EP0406246B1 - Procede permettant d'eviter un moment d'entrainement trop eleve - Google Patents

Procede permettant d'eviter un moment d'entrainement trop eleve Download PDF

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Publication number
EP0406246B1
EP0406246B1 EP19890901856 EP89901856A EP0406246B1 EP 0406246 B1 EP0406246 B1 EP 0406246B1 EP 19890901856 EP19890901856 EP 19890901856 EP 89901856 A EP89901856 A EP 89901856A EP 0406246 B1 EP0406246 B1 EP 0406246B1
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EP
European Patent Office
Prior art keywords
engine
ramp
specified
fuel
speed
Prior art date
Legal status (The legal status 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 status listed.)
Expired - Lifetime
Application number
EP19890901856
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German (de)
English (en)
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EP0406246A1 (fr
Inventor
Ulrich Flaig
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
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Robert Bosch GmbH
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Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0406246A1 publication Critical patent/EP0406246A1/fr
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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
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/12—Introducing corrections for particular operating conditions for deceleration
    • 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
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/12—Introducing corrections for particular operating conditions for deceleration
    • F02D41/123—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off
    • F02D41/126—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off transitional corrections at the end of the cut-off period

Definitions

  • a method having the features of the preamble of claim 1 is known from EP-A205 916. To reduce the jerk when changing to overrun mode, the idle air supply is first reduced here after the overrun mode is recognized and then the fuel supply is interrupted. The same procedure is followed at the end of overrun operation. According to this known method, the negative speed gradient is also monitored with respect to a threshold value.
  • DE-OS 21 39 230 a device is also known, in which the fuel supply to the engine is increased if the speed of the driven wheels is too low compared to the vehicle speed without brake actuation. This is to prevent the driven vehicle wheels from having too much slip and the vehicle becoming unstable.
  • the invention has for its object to limit the braking torque occurring in overrun to a value that prevents permanent blocking of the driven wheels.
  • the proposed method Compared to the simple setting of a fuel quantity which corresponds approximately to the zero load quantity, the proposed method has the advantage that the fuel quantity is reduced to zero on roads with a sufficiently high coefficient of adhesion, i.e. the advantages of the overrun fuel cutoff are retained.
  • Fig. 1 shows a block diagram of an embodiment of the invention
  • Fig. 1 is a sensor measuring the engine speed
  • 2 is a characteristic curve memory for the initial values, e.g. B. the remaining injection quantity depending on the speed, with 3 a multiplier and with 4 an adjusting device for setting a link 5 for varying the fuel supply.
  • 4 is e.g. the control rod of an injection pump, 5 the injection pump itself.
  • 6 is a signal generator for the state "accelerator pedal in zero load position" or an empty gas switch. The speed signal of the sensor 1 is fed to a differentiator 7.
  • the threshold switch 8 responds when the decrease in engine speed and thus the deceleration is so great that a tendency to lock is detected.
  • the threshold switch 9 responds when a certain acceleration of the driven wheels is exceeded.
  • Mot 10 is an up / down counter, the numerical value of which represents a correction factor which is linked in multiplier 3 to the output of characteristic curve memory 2.
  • the standardization is selected so that the largest counter reading represents a factor of 1.
  • the meter has inputs for "setting to maximum meter reading” and for counting up or down.
  • the counting frequency which is fed to a terminal 13 is e.g. selectable by a prescaler, independently for up and down counting. Furthermore, the inputs are edge triggered.
  • 11 is an inventoryor
  • 12 is an OR gate. If the signal transmitter 6 signals that the accelerator pedal has been released, the characteristic curve memory 2 receives a signal, which is dependent on the instantaneous speed and represents the remaining injection quantity, to the multiplier 3. At its second input, the correction value 1 is triggered by the signal transmitter 6 at this moment . Immediately after the accelerator pedal of the adjusting device 4 and thereby the control rod 4 of the injection pump 5 is released, a position is set with which the residual injection quantity is set precisely.
  • This speed-dependent residual injection quantity is chosen so that the drag torque does not reach impermissibly high values under practically all operating conditions. If the drag torque is too high, the drive wheels may lock and the driving stability may be lost.
  • the remaining amount was therefore made time-dependent in addition to the speed dependency.
  • the correction factor defined in the up / down counter 10 is used for this.
  • the correction factor begins to decrease in a ramp over time, starting at value 1, as a result of which the drag torque increases.
  • the correction value is reduced until either the value 0 is reached or the braking force assigned to the drag torque leads to a very rapid drop in engine speed due to the static friction of the tire-road system being exceeded. In this latter case, the signal of the differentiator 7 becomes greater than the threshold value of the threshold value switch 8.

Landscapes

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

Abstract

Procédé permettant d'éviter un moment d'entraînement trop élevé sur les véhicules routiers. Lorsqu'on relâche la pédale de l'accélérateur, le moteur reçoit une quantité de carburant qui est légèrement inférieure à celle correspondant à une charge nulle et qui est réduite linéairement avec le temps. La modification du nombre de tours qui en résulte est contrôlée. Lorsqu'une modification déterminée du nombre de tours par unité de temps est dépassée, la quantité de carburant est augmentée linéairement avec le temps jusqu'à ce qu'on observe une modification positive déterminée du nombre de tours, puis la quantité de carburant est diminuée à nouveau. Le processus se répète jusqu'à ce que le véhicule fonctionne à un régime correspondant à un nombre de tours constant.

Claims (6)

1. Procédé pour la régulation de la quantité de carburant fournie à un moteur après relâchement de la pédale d'accélérateur, dans lequel en partant d'une quantité résiduelle prédéterminée on fait varier la quantité de carburant en fonction de la vitesse de rotation et on la réduit selon une pente en fonction du temps et le cas échéant plus tard, on l'augmente selon une pente en fonction du temps, procédé caractérisé en ce que la quantité résiduelle est choisie de telle façon que dans toutes les conditions de fonctionnement il ne se produise pas de moment d'entraînement inacceptablement élevé, que la vitesse de rotation du moteur soit surveillée en fonction de la survenance d'une décélération prédéterminée et d'une accélération prédéterminée et que, quand la décélération prédéterminée est atteinte, on fasse agir la pente accroissant l'alimentation et quand l'accélération prédéterminée est atteinte, on fasse agir de nouveau la pente réduisant l'alimentation.
2. Procédé selon la revendication 1, caractérisé en ce que la quantité résiduelle fonction de la vitesse de rotation, soit en outre fonction d'au moins l'un des paramètres de fonctionnement du moteur, tel que la température, la vitesse et/ou la vitesse enclenchée.
3. Procédé selon la revendication 1 ou 2, caractérisé en ce que les variations de la quantité en forme de pente en fonction du temps servant à l'augmentation et à la diminution, puissent être choisies indépendamment l'une de l'autre.
4. Procédé selon les revendications 1 à 3, caractérisé en ce que la variation de la quantité se produise sous la commande d'un facteur de correction.
5. Procédé selon la revendication 5, caractérisé en ce que la valeur du facteur de correction peut varier entre 0 et 1.
6. Procédé selon les revendications 4 ou 5, caractérisé en ce que le facteur de correction peut être déterminé par la valeur de comptage d'un compteur avant/arrière, auquel sont envoyées des impulsions de comptage.
EP19890901856 1988-03-16 1989-02-02 Procede permettant d'eviter un moment d'entrainement trop eleve Expired - Lifetime EP0406246B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3808692A DE3808692A1 (de) 1988-03-16 1988-03-16 Verfahren zur vermeidung eines zu grossen motorschleppmoments
DE3808692 1988-03-16

Publications (2)

Publication Number Publication Date
EP0406246A1 EP0406246A1 (fr) 1991-01-09
EP0406246B1 true EP0406246B1 (fr) 1992-01-22

Family

ID=6349821

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19890901856 Expired - Lifetime EP0406246B1 (fr) 1988-03-16 1989-02-02 Procede permettant d'eviter un moment d'entrainement trop eleve

Country Status (5)

Country Link
US (1) US5113820A (fr)
EP (1) EP0406246B1 (fr)
JP (1) JPH03503077A (fr)
DE (2) DE3808692A1 (fr)
WO (1) WO1989008776A1 (fr)

Families Citing this family (16)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3942862C2 (de) * 1989-12-23 2001-04-12 Bosch Gmbh Robert Verfahren zur Motorschleppmomentbegrenzung
US5313922A (en) * 1989-12-23 1994-05-24 Robert Bosch Gmbh Method for controlling a flow of fuel to an engine of a vehicle during overrun operation
DE4226940A1 (de) * 1992-08-14 1994-02-17 Teves Gmbh Alfred Verfahren und Schaltungsanordnung zur Verringerung nachteiliger Auswirkungen von Motorschleppmomenten
AUPN072495A0 (en) * 1995-01-24 1995-02-16 Orbital Engine Company (Australia) Proprietary Limited A method for controlling the operation of an internal combustion engine of a motor vehicle
DE19518813C1 (de) * 1995-05-23 1996-12-19 Bosch Gmbh Robert Verfahren und Vorrichtung zur Steuerung des Drehmoments einer Brennkraftmaschine
DE19547717B4 (de) * 1995-12-20 2006-07-13 Robert Bosch Gmbh Verfahren und Vorrichtung zur Abschwächung von Lastwechselreaktionen bei einem Kraftfahrzeug
EP0842836B1 (fr) * 1996-07-24 2003-06-04 Denso Corporation Système de régulation de mouvement d'un véhicule
DE19836845B4 (de) * 1998-08-14 2009-04-09 Robert Bosch Gmbh Verfahren und Vorrichtung zur Steuerung einer Antriebseinheit eines Kraftfahrzeugs
DE50014455D1 (de) 1999-12-03 2007-08-16 Bosch Gmbh Robert Verfahren zur beeinflussung eines von einem antriebsmotor eines kraftfahrzeugs abgegebenen moments
US6506140B1 (en) 2000-09-26 2003-01-14 Ford Global Technologies, Inc. Control for vehicle with torque converter
US6600988B1 (en) 2000-09-26 2003-07-29 Ford Global Technologies, Inc. Vehicle trajectory control system and method
US6434467B1 (en) 2000-09-26 2002-08-13 Ford Global Technologies, Inc. Vehicle control method for vehicle having a torque converter
GB2368924B (en) 2000-09-26 2004-12-15 Ford Global Tech Inc A method and apparatus for controlling a powertrain
US6516778B1 (en) 2000-09-26 2003-02-11 Ford Global Technologies, Inc. Engine airflow control
US6945910B1 (en) 2000-09-26 2005-09-20 Ford Global Technologies, Llc Vehicle trajectory control system
JP4424408B2 (ja) 2007-10-26 2010-03-03 トヨタ自動車株式会社 車載内燃機関の制御装置

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS602508B2 (ja) * 1977-07-15 1985-01-22 株式会社デンソー 電子制御式燃料噴射装置の燃料停止装置
DE2801790A1 (de) * 1978-01-17 1979-07-19 Bosch Gmbh Robert Verfahren und einrichtung zur steuerung der kraftstoffzufuhr zu einer brennkraftmaschine
US4245599A (en) * 1979-12-19 1981-01-20 General Motors Corporation Vehicle engine idle speed governor with unsymmetric correction rates
JPS5862335A (ja) * 1981-10-09 1983-04-13 Mazda Motor Corp エンジンのアイドル回転制御装置
JPS58143135A (ja) * 1982-02-19 1983-08-25 Toyota Motor Corp 電子制御機関の燃料噴射方法
DE3521551A1 (de) * 1985-06-15 1986-12-18 Robert Bosch Gmbh, 7000 Stuttgart Verfahren zur steuerung und/oder regelung von betriebskenngroessen einer brennkraftmaschine
JPS61294154A (ja) * 1985-06-24 1986-12-24 Honda Motor Co Ltd 内燃エンジンのアイドル回転数制御方法
FR2596806B1 (fr) * 1986-04-02 1988-07-29 Renault Procede de realimentation en carburant d'un moteur a combustion interne a la suite d'une coupure en deceleration

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
Patent Abstracts of Japan, vol.7, no.261 (M-257)(1406), 19.11.1983 *

Also Published As

Publication number Publication date
DE58900775D1 (de) 1992-03-05
EP0406246A1 (fr) 1991-01-09
US5113820A (en) 1992-05-19
JPH03503077A (ja) 1991-07-11
WO1989008776A1 (fr) 1989-09-21
DE3808692A1 (de) 1989-10-05

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