JP3211166B2 - Setting method of output power of internal combustion engine - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a method for setting output power in a motor vehicle according to the preamble of claim 1.

[0002]

2. Description of the Related Art MTZ Motortechnisch
e Zeitschrift 56 (1995) 1
1, Seite 666-, an engine control of the type mentioned initially, the so-called ME 1.0 of the applicant, is known. Here, the specified torque values of the many participating systems of the internal combustion engine are provided to the engine processing device via a so-called CAN bus, where the specified specified torque values are determined. The various operating parameters of the internal combustion engine which set the resultant torque limit are then controlled or adjusted via a second part of the engine processor, the so-called torque setting device.

[0003]

SUMMARY OF THE INVENTION It is an object of the present invention to improve a method for setting the output power of an internal combustion engine so that changes in existing methods or acceptance of new functions can be made without great expense. It is.

[0004]

This object is achieved by the features of claim 1.

This system has the advantage over a conventional torque interface that one common physical quantity, preferably crankshaft torque, is the basis for all functions. Furthermore, while the previous systems have intervened directly with different actuators, in the new system all torque limits are first matched and then only set via a common engine control or regulating device. This greatly simplifies the change of existing systems and the acceptance of new systems. The types of the engine control device and the internal combustion engine do not matter.

[0006] Further advantages are evident from the dependent claims and the detailed description of the invention. The invention is explained below on the basis of the drawings.

[0007]

FIG. 1 shows an overview of the controllers and functions which cooperate in a motor drive train. Driver, the driver's desire, the accelerator pedal FV and through the evaluation logical device 1 belonging to it, in the form of a driver's desired torque M _FV, to report to the engine controller 2 shown in its entirety. Another desired torque M _i is the various participating systems 6-7 via the standardized Interferon chair so-called CAN bus 7 which is transmitted to the engine controller 2. The various participating systems are, for example, the distance-adjusting economical driving control device 3, the vehicle motion control device 4 or the transmission control device 5. Information is also exchanged by the engine controller 2 with another vehicle system 6 via the CAN bus 7. However, it is not always necessary to use the CAN bus 7 as an interface. For example, the transmission control device 5 can be integrated into the engine control device 2. Command torque M _i to be replaced is the physical quantity as possible based on the crank shaft torque.

The engine controller 2 is divided into a function block of a torque matching section 2a and a function block of an engine control or adjustment section 2b, and at least the torque matching section 2a must always be in the engine controller 2. The torque matching unit 2a calculates the driver desired torque M
_FV , the external desired torque M _i , and the request M of the internal economical driving control device that belongs to the torque matching unit 2a functionally.
Process _Temp and prioritize. However, the economical driving control device 8 can be transferred to another device. The target torque M _sol1 generated from the torque matching unit 2a is transmitted to the engine control or adjustment unit 2b, and the engine control or adjustment unit 2b returns the current torque M _ist and its state to the torque adjustment unit 2a. The engine control or adjustment unit 2b _converts the target torque M _sol1 into a control signal for the operating device 10 in consideration of the engine operation state notified via the sensor 9. In a gasoline engine, for example, a throttle valve position, an injection amount, and an ignition angle become problems as control signals.

FIG. 2 shows the principle operation of the torque matching section 2a. In the evaluation logical device 1, the current driver from the accelerator pedal position and the current engine speed command torque M
_FV is determined and transmitted to torque matching section 2a. Further the evaluation logical device 1, information should the torque set at any speed is prepared in the form of two so-called Dyna honey neck bract _{MDYN0 FV,} MDYN1 FV. The desired torque M _i and the two dynamic bits MDYN0 _i are likewise generated by each of the participating systems 3-6,8.
, MDYN1 _i are prepared and transmitted to the torque matching unit 2a. The involvement system 3～6,8 further desired torque _{M i} is information about whether or torque reduction command torque is the torque increase command torque, two separate bit MMIN _i, torque matching the form of MMAX _i Transmitted to the unit 2a.

Each of the participating systems 3
For ~ 6,8 there are matching blocks 20 ~ 23,
In this matching block, bits MMIN _i , MMA
Based on X _i, from the driver command torque _{M FV} or the target torque as a result of participating systems preceding and Dyna honey neck bract _{MDYN0 FV,} MDYN1 FV or preceding Dyna honey neck bract MDYN0 resulting from participating system _i, MDYN1 _i , The resulting target torque or the resulting dynamic bit. The detailed functions of the matching blocks 20 to 23 will be described later. Prioritization desired torque _{M i} and Dyna honey neck bract MDYN0 _i, MDYN1 _i is performed by the order of signal processing. Driver's desired torque M
_{The FV} has the lowest priority and the transmission request _MEGS has the highest priority.

Dynamic bits MDYN0 _i , MDY
The function of N1 _i will be briefly described below for an example of a gasoline engine. In gasoline engines, torque requirements are made in various ways, preferably via air passages and ignition interventions. Theoretically, fuel cut-off is also possible. Each desired method of torque setting has two dynamic bits MDY
Is defined through the N0 _i, MDYN1 _i.

[0012]

[Table 1]

If [0013] order to obtain a driver's desired torque with the efficiency of the example optimum torque setting, the next Dyna honey neck bract is transmitted to the matching block 20 by the evaluation logical device 1. MDYN0 _FV : = 0 MDYN1 _FV : = 0 In the normal operation of the interval adjustment economical traveling control device 3 and the internal economical traveling control device 8, the efficiency of the optimal torque setting is similarly defined. MDYN0 _ART : = 0 MDYN1 _ART : = 0 MDYN0 _TEMP : = 0 MDYN1 _TEMP : = 0 However, under certain operating conditions, the distance-adjusted economical travel control device 3 must be switched to the fastest possible target torque setting. MDYN0 _ART : = 1 MDYN1 _ART : = 0 In the vehicle motion control device 4, setting of the target torque as fast as possible in normal operation is defined. MDYN0 _ESP : = 1 MDYN1 _ESP : = 0 However, under certain operating conditions, it is possible to switch to a torque setting with the following conditions: MDYN0 _ESP : = 0 MDYN1 _ESP : = 1 I want the transmission controller 5 to set the torque as fast as possible in the shift process. MDYN0 _EGS : = 1 MDYN1 _EGS : = 0 Under certain operating conditions, for example in torque limiting during the starting process, the efficiency of the optimal torque setting is defined. MDYN0 _EGS : = 0 MDYN1 _EGS : = 0

[0014] Of course, the above definitions are merely examples.
Other provisions can also be performed, in some cases it is also possible to perform other torque setting selected for Dyna honey neck bract MDYN0 _i, MDYN1 _i is. Furthermore, the protection range is not limited to the order of the participating systems 3 to 6, 8 described in the embodiment. The exact function of the matching blocks 20-23 with input and output signals is shown in the following table in a generally useful form.

[0015]

[Table 2]

[0016] The input terminal 1 shown in EIN1, signal evaluation logical device 1, or the preceding matching block 20 respectively
22 output signals indicated by AUS are added. EIN
The input 2 indicated by 2 receives the signals to be matched and therefore the signals of the participating systems 3 to 6, 8 respectively. The resulting target torque M _AUS and the resulting dynamic bits MDYN0 _AUS , MDYN1 _AUS are output, respectively. The output value of the last matching block 23 is
Results target torque occurs as _{M soll} or resulting Dinah honey neck bract _MDYN0 soll, MDY
It is transmitted to the engine control or adjustment device 2b as N1 _soll .

The function of the torque matching section 2a will be described again with reference to the example of the matching block 23. At its input 1 the value resulting from the preceding matching block 22 or M
_{ESP V, MDYN0 ESPV, MDYN1} ESPV is applied. The input terminal 2 has the value of the transmission control device 5, that is, M
_EGS , MMIN _EGS , MMAX _EGS , MDYN0
_EGS and MDYN1 _EGS are added. From the signals at both inputs, the resulting target torque M _sol1 and the resulting dynamic bit MDYN0
_sol1 , MDYN1 _sol1 is determined and transmitted to the engine control or regulation device 2b.

It is assumed that the transmission controller 5 desires to reduce the output torque to the desired torque _{MEGS defined} under current operating conditions. In this case, the following values are transmitted by the transmission control unit 5 to the matching block 23. M _EIN2 : = M _EGS MMIN _EGS : = 1 MMAX _EGS : = 0 MDYN0 _EIN2 : = MDYN0 _EGS MDYN1 _EIN2 : = MDYN1 _EGS

The next value is also available at the input 1 by the preceding matching block 22. M _EIN1 : = M _ESPV MDYN0 _EIN1 : = MDYN0 _ESPV MDYN1 _EIN1 : = MDYN1 _ESPV

Under these rules, there are two possibilities for determining the output value. In the first case, desired torque M
_EGS is _greater than the target torque M _ESPV resulting from alignment block 22, so that M _EIN2 > M
_EIN1 . This satisfies the conditions listed in the second row of the above table. For this reason, the value at input 1 is transmitted as the output value. _{M sol1: = M AUS: =} M EIN1: = M ESPV MDYN0 sol1: = MDYN0 AUS: = MDYN0 EIN1: = MDYN0 ESPV MDYN1 sol1: = MDYN1 AUS: = MDYN1 EIN1: = MDYN1ESPV

[0021] The second case desired torque _{M EGS} is smaller than the target torque resulting from the matching block 22, thus the conditions by which _{M EIN2} ≦ _{M EIN1} are listed in the third row of the above table are satisfied. For this reason, the value at input 2 is transmitted as the output value. _{M sol1: = M AUS: M} EIN2: M EGS MDYN0 sol1: = MDYN0 AUS: = MDYN0 EIN2: = MDYN0 EGS MDYN1 sol1: = MDYN1 AUS: = MDYN1 EIN2: = MDYN1 EGS

Accordingly, the output values of all operating conditions and of all matching blocks 22-23 can be derived from the above table. In the example shown, the prioritization of the individual participating systems by the order of processing is also evident. Under the provisions of the transmission control device 5 with respect to the torque reduction, the desired target torque M _EGS of the transmission control device 5 itself, or the desired target torque determined and determined from the previous matching, as the resulting target torque M _soll M
_ESPV but is generated as an output value, the target torque M _ESPV resulting only if you are still below the desired torque _{M EGS,} is generated as an output value.

The system described above has the advantage over common torque interfaces that a common physical quantity, in particular the crankshaft torque, is the basis for its function. Furthermore, the previous system directly intervened in various actuators, but in the new system the torque regulation was first matched,
Only then are they set via a common engine control or regulating device. This greatly simplifies the change of existing systems and the acceptance of new systems.

[Brief description of the drawings]

FIG. 1 is a principle diagram of a torque interface.

FIG. 2 is a principle explanatory diagram of an engine torque matching method according to the present invention.

[Explanation of symbols]

1 Evaluation logical device 2 engine controller 3～6,8 involved system

──────────────────────────────────────────────────続 き Continuing on the front page (72) Inventor Bernd Dunnell Eichtal Atsushi Järmushijutraße 11 in Germany (72) Inventor Wolfgang Hinrichs Fildersichutt Feinkenshutraße 51 of Germany (72) Inventor Thomas Kleiber Veinstadt-Freischlüttraße 6, Germany Reinell Ostfildern Feltbergshuttlese 8 Germany (56) References JP-A-2-201038 (JP, A) JP-A-3-264740 (JP, A) JP-A-5-86927 (JP) A) (58) investigated the field (Int.Cl. ^7, DB name) F02D 43/00 301

Claims (5)

(57) [Claims] 1. A driver desired torque is obtained from a driver's request, and the desired torque is defined by at least two participating systems of an engine control device which influence the output torque. The driver desired torque and at least two desired torques are defined. Or
Asked La goals torque, the output power setting method for setting the I Ri goals torque to the torque setting device, by the involved systems (3～6,8), in addition to the desired torque (M _i), the desired torque (M _i ) make available information (MMIN _i , MMAX _i ) as to whether the torque is increasing or decreasing the torque, and a matching block for each participating system (3-6,8) (20 to 23), and the desired torque (M _i ) is converted into the desired torque (M
_FV) or compared goals torque preceding involved systems <br/> beam _{(3~6,8) (M AUS)} and in the order of signal processing,
When the desired torque (M _i ) increases the torque or decreases the torque, the desired torque
(M _i ) and driver desired torque (M _FV ) or signal processing
Torque of the participating system preceding in the sequence
_{((M AUS)} of the larger or smaller target torque _{(M soll,} as _{M AUS),} and transmitted to the next involved systems (3～6,8) or torque setting device (2b), first committed Providing the lowest priority system (3-6,8) as the system (3-6,8) and the highest priority system (3-6,8) as the last system A method for setting output power of an internal combustion engine in an automobile, characterized by the following. 2. An interval-adjusting economical driving control device (3), an economical driving control device (8), a vehicle motion control device (4) and a transmission control device (5) as participating systems are provided in the above-mentioned order. The method of claim 1, wherein the method is characterized by: 3. Participating systems (3 to 6, 8) additionally
Prepares information (MDYN0 _i , MDYN1 _i ) at which speed the torque should be set, and sets the torque via the air passage or the ignition angle or the fuel cutoff according to this information (MDYN0 _i , MDYN1 _i ). The method of claim 1, wherein: 4. Each of two dynamic bits (M
DYNO _i , MDYN1 _i ) to prepare dynamic information, and in each matching block (20 to 23), the dynamic bit (M) of the current participating system (3 to 6, 8).
DYN0 _EIN2 , MDYN1 _EIN2 ) and signal processing
Of the preceding matching blocks (20-23) in the
Dyna of their respective honey neck bracts _{(MDYN0 EIN1,}
4. The method according to claim 3, wherein a new dynamic bit (MDYN0 _AUS , MDYN1 _AUS ) is determined from MDYN1 _EIN1 ). 5. Participating systems (3 to 6, 9)
In, when desired torque (M _i) is intended to reduce or torque is intended to increase the torque, the signal processing
Of the participating systems (3-6, 9) that precede in the order of
Hope torque _{(M EIN1)} is currently involved system (3
6, 8) is larger than the desired torque (M _EIN2 ).
Involved systems preceding in the order of signal processing (3-
Da of 6, 8) Inamitsukubitsuto _{(MDYN0 EIN1,}
MDYN1 _EIN1 ) or the desired torque (M _EIN1 ) of the preceding participating system (3-6,8) is equal to the desired torque (M _EIN2 ) of the current participating system ( _3-6,8 ).
If less, the dynamic bits (MDYN0 _EIN2 , MDYN1) of the current engagement system (3-6, 8)
_EIN2 ) to the next participant system (3-6, 8) or torque setting device (2b) with a new dynamic bit (M
5. The method according to claim 4, characterized in that the transmission is made as DYN0 _AUS , MDYN1 _AUS ).