
    • F02D2041/1409—Introducing closed-loop corrections characterised by the control or regulation method using at least a proportional, integral or derivative controller
    • 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
    • F02D2041/141—Introducing closed-loop corrections characterised by the control or regulation method using a feed-forward control element
    • 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
    • F02D2041/1419—Several control loops, either as alternatives or simultaneous the control loops being cascaded, i.e. being placed in series or nested
    • 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
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0406—Intake manifold pressure
    • F02D2200/0408—Estimation of intake manifold pressure
    • 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
    • F02D2200/08—Exhaust gas treatment apparatus parameters
    • F02D2200/0802—Temperature of the exhaust gas treatment apparatus
    • 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
    • F02D2200/08—Exhaust gas treatment apparatus parameters
    • F02D2200/0802—Temperature of the exhaust gas treatment apparatus
    • F02D2200/0804—Estimation of the temperature of the exhaust gas treatment apparatus
    • 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

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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 Transmission Device (AREA)

Abstract

The invention relates to a method for preventing a torque jump of a motor vehicle driven by a combustion engine, with an engine, with a transmission, with a transmission control (30) and with a cascaded, decoupled control embedded in an engine control (2) of the motor vehicle, which comprises an inner control loop (4), which receives as input variable a TARGET exhaust gas temperature (10) and in which a TARGET air charge (12), an ACTUAL air charge (16) and an ACTUAL exhaust gas temperature (20) are determined, which comprises an outer control loop (6), which receives as input variable at least the ACTUAL exhaust gas temperature (20) of the inner control loop (4) and in which an ACTUAL component temperature (24) of a component receiving or emitting heat through the exhaust gas is determined, and which comprises a controller unit (26) assigned to the outer control loop (6) with a fed back controller (32) in particular a proportional integral controller, which comprises as input values the ACTUAL component temperature (24) and a TARGET component temperature (28) stored in the engine control (2), and through which as fed back controller value at least one fed back controller component of the TARGET exhaust gas temperature (10) is determined and transferred to the inner control loop (4) as input variable.

Description

METHOD FOR PREVENTING A TORQUE JUMP OF A MOTOR VEHICLE DRIVEN BY A COMBUSTION ENGINE, ENGINE CONTROL FOR A MOTOR VEHICLE AND A MOTOR VEHICLE DRIVEN BY A COMBUSTION ENGINE
The invention relates to a method for preventing a torque jump of a motor vehicle driven by a combustion engine, an engine control for a motor vehicle, and a motor vehicle driven by a combustion engine.
In motor vehicles driven by a combustion engine, it is known to provide a temperature regulation of the exhaust gas temperature. This serves to protect from thermal damage components which are arranged in an exhaust system of a, for example turbocharged, direct-injecting petrol engine, such as for example exhaust manifold, turbocharger or catalytic converter. The exhaust gas from engines can reach such a high temperature in the case of high load that the exhaust manifold, the catalytic converter and, in the case of charged engines, the exhaust gas turbine or the turbocharger can become damaged.
In an existing active exhaust gas temperature control via the air charge/torque path, this can be influenced by an external disturbance variable. The disturbance variable can concern, for example, a switching process of an automatic transmission.
Through such a latter, a retardation of an ignition angle of the engine takes place, which is necessary through interaction of combustion engine and transmission. Owing to the short time span of the switching process, mostly less than one second, an engagement on the torque, or respectively the air charge of the engine takes place, which does not take place in a temperature-neutral manner and therefore an increase of an ACTUAL exhaust gas temperature takes place.
In order to prevent a negative effect on the drivability of the motor vehicle, architectures for PI controllers are known, in which an integral component of the PI controller is kept constant during the switching process. Hereby, a calculation of the integral component is prevented and the output of the integral component remains constant. Such solutions have proved to be unfavourable in this respect, as a proportional component of the PI controller also has, furthermore, a strong influence on the calculated ACTUAL exhaust gas temperature, even when the integral component of the controller is kept.
Moreover, after ending of the switching process and after a renewed release of the integral component of the controller from the prior art, a jump in the TARGET exhaust gas temperature takes place and thus in a TARGET air charge.
It is an object of an example embodiment of the invention to propose a method for preventing a torque jump of a motor vehicle driven by a combustion engine, a motor control for a motor vehicle and a motor vehicle driven by a combustion engine, in which during the switching process of the transmission, negative effects on the drivability are at least reduced and, after ending of the switching process of the transmission, a torque jump is at least reduced.
This problem is solved by a method for preventing a torque jump of a motor vehicle driven by a combustion engine with an engine, with a transmission, with a transmission control and with a cascaded, decoupled control, embedded in an engine control of the motor vehicle, which comprises an inner control loop, which receives as input variable a TARGET exhaust gas temperature and in which a TARGET air charge, an ACTUAL air charge and an ACTUAL exhaust gas temperature are determined, which comprises an outer control loop, which receives as input variable at least the ACTUAL exhaust gas temperature of the inner control loop and in which an ACTUAL component temperature of a component, receiving or emitting heat through the exhaust gas, is determined, and which comprises a controller unit, assigned to the outer control loop, with a fed back controller, in particular a proportional integral controller, which comprises as input variables the ACTUAL component temperature and a TARGET component temperature, stored in the engine control, and through which, as fed back controller value, at least one fed back controller component of the TARGET exhaust gas temperature is determined and transferred to the inner control loop as input variable, wherein the ACTUAL air charge of the engine is reduced through the engine control to the TARGET air charge of the engine, if it is determined through the engine control that the ACTUAL component temperature exceeds the TARGET component temperature, with the steps: a. detecting an initiating of a switching process of the transmission and an initial fed back controller value before or during the initiating of the switching process; b. switching over the fed back controller from a normal function, in which the determining of the fed back controller value comprises an addition of freely calculable proportional component and freely calculable integral component, into a transmission function, in which the determining of the fed back controller value comprises a calculating or setting of the fed back controller value to a constant fed back controller value, which corresponds to the initial fed back controller value.
Through the fact that the engine control comprises a controller unit which comprises a fed back controller, in particular a proportional integral controller, in the normal function through the controller unit on the basis of the ACTUAL component temperature and the stored TARGET component temperature a TARGET exhaust gas temperature is able to be determined. Hereby, a component protection is provided under normal function.
Through the fact that the closed controller, on detecting a switching process of the transmission, is switched from the normal function into the transmission function, the fed back controller value is “frozen”. Through the fact that the determining of the fed back controller value, a calculating or setting of the fed back controller value is set as constant to the initial fed back controller value, the output of the fed back controller is constant on the switching process of the transmission. Hereby, no undesired interplay occurs between component protection and transmission control, which could constitute a negative influence on the drivability of the motor vehicle.
The named values, in particular of the TARGET exhaust gas temperature, the ACTUAL exhaust gas temperature, the TARGET air charge, the ACTUAL air charge, the ACTUAL component temperature and the TARGET component temperature, can concern modelled values in the engine control. This means that the previously named values are modelled exclusively in a model in the engine control, therefore detected, calculated and processed virtually. Furthermore, embodiments of the method are conceivable, in which the modelled values are detected by actually detected corresponding values, which are detected via real sensor means, are calibrated, or the method is taught in.
In a normal operation of the controller unit, therefore during operating of the fed back controller in the normal function, an increase of the ACTUAL component temperature over the TARGET temperature would be modelled in the model, without the switching of the controller from the normal function into the transmission function on detecting an initiating of the switching process. In such a case, the TARGET exhaust gas temperature would be lowered through the controller unit, in order to protect the component from a thermal damage. Due to this, the ACTUAL air charge would be lowered, in order to lower the ACTUAL exhaust gas temperature.
On detecting a switching process of the transmission, the sovereignty over the torque requirement would be transferred from the engine control to the transmission control. With torque sovereignty of the transmission control, the control difference between TARGET exhaust gas temperature and ACTUAL exhaust gas temperature is cancelled.
The engine can concern an internal combustion engine, in particular a turbocharged, direct-injecting petrol engine.
The calculating or setting of the fed back controller value to a constantly fed back controller value in the transmission function can basically take place in any desired manner. For example, it is conceivable that the closed controller value is set to a constant fed back controller value which is equated without calculation with the initially fed back controller value. In a further development of the method, it proves to be advantageous if the calculating or setting of the fed back controller value to a constant fed back controller value in the transmission function comprises a sum of the freely calculable proportional component of the fed back controller and a calculated back integral component of the fed back controller.
Through the fact that the constantly fed back controller value in the transmission function comprises a sum of the freely calculable proportional component of the fed back controller and a calculated back integral component of the fed back controller, the input values in the fed back controller of the controller unit are taken into account and only the method of calculation is changed. The sum of both forms the constant fed back controller value. Through the fact that the controller is not fixed to a constant value and is otherwise frozen, a jump-free back calculation is enabled, when the fed back controller is switched from the transmission function back into the normal function.
Furthermore, in a further development of the latter embodiment, it proves to be advantageous when the calculating back of the integral component of the fed back controller in the transmission function comprises a subtraction of the proportional component of the fed back controller from the initial fed back controller value.
Through the fact that the calculating back of the integral component of the fed back controller in the transmission function comprises a subtraction of the proportional component of the fed back controller from the initial fed back controller value, a constant keeping of the fed back controller value at the constant value of the initial fed back controller value is able to be guaranteed in a simple manner.
Furthermore, it proves to be advantageous when the integral component of the fed back controller in the normal function is determined through a control difference between TARGET exhaust gas temperature and ACTUAL exhaust gas temperature, a multiplication of an amplification factor with a scanning time and an addition with an integral component control variable from the preceding calculation step.
The current control variable results from the addition of the stored last value of the control variable and the integral component of the current calculation step.
Furthermore, in an embodiment of the method, provision is made that the controller unit comprises an open controller, which comprises as input values the TARGET component temperature, an engine speed and the ACTUAL air charge, and through which as feedforward controller value at least one feedforward controller component of the TARGET exhaust gas temperature is determined and transferred to the inner control loop as input variable, wherein the TARGET exhaust gas temperature comprises the sum of feedforward- and fed back controller value. When the controller unit comprises a feedforward controller, which comprises as input values the TARGET component temperature, an engine speed and the ACTUAL air charge, and through which as feedforward controller value at least one feedforward controller component of the TARGET exhaust gas temperature is determined and transferred to the inner control loop as input variable, a feedforward component is made available in a simple manner through the controller unit. Hereby, the TARGET exhaust gas temperature can be determined, not only as a function of the modelled ACTUAL component temperature and the stored TARGET component temperature, but, furthermore, can be improved via the feedback of the engine speed of the engine and the ACTUAL air charge of the engine.
The disturbance variable, occurring by switching the transmission, can basically comprise any desired disturbance variable. In an embodiment of the method, the initiating of the switching process of the transmission can comprise an adjusting of the ignition angle of the engine.
Through the adjusting of the ignition angle of the engine, an increasing of the ACTUAL exhaust gas temperature occurs.
This increasing of the ACTUAL exhaust gas temperature leads to an increasing of the ACTUAL component temperature of the component. The engine control guarantees in the normal function a component protection of the components, in other words an exceeding of the ACTUAL component temperature over a TARGET component temperature is to be prevented. The TARGET component temperature can comprise here a maximum or critical component temperature, at which the component is thermally damaged. Through the brief “freezing” of the fed back controller component of the fed back controller to a constant value, hereby it is accepted that the component is exposed to an increased ACTUAL exhaust gas temperature and heats up over the TARGET component temperature. However, the switching process comprises only a very short period of time, generally less than one second, whereby this short thermal peak has no, or only a very minor, influence on the durability of a component, whereby this short temperature peak is accepted.
Furthermore, embodiments of the method are conceivable in which the switching process of the transmission comprises an automatic switching process. Hereby, the method is conceivable for different vehicle types, in particular vehicles with automatic transmission.
It proves to be advantageous if, after ending of the switching process, the fed back controller is switched from the transmission function into the normal function.
In such a case, after ending of the switching process, the controller can be switched back automatically from the transmission function into the normal function.
Furthermore, embodiments of the method are conceivable, in which a switching back of the fed back controller from the transmission function into the normal function takes place after a certain time span has elapsed. This time span can comprise, for example, maximally one second, maximally two seconds or maximally three seconds.
In a further development of the latter embodiment, it proves to be advantageous if on switching of the fed back controller from the transmission function into the normal function the last calculated integral component of the fed back controller is transferred to the memory and is used for the first calculation process in the normal function as control variable which is to be added.
Through the fact that on switching of the fed back controller from the transmission function into the normal function the last calculated integral component of the fed back controller is transferred to the memory, a control variable jump after ending of the switching can be prevented.
Furthermore, it proves to be advantageous if the inner control loop for adapting the TARGET air charge and/or the ACTUAL air charge of the engine comprises an engine load inversion model with state feedback and/or if the inner control loop comprises an engine model in which ACTUAL engine operating conditions, in particular engine operating state, engine speed, torque requirement, relative engine load, ignition angle, positions of the variable inlet/outlet valves and/or environmental/coolant temperatures, are able to be determined and/or modelled.
The term “modelling” is to be understood to mean that the respective value or parameter or the respective model exists purely virtually. The term “determining” can be understood to mean a calculating or a comparison with tables stored in the engine control.
The term “ACTUAL air charge” is to be equated synonymously with under the terms “engine load”, “air load” and “cylinder charge” in the literature.
The engine operating state can comprise for example a regular operation of the engine, the engine under full load, an operating of the engine for catalytic converter heating or a so-called scavenging operating state. In the scavenging operating state, the exhaust gas flow in the turbocharger is increased by adapting the valve control and the fuel-air mixture.
The task of the engine model lies in the region of the ACTUAL air charge/load calculation, whereas the other quantities are consumed predominantly as input. The engine speed can thus be determined via a crankshaft sensor, and the ignition angle and the control times can be calculated via separate software algorithms in the engine control. The engine model calculates therefrom which torque results.
From the positions of the variable inlet- and outlet valves, the variable adjustments of the inlet- and outlet valve openings can be determined.
Through the fact that the inner control loop comprises an engine load inversion model with state feedback, the TARGET air charge of the engine can be determined on the basis of the detected modelled ACTUAL exhaust gas temperature.
Through the fact that the inner control loop comprises an engine model, the ACTUAL engine operating condition can be adjusted to its TARGET engine operating condition by means of TARGET air charge, and can be fed back or passed on as new ACTUAL engine operating condition.
A determining is understood in the following to mean that the output value, calculated with the aid of the input values, or map-based, or respectively stored in tabular form, is determined from a corresponding data set. Each combination of input values the corresponding output values can be assigned and stored into the data set. In a further development of the latter method, it proves to be advantageous if the TARGET exhaust gas temperature and the ACTUAL engine operating conditions are delivered as input values to the engine load inversion model and as output value the TARGET air charge is determined, and/or if the modelled TARGET air charge is delivered as input value to the engine model, the ACTUAL engine operating conditions are adapted to the input vales, in particular from TARGET engine operating conditions determined herefrom, and as output values the adapted modelled ACTUAL engine operating conditions are fed back at least to the engine load inversion model.
In order to further increase the accuracy of the method, in an embodiment of the method provision is made that the inner control loop comprises an exhaust gas temperature model for determining the ACTUAL exhaust gas temperature on the basis of the updated ACTUAL engine operating conditions, which is downstream of the engine model and to which from the engine model as input value the ACTUAL air charge, adapted to the TARGET air charge, is delivered, and which determines as output value the ACTUAL exhaust gas temperature.
Through the fact that the exhaust gas temperature model on the basis of the updated ACTUAL engine operating conditions and the adapted ACTUAL air charge is delivered, the exhaust gas temperature model functions as a virtual temperature sensor for the exhaust gas temperature. Hereby, a real temperature sensor, which measures the temperature of the exhaust gas, can be dispensed with, and the accuracy of the method can be further increased.
In the exhaust gas temperature model, the ACTUAL exhaust gas temperature is determined. The inner control loop, in particular the exhaust gas temperature model, has the function here of a virtual exhaust gas temperature sensor.
In order to determine an ACTUAL component temperature from the determined ACTUAL exhaust gas temperature, it proves to be advantageous if the outer control loop comprises a component temperature model to which as input value the ACTUAL exhaust gas temperature of the inner control loop is delivered, and a modelled ACTUAL exhaust gas mass flow, wherein the component temperature model approximates the heating/cooling behaviour of the component through the modelled ACTUAL exhaust gas temperature via a low pass filter PT1, and the dynamic of the low pass filter is dependent on the modelled ACTUAL exhaust gas mass flow, and wherein as output value the modelled ACTUAL component temperature is determined.
In such a case, the ACTUAL component temperature is able to be determined via the outer control loop. Through the delivering of the modelled ACTUAL exhaust gas temperature and of an ACTUAL exhaust gas mass flow, a heating or cooling of the component can be determined in the low pass filter.
The ACTUAL component temperature, determined in the component temperature, is transferred to the controller unit and hereby the control loop is closed.
Furthermore, the problem is solved by an engine control for a motor vehicle, which is operable according to a method with the previously mentioned features, with a cascaded, decoupled control embedded in the motor vehicle, which comprises an inner control loop, which receives as input variable a TARGET exhaust gas temperature and in which a target air charge, an ACTUAL air charge and an ACTUAL exhaust gas temperature are determined, which comprises an outer control loop which receives as input variable at least the ACTUAL exhaust gas temperature of the inner control loop and in which an ACTUAL component temperature of a component receiving or emitting heat through the exhaust gas is determined, and which comprises a controller unit assigned to the outer control loop with a fed back controller, in particular a proportional integral controller, which comprises as input values the ACTUAL component temperature and a TARGET component temperature, stored in the engine control, and through which as fed back controller value at least one fed back controller component of the TARGET exhaust gas temperature is determined and transferred to the inner control loop as input variable, wherein the ACTUAL air charge of the engine is reduced by the engine control to the TARGET air charge of the engine, when it is detected through the engine control that the ACTUAL component temperature exceeds the TARGET component temperature.
Finally, the problem is solved by a motor vehicle, driven by a combustion engine, with an engine, with a transmission, with a transmission control and with a cascaded, decoupled control embedded in an engine control of the motor vehicle, which is operable according to a method with at least one of the previously mentioned features.
Further features, details and advantages of the invention will emerge from the enclosed claims, from the illustration by means of drawings and from the following description of a preferred embodiment of the engine control and of the method.
In the drawings there are shown:
Figure 1 a schematic illustration of an embodiment of the engine control;
Figure 2 a detail view of the controller unit of the engine control according to
Figure 1 in the normal function and in the transmission function;
Figure 3 a schematic flow chart of a method according to the invention.
Figure 1 shows an engine control, provided as a whole with the reference number 2, for a motor vehicle driven by a combustion engine. The engine control 2 comprises a cascaded, decoupled control, which comprises an inner control loop 4 and an outer control loop 6.
The inner control loop 4 comprises an inverse exhaust gas temperature model 8, to which a TARGET exhaust gas temperature 10 is delivered, and which determines as output value a TARGET air charge 12. Adjoining the inverse exhaust gas temperature model 8, the inner control loop 4 comprises an engine section 14, to which the TARGET air charge 12 is able to be delivered, and which issues as output value an ACTUAL air charge 16. In the engine section 14 for example the TARGET air charge 12 and/or the ACTUAL air charge 16 of the engine can be adapted with state feedback. Furthermore, the engine section 14 of the inner control loop 4 can comprise an engine model, in which ACTUAL engine conditions, in particular engine operating state, engine speed, torque requirement, relative engine load, ignition angle, position of the variable inlet/outlet valves and or environmental/coolant temperatures, are able to be determined and/or modelled.
Adjoining the engine section 14, the inner control loop 4 comprises an exhaust gas temperature model 18, to which the ACTUAL air charge 16 is delivered and through which an ACTUAL exhaust gas temperature 20 is able to be determined under the influence of the updated ACTUAL engine operating conditions. Furthermore, the ACTUAL exhaust gas temperature 20 can be additionally determined under the influence of rotation speed, mixture and ignition angle. The ACTUAL exhaust gas temperature 20 is then able to be delivered to the outer control loop 6 as output value of the inner control loop 4. The outer control loop 6 comprises a component temperature model 22, to which the ACTUAL exhaust gas temperature 20 is delivered and through which an ACTUAL component temperature 24 is determined. The ACTUAL component temperature 2 is fed back to a controller unit 26, which is assigned to the outer control loop 6. Furthermore, the controller unit 26 receives a TARGET component temperature 28 and is connected to a transmission control 30. Via the transmission control 30 it is able to be ascertained whether or not a switching process of the transmission is initiated. In such a case, a signal is enabled from the transmission control 30 in the direction of the controller unit 26 in the form of a Boolean value (TRUE/FALSE).
The controller unit 26 comprises a fed back controller 32, in which a freely calculable proportional component P and a freely calculable integral component I is able to be calculated.
In the example embodiment illustrated in Figure 1 and 2, a TARGET exhaust gas temperature 10 is calculated from the feedforward component of a feedforward controller 34, which receives as input values the TARGET component temperature 28, the engine speed and the ACTUAL air charge 16, and the sum of proportional component and integral component of the fed back controller 32.
The fed back controller component of the TARGET exhaust gas temperature 10 can be calculated from:
OUTCL = Outp(k) + Outi(k) = ln(k)* KP + ln(k)*Ki*Te+Outi(k-1)
Here, k comprises a time step/calculation step, k-1 , a preceding calculation step, Te a scanning rate (in a calculation step), KP an amplification factor of the proportional component, and Ki an amplification factor of the integral component. OutcL is the result of the fed back controller calculated from the sum of proportional component OutP and integral component Outi. Figure 2 shows a schematic illustration of the integral component in the normal function (upper illustration in Figure 2) and in the transmission function (lower illustration in Figure 2). The signalling of the transmission control 30, formed as a Boolean value, in such a case is “false” when the integral component of the fed back controller is operated in the normal function, and “true” when the integral component of the fed back controller 32 is operated in the transmission function.
Looking into Figure 2, it can be seen that the control difference of ACTUAL component temperature 24 and TARGET component temperature 28 is processed with the amplification factor of the integral component multiplied with the scanning rate Te, and by addition of the stored value of the preceding calculation step delivers the integral component of the fed back controller 32.
On detecting a switching process of the transmission, therefore if a “TRUE” is detected through the transmission control 30 via the Boolean value, the integral component calculated from an initial fed back controller value, therefore the controller value shortly before detecting or on detecting the switching process, is subtracted by the freely calculable proportional component of the fed back controller 32.
Hereby, it is guaranteed that the fed back controller value comprises a constant value during a transmission switching.
Furthermore, it can be seen from Figure 2 that on detecting an ending of the switching process of the transmission, the last integral component, determined by back calculation, in the transmission function is taken over for the calculation method in the normal function, and overrides there the value for the preceding calculation step k-1.
Figure 3 shows a schematic flow chart of a method for preventing a torque jump of a motor vehicle driven by a combustion engine. The method is described in the following, with reference to the illustration according to Figures 1 and 2:
In a first step 100, the engine control 2 is operated in the normal function. Here, in the inner control loop 4 with the aid of the input variables, TARGET exhaust temperature 10, the TARGET air charge 12, an ACTUAL air charge 16 and an ACTUAL exhaust gas temperature 20 are determined. The determined ACTUAL exhaust gas temperature 20 is passed on to the outer control loop 6 as input value. In the outer control loop 6, an ACTUAL component temperature 24 is now determined and is passed on to the controller unit 26. There, a control difference between ACTUAL component temperature 24 and TARGET component temperature 28 is determined and via the controller unit 26 the TARGET exhaust gas temperature 10 is determined and passed on to the inner control loop 4.
In the normal function, a fed back controller value of the fed back controller 32 is freely calculable, which means that the proportional component is freely calculable and the integral component is freely calculable.
In a subsequent step 101, the initiating of a switching process of the transmission is detected and an initial fed back controller value is detected before or during initiating of the switching process.
Due to this, in a subsequent step 102 the closed controller 32 is switched over from the normal function into the transmission function. In the transmission function, the determined fed back controller value is set at a constant fed back controller value, which corresponds to the initial fed back controller value from the step 101. Hereby, it is guaranteed that the motor vehicle, in particular the engine, is operable without a torque jump during the switching process.
In a subsequent step 103, it is detected that the switching process of the transmission is ended, and the fed back controller 32 of the controller unit 26 is switched back from the transmission function into the normal function.
The features of the invention disclosed in the above description, in the claims and in the drawings can be essential both individually and also in any desired combination in the realizing of the invention in its various embodiments within the scope of protection of the following claims. List of reference numbers
2 engine control
4 inner control loop
6 outer control loop
8 inverse exhaust gas temperature model
10 TARGET exhaust gas temperature
12 TARGET air charge
14 engine section
16 ACTUAL air charge
18 exhaust gas temperature model
20 ACTUAL exhaust gas temperature
22 component temperature model
24 ACTUAL component temperature
26 controller unit
28 TARGET component temperature
30 transmission control
32 fed back controller
34 feedforward controller
100-103 method steps

Claims

C L A I M S A method for preventing a torque jump of a motor vehicle driven by a combustion engine, with an engine, with a transmission, with a transmission control (30) and with a cascaded, decoupled control embedded in an engine control (2) of the motor vehicle, which comprises an inner control loop (4), which receives as input variable a TARGET exhaust gas temperature (10) and in which a TARGET air charge (12), an ACTUAL air charge (16) and an ACTUAL exhaust gas temperature (20) are determined, which comprises an outer control loop (6), which receives as input variable at least the ACTUAL exhaust gas temperature (20) of the inner control loop (4) and in which an ACTUAL component temperature (24) of a component receiving or emitting heat through the exhaust gas is determined, and which comprises a controller unit (26) assigned to the outer control loop (6) with a fed back controller (32) in particular a proportional integral controller, which comprises as input values the ACTUAL component temperature (24) and a TARGET component temperature (28) stored in the engine control (2), and through which as fed back controller value at least one fed back controller component of the TARGET exhaust gas temperature (10) is determined and transferred to the inner control loop(4) as input variable, wherein the ACTUAL air charge (16) of the engine is reduced by the engine control (2) to the TARGET air charge (12) of the engine, when it is detected through the engine control (2) that the ACTUAL component temperature (24) exceeds the TARGET component temperature (28), with the steps: a. detecting an initiating of a switching process of the transmission and an initial fed back controller value before or during the initiating of the switching process; b. switching over the fed back controller (32) from a normal function, in which the determining of the fed back controller value comprises an addition of freely calculable proportional component and freely calculable integral component, into a transmission function, in which the determining of the fed back controller value comprises a calculating or setting of the fed back controller value to a constant fed back controller value, which corresponds to the initial fed back controller value. The method according to Claim 1, characterized in that the calculating or setting of the fed back controller value to a constant fed back controller value in the transmission function comprises a sum of the freely calculable proportional component of the fed back controller (32) and a calculated back integral component of the fed back controller (32). The method according to Claim 2, characterized in that the calculating back of the integral component of the fed back controller (32) in the transmission function comprises a subtraction of the proportional component of the fed back controller (32) from the initial fed back controller value. The method according to one of the preceding claims, characterized in that the integral component of the fed back controller (32) in the normal function is determined by a control difference between TARGET exhaust gas temperature (10) and ACTUAL exhaust gas temperature (20), a multiplication of an amplification factor with a scanning time and an addition with an integral component control variable from the preceding calculation step. The method according to one of the preceding claims, characterized in that the controller unit (26) comprises a feedforward controller (34), which comprises as input values the TARGET component temperature (28), an engine speed and the ACTUAL air charge (16), and through which as feedforward controller value at least one feedforward controller component of the TARGT exhaust gas temperature (10) is determined and transferred to the inner control loop (4) as input variable, wherein the TARGET exhaust gas temperature (10) comprises the sum of feedforward- and fed back controller value. The method according to one of the preceding claims, characterized in that the detecting of the initiating of the switching process of the transmission comprises a detecting of the adjusting of the ignition angle of the engine. The method according to one of the preceding claims, characterized in that the switching process of the transmission comprises an automatic switching process.
8. The method according to one of the preceding claims, characterized in that after ending of the switching process, the fed back controller (32) is switched from the transmission function into the normal function.
9. The method according to Claim 8, characterized in that on switching of the fed back controller (32) from the transmission function into the normal function, the last calculated integral component of the fed back controller (32) is transferred to the memory and is used for the first calculation process in the normal function as memory value which is to be added.
10. The method according to one of the preceding claims, characterized in that the inner control loop (4) for adapting the TARGET air charge (12) and/or the ACTUAL air charge (16) of the engine comprises an engine load inversion model with state feedback and/or that the inner control loop (4) comprises an engine model, in which ACTUAL engine operating conditions, in particular engine operating state, engine speed, torque requirement, relative engine load, ignition angle, positions of the variable inlet-/outlet valves and/or environmental/coolant temperatures, are able to be determined or modelled.
11. The method according to Claim 10, characterized in that the TARGET exhaust gas temperature (10) and the ACTUAL engine operating conditions are delivered to the engine load inversion model as input values, and the TARGET air charge (12) is determined as output value, and/or that the modelled TARGET air charge (12) is delivered to the engine model as input value, the ACTUAL engine operating conditions are adapted to the input values, in particular from the TARGET engine operating conditions determined herefrom, and as output values the adapted modelled ACTUAL engine operating conditions are fed back at least to the engine load inversion model.
12. The method according to one of Claims 10 or 11 , characterized in that the inner control loop (4) comprises an exhaust gas temperature model (18) for determining the ACTUAL exhaust gas temperature (20) on the basis of the updated ACTUAL engine operating conditions, which is downstream of the engine model, and to which, from the engine model, as input value the ACTUAL air charge (16), adapted to the TARGET air charge (12), is delivered and which determines as output value the ACTUAL exhaust gas temperature (20). The method according to one of the preceding claims, characterized in that the outer control loop (6) comprises a component temperature model (22), to which as input value the ACTUAL exhaust gas temperature (20) of the inner control loop (4) is delivered, and a modelled ACTUAL exhaust gas mass flow, wherein the component temperature model (22) approximates the heating/cooling behaviour of the component through the modelled ACTUAL exhaust gas temperature (20) via a low pass filter (PT1) and the dynamic of the low pass filter is dependent on the modelled ACTUAL exhaust gas mass flow, and wherein the modelled ACTUAL component temperature (24) is determined as output value. An engine control (2) for a motor vehicle, which is operable by a method according to one of Claims 1 to 13, with a cascaded, decoupled control embedded in the motor vehicle, which comprises an inner control loop (4), which receives as input variable a TARGET exhaust temperature (10) and in which a target air charge (12), an ACTUAL air charge (16) and an ACTUAL exhaust gas temperature (20) are determined, which comprises an outer control loop (6), which receives as input variable at least the ACTUAL exhaust gas temperature (20) of the inner control loop (4) and in which an ACTUAL component temperature (24) of a component receiving or emitting heat through the exhaust gas is determined, and which comprises a controller unit (26), assigned to the outer control loop (6), with a fed back controller (32), in particular a proportional integral controller, which comprises as input values the ACTUAL component temperature (24) and a TARGET component temperature (28) stored in the engine control (2), and through which as fed back controller value at least one fed back controller component of the TARGET exhaust gas temperature (10) is determined and transferred to the inner control loop (4) as input variable, wherein the ACTUAL air charge (16) of the engine is reduced by the engine control (2) to the TARGET air charge (12) of the engine, when it is detected through the engine control (2) that the ACTUAL component temperature (24) exceeds the TARGET component temperature (28). A motor vehicle, driven by a combustion engine, with an engine, with a transmission, with a transmission control (30) and with a cascaded, decoupled control, embedded in an engine control (2) of the motor vehicle, according to Claim 14, which is operable by a method of Claims 1 to 13.
PCT/EP2023/066159 2022-06-23 2023-06-15 Method for preventing a torque jump of a motor vehicle driven by a combustion engine, engine control for a motor vehicle and a motor vehicle driven by a combustion engine WO2023247330A1 (en)

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DE102022206322.8A DE102022206322A1 (en) 2022-06-23 2022-06-23 Method for preventing a torque jump of a motor vehicle driven by an internal combustion engine, engine control for a motor vehicle and motor vehicle driven by an internal combustion engine

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US20160069318A1 (en) * 2014-09-04 2016-03-10 Ford Global Technologies, Llc Methods and system for improving hybrid transmission gear shifting
US20160177852A1 (en) * 2014-12-17 2016-06-23 GM Global Technology Operations LLC On-line adaptive pid control of air charging system
US10539083B2 (en) * 2015-11-18 2020-01-21 Scania Cv Ab Method and system for determining engine operation parameter values during a gear shift operation

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