EP2247842B1 - Method for operating a drive train of a vehicle and device for carrying out the method - Google Patents
Method for operating a drive train of a vehicle and device for carrying out the method Download PDFInfo
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- EP2247842B1 EP2247842B1 EP08870549A EP08870549A EP2247842B1 EP 2247842 B1 EP2247842 B1 EP 2247842B1 EP 08870549 A EP08870549 A EP 08870549A EP 08870549 A EP08870549 A EP 08870549A EP 2247842 B1 EP2247842 B1 EP 2247842B1
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- torque
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- correction
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- 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
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- 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
- F02D2250/21—Control of the engine output torque during a transition between engine operation modes or states
Definitions
- the invention is based on a method for operating a drive train of a vehicle with an internal combustion engine and an apparatus for carrying out the method according to the preambles of claims 1 and 8.
- the invention also provides a computer program and a computer program product with a program code which is stored on a machine-readable carrier for carrying out the method.
- Exhaust aftertreatment systems such as diesel particulate filters (DPF) or NOx storage catalytic converters are used to comply with emission limits.
- the diesel particulate filter collects the particles produced during combustion. At high exhaust gas temperatures, the collected particles are burned and the diesel particulate filter emptied again. However, this only happens at high load without additional intervention.
- measures for increasing the temperature for example a targeted deterioration of the engine efficiency by retarding the injection, post-injections or preheating the intake air temperature can be made in a large operating range, which enable regeneration of the diesel particulate filter.
- this is disadvantageous because of a consequent increased fuel consumption and a deteriorated comfort behavior of the vehicle. If the load and speed are too low, regeneration of the diesel particulate filler is not possible due to the low exhaust gas temperature. This area represents a problem for the operational safety of the diesel particulate filter.
- Pushing operation is understood to mean an operating state of the vehicle in which the kinetic energy emitted by the vehicle through the drive train to the internal combustion engine is decisive.
- the vehicle drives in these states, the engine, for example, in a pit exit with gear engaged or engaged automatic transmission stage.
- a process for the regeneration of a diesel particulate filter for example, from the DE 10 2005 003 628 A1 out.
- a torque outputted or picked up by an electric machine of a hybrid vehicle is impressed on the torque requested by an engine control device to optimize the regeneration of the diesel particulate filter by coordinately driving the engine and the electric machine while maintaining the instantaneous power demand Set operating condition of the internal combustion engine.
- the basic idea of the invention is to impose a correction torque in predefinable operating states of the internal combustion engine and / or of the vehicle in dependence on a desired torque generated by an engine control so that over a predeterminable time interval an output torque is generated whose value is outside of a low-load range.
- a correction torque is generated in such a way that a critical area, in particular a low-load operating area, is traversed very quickly and thus does not interfere.
- the determination of the correction torque is preferably carried out by calculation in a control unit on the basis of the engine speed and the desired torque.
- a determination of the correction torque can also be carried out with the aid of a characteristic map, which represents the relationship of the correction torque and the engine speed as well as the desired torque.
- the correction torque is set so that the output torque of the powertrain corresponds to a value 0 and above the predetermined torque threshold, the correction torque is selected so that the output torque of the drive train assumes a constant value that is slightly greater than a predeterminable, the low load operating point characteristic torque value.
- This embodiment ensures that undesired operating ranges of the internal combustion engine are traversed very quickly.
- the correction torque is set by changing variables characterizing combustion processes of the internal combustion engine, in particular the injection time and / or the injection duration, in such a way that the desired correction torque is generated.
- the variables characterizing the combustion processes are chosen so that a correction torque is generated, the temporal course of which is gradient-limited.
- the correction torque is only generated if the correction value is smaller than a predefinable threshold. Thus, jumps are avoided at the moment.
- the device according to the invention for carrying out the method has an engine control device prepared for carrying out the method.
- the procedure itself can be realized in this engine control device by a corresponding circuit part.
- the method is preferably implemented as a computer program in a computing device of the control device.
- the computer program itself is advantageously stored on a computer program product which the computing device can read. This is particularly advantageous because this method according to the invention can only be realized by a change in the control functionality, so for example by a pure software change in the engine control unit.
- it can be retrofitted in this way even with existing engine control devices. This allows the above-described new particulate filter, which can be used only up to a maximum temperature, be retrofitted to existing vehicles.
- step / circuit unit 120 a conversion of the torque into, for example, an injection quantity 130.
- DPF diesel particulate filters
- the calculation of the correction torque is based on the engine speed 301 and the coordinated correction torque, i.
- a predefinable threshold namely, for example, 40 Nm in the present case. Only if this is the case in addition to the aforementioned boundary conditions, the calculation of the correction value takes place.
- the correction torque with respect to the time course is gradient-limited and then added additively in an adder or in a step 350 to the setpoint path.
- the output torque 110 generated in this way is converted into an injection quantity 130 in the manner described above. An excessive influence on the driving behavior is thereby also avoided by including this correction before driving comfort filters (not shown) which are also implemented in the control unit 100.
- FIG. 2 is schematically illustrated the torque M over time t.
- the low load range is indicated by a line representing the transition between overrun and train operation of the vehicle.
- the course 210 shows the driver's desired torque
- a curve 220 represents the output torque after the partial thrust shutdown described above.
- FIG. 2 schematically shows the operation of such a partial thrust shutdown.
- a Mischbedatung was selected for the correction map 320. That is to say, in a phase designated by I, the desired torque occurring is corrected to 0 and, starting from a phase denoted by II, the desired torque is increased so that the critical torque range is masked out, ie exceeded.
- the critical torque range varies between 0 and 40 Nm for a 4-cylinder 2.2 liter common-rail diesel engine. This corresponds to the internal engine torque of such an engine.
- phase 1 for example, a default value of -5 Nm is imposed on a driver specification of 5 Nm, a correction value of -10 Nm on a driver specification of 10 Nm, and so on, so that the output torque is 0 Nm.
- the driver specification 20 Nm, a correction torque of +20 Nm and a driver specification of 30 Nm imposes a correction torque of +10 Nm, resulting in a torque of 40 Nm or slightly greater than 40 Nm.
- the imprinting is as mentioned above gradient limited and then additive. This results in the FIG. 2 denoted by reference numeral 210 torque curve.
- Such a torque curve avoids a critical region that can occur during regeneration in thrust at low load operating points where no oxygen-poor regeneration of the DPF is ensured, such that a desired maximum limit temperature is not exceeded.
- the method described above may be implemented as a computer program and as such stored on a computer program product.
- This has the advantage that the program can be "recorded” in existing controllers and so appropriate control units can be retrofitted. This in turn also makes it possible to retrofit diesel particulate filters in vehicles that were originally not intended for this purpose.
- the invention is, however, not limited thereto.
- the method described above - as mentioned - can also be realized as a control circuit.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Exhaust Gas After Treatment (AREA)
Abstract
Description
Die Erfindung geht aus von einem Verfahren zum Betreiben eines Antriebsstrangs eines Fahrzeugs mit einem Verbrennungsmotor und einer Vorrichtung zur Durchführung des Verfahrens nach den Oberbegriffen der Ansprüche 1 und 8.The invention is based on a method for operating a drive train of a vehicle with an internal combustion engine and an apparatus for carrying out the method according to the preambles of claims 1 and 8.
Gegenstand der Erfindung sind auch ein Computerprogramm sowie ein Computerprogrammprodukt mit einem Programmcode, der auf einem maschinenlesbaren Träger gespeichert ist, zur Durchführung des Verfahrens.The invention also provides a computer program and a computer program product with a program code which is stored on a machine-readable carrier for carrying out the method.
Abgasnachbehandlungssysteme wie beispielsweise Dieselpartikelfilter (DPF) oder NOx-Speicherkatalysatoren werden zur Einhaltung von Abgasgrenzwerten eingesetzt. Beim Dieselpartikelfilter werden die bei der Verbrennung entstehenden Partikel gesammelt. Bei hohen Abgastemperaturen werden die gesammelten Partikel abgebrannt und der Dieselpartikelfilter wieder entleert. Dies geschieht jedoch nur bei hoher Last ohne zusätzliche Eingriffe. Des Weiteren können in einem großen Betriebsbereich Maßnahmen zur Erhöhung der Temperatur, z.B. eine gezielte Verschlechterung des Motorwirkungsgrades durch Spätverstellung der Einspritzung, Nacheinspritzungen oder eine Vorwärmung der Ansauglufttemperatur getroffen werden, die eine Regeneration des Dieselpartikelfilters ermöglichen. Dies ist jedoch nachteilig wegen eines dadurch bedingten erhöhten Kraftstoffverbrauchs sowie eines verschlechterten Komfortverhaltens des Fahrzeuges. Bei zu geringer Last und Drehzahl ist eine Regenerierung des Dieselpartikelfillers aufgrund der niedrigen Abgastemperatur nicht möglich. Dieser Bereich stellt ein Problem für die Betriebssicherheit des Dieselpartikelfilters dar.Exhaust aftertreatment systems such as diesel particulate filters (DPF) or NOx storage catalytic converters are used to comply with emission limits. The diesel particulate filter collects the particles produced during combustion. At high exhaust gas temperatures, the collected particles are burned and the diesel particulate filter emptied again. However, this only happens at high load without additional intervention. Furthermore, measures for increasing the temperature, for example a targeted deterioration of the engine efficiency by retarding the injection, post-injections or preheating the intake air temperature can be made in a large operating range, which enable regeneration of the diesel particulate filter. However, this is disadvantageous because of a consequent increased fuel consumption and a deteriorated comfort behavior of the vehicle. If the load and speed are too low, regeneration of the diesel particulate filler is not possible due to the low exhaust gas temperature. This area represents a problem for the operational safety of the diesel particulate filter.
Bisher wurden für Dieselpartikelfilter Materialien verbaut, die bezüglich ihrer maximalen Grenztemperatur, die bei einer Regeneration im Schubbetrieb des Fahrzeugs entstehen können, unkritisch waren. Durch den Einsatz neuer kostengünstigerer Filtermaterialien muss nunmehr Sorge getragen werden, dass eine maximale Temperatur beispielsweise im Schubbetrieb nicht überschritten wird. Neben anderen Maßnahmen müssen insbesondere während der Regeneration im Schubbetrieb Niedriglastbetriebspunkte vermieden werden, da hier keine sauerstoffarme Regeneration mehr gewährleistet werden kann. Als Schubbetrieb wird ein Betriebszustand des Fahrzeugs verstanden, bei dem die vom Fahrzeug durch den Antriebsstrang an den Verbrennungsmotor abgegebene kinetische Energie maßgeblich ist. Das Fahrzeug treibt in diesen Zuständen den Motor, z.B. bei einer Passabfahrt mit eingelegtem Gang oder eingelegter Automatik-Getriebestufe, an. Ein Verfahren zur Regenerierung eines Dieselpartikelfilters geht beispielsweise aus der
Es ist Aufgabe der Erfindung, ein Verfahren und eine Vorrichtung zur Durchführung dieses Verfahrens zu vermitteln, welches die Regenerierung eines Partikelfilters ermöglicht, ohne dass während der Regenerierung des Partikelfilters im Schubbetrieb Niedriglastbetriebspunkte auftreten, sodass auch Partikelfilter eingesetzt werden können, die nur eine begrenzte Maximaltemperatur zulassen.It is an object of the invention to provide a method and an apparatus for carrying out this method, which allows the regeneration of a particulate filter, without the low-load operating points occur during the regeneration of the particulate filter in overrun, so that particulate filters can be used, which allow only a limited maximum temperature ,
Diese Aufgabe wird gelöst durch ein Verfahren zum Betreiben eines Antriebsstrangs eines Fahrzeuges mit einem Verbrennungsmotor mit den Merkmalen des Anspruchs 1 sowie durch eine Vorrichtung zur Durchführung des Verfahrens mit den Merkmalen des Anspruchs 7.This object is achieved by a method for operating a drive train of a vehicle with an internal combustion engine having the features of claim 1 and by an apparatus for carrying out the method with the features of claim 7.
Grundidee der Erfindung ist es, in vorgebbaren Betriebszuständen des Verbrennungsmotors und/oder des Fahrzeugs in Abhängigkeit von einem von einer Motorsteuerung erzeugten Wunschmoment diesem Wunschmoment ein Korrekturmoment so aufzuprägen, dass über ein vorgebbares Zeitintervall ein Ausgangsmoment erzeugt wird, dessen Wert außerhalb eines Niedriglastbereiches liegt. Es wird mit anderen Worten in Abhängigkeit vom Wunschmoment, das beispielsweise auf einer Fahreranforderung oder auf der Anforderung eines Fahrgeschwindigkeitsreglers beruht, ein Korrekturmoment derart erzeugt, dass ein kritischer Bereich, insbesondere ein Niedriglastbetriebsbereich sehr schnell durchlaufen wird und sich so nicht störend auswirkt.The basic idea of the invention is to impose a correction torque in predefinable operating states of the internal combustion engine and / or of the vehicle in dependence on a desired torque generated by an engine control so that over a predeterminable time interval an output torque is generated whose value is outside of a low-load range. In other words, depending on the desired torque, which is based for example on a driver request or on the request of a vehicle speed controller, a correction torque is generated in such a way that a critical area, in particular a low-load operating area, is traversed very quickly and thus does not interfere.
Weitere Vorteile, Merkmale und Ausgestaltungen des erfindungsgemäßen Verfahrens sind Gegenstand der auf Anspruch 1 rückbezogenen Unteransprüche.Further advantages, features and embodiments of the method according to the invention are the subject of the dependent claims on claim 1.
So sind beispielsweise die vorgebbaren Betriebszustände des Verbrennungsmotors und/oder des Fahrzeugs durch folgende Bedingungen charakterisiert:
- die Motordrehzahl ist kleiner als eine vorgebbare Schwelle,
- eine vorgebbare Motorbetriebsart liegt vor,
- insbesondere ein Schubbetrieb liegt vor.
- the engine speed is less than a predefinable threshold,
- a predefinable engine operating mode is present
- in particular a push operation is available.
Darüber hinaus sind die vorgebbaren Betriebszustände des Verbrennungsmotors und/oder des Fahrzeugs bei einer weiteren Ausgestaltung des Verfahrens vorzugsweise durch folgende weitere Bedingungen charakterisiert:
- es liegt kein externer Eingriff einer die Fahrdynamik regelnden Steuerungseinrichtung, insbesondere einer Antriebsschlupfregelung, eines elektronischen Steuerprogramms, einer Motorschlupfregelung oder eines Getriebeschutzes vor.
- there is no external intervention of a vehicle dynamics controlling control device, in particular a traction control system, an electronic control program, an engine slip control or a transmission protection.
Bevorzugt erfolgt die Bestimmung des Korrekturmoments rechnerisch in einem Steuergerät auf der Basis der Motordrehzahl und des Wunschmoments. Neben der rechnerischen Bestimmung kann auch eine Bestimmung des Korrekturmoments mit Hilfe eines Kennfelds erfolgen, welches den Zusammenhang des Korrekturmoments und der Motordrehzahl sowie des Wunschmoments repräsentiert.The determination of the correction torque is preferably carried out by calculation in a control unit on the basis of the engine speed and the desired torque. In addition to the mathematical determination, a determination of the correction torque can also be carried out with the aid of a characteristic map, which represents the relationship of the correction torque and the engine speed as well as the desired torque.
Gemäß einer vorteilhaften Ausgestaltung des Verfahrens ist vorgesehen, dass unterhalb einer vorgebbaren Moment-Schwelle das Korrekturmoment so eingestellt wird, dass das Ausgangsmoment des Antriebsstrangs einem Wert 0 entspricht und dass oberhalb der vorgebbaren Moment-Schwelle das Korrekturmoment so gewählt wird, dass das Ausgangsmoment des Antriebsstrangs einen konstanten Wert annimmt, der geringfügig größer ist als ein vorgebbarer, den Niedriglastbetriebspunkt kennzeichnender Momentwert.According to an advantageous embodiment of the method is provided that below a predetermined torque threshold, the correction torque is set so that the output torque of the powertrain corresponds to a
Durch diese Ausgestaltung wird sichergestellt, dass unerwünschte Betriebsbereiche des Verbrennungsmotors sehr schnell durchlaufen werden.This embodiment ensures that undesired operating ranges of the internal combustion engine are traversed very quickly.
Das Korrekturmoment wird dadurch eingestellt, dass Verbrennungsvorgänge des Verbrennungsmotors charakterisierende Größen, insbesondere die Einspritzzeit und/oder die Einspritzdauer so verändert werden, dass das gewünschte Korrekturmoment erzeugt wird.The correction torque is set by changing variables characterizing combustion processes of the internal combustion engine, in particular the injection time and / or the injection duration, in such a way that the desired correction torque is generated.
Die die Verbrennungsvorgänge charakterisierenden Größen werden dabei so gewählt, dass ein Korrekturmoment erzeugt wird, dessen zeitlicher Verlauf steigungsbegrenzt ist.The variables characterizing the combustion processes are chosen so that a correction torque is generated, the temporal course of which is gradient-limited.
Ferner wird das Korrekturmoment nur dann erzeugt, wenn der Korrekturwert kleiner als eine vorgebbare Schwelle ist. Somit werden Sprünge im Moment vermieden.Furthermore, the correction torque is only generated if the correction value is smaller than a predefinable threshold. Thus, jumps are avoided at the moment.
Die erfindungsgemäße Vorrichtung zur Durchführung des Verfahrens weist eine zur Durchführung des Verfahrens hergerichtete Motorsteuerungseinrichtung auf. Das Verfahren selbst kann in dieser Motorsteuerungseinrichtung durch einen entsprechenden Schaltungsteil realisiert sein. Bevorzugt ist das Verfahren jedoch als Computerprogramm in einer Recheneinrichtung des Steuergeräts implementiert. Das Computerprogramm selbst ist vorteilhafterweise auf einem Computerprogrammprodukt gespeichert, den die Recheneinrichtung einlesen kann. Dies ist deshalb besonders vorteilhaft, weil hierdurch das erfindungsgemäße Verfahren lediglich durch eine Änderung der Steuerungsfunktionalität, also beispielsweise durch eine reine Softwareänderung im Motorsteuergerät, realisierbar ist. Darüber hinaus ist es auf diese Weise auch bei bestehenden Motorsteuereinrichtungen nachrüstbar. Hierdurch können die eingangs beschriebenen neuen Partikelfilter, welche nur bis zu einer maximalen Temperatur einsetzbar sind, auch bei bestehenden Fahrzeugen nachgerüstet werden.The device according to the invention for carrying out the method has an engine control device prepared for carrying out the method. The procedure itself can be realized in this engine control device by a corresponding circuit part. However, the method is preferably implemented as a computer program in a computing device of the control device. The computer program itself is advantageously stored on a computer program product which the computing device can read. This is particularly advantageous because this method according to the invention can only be realized by a change in the control functionality, so for example by a pure software change in the engine control unit. In addition, it can be retrofitted in this way even with existing engine control devices. This allows the above-described new particulate filter, which can be used only up to a maximum temperature, be retrofitted to existing vehicles.
Ausführungsbeispiele, weitere Aspekte und Vorteile der Erfindung sind in den Zeichnungen dargestellt und in der nachfolgenden Beschreibung näher erläutert.Embodiments, further aspects and advantages of the invention are illustrated in the drawings and explained in more detail in the following description.
Es zeigen:
- Fig. 1
- schematisch ein Ablaufdiagramm eines erfindungsgemäßen Verfahrens und
- Fig. 2
- schematisch das Drehmoment über der Zeit, wie es sich bei Anwendung des erfindungsgemäßen Verfahrens an einem Antriebsstrang eines Fahrzeugs ein- stellt.
- Fig. 1
- schematically a flowchart of a method according to the invention and
- Fig. 2
- schematically the torque over time, as it turns when applying the method according to the invention to a drive train of a vehicle.
Ein Ausführungsbeispiel des erfindungsgemäßen Verfahrens wird nachfolgend in Verbindung mit
Abhängig von einem gewünschten Ausgangsmoment 110 erfolgt in einer Schaltungseinrichtung eines Steuergeräts 100, in dem das nachfolgend beschriebene Verfahren beispielsweise als Computerprogramm oder als entsprechende Schaltung implementiert ist, in Schritt/Schaltungseinheit 120 eine Umrechnung des Moments in beispielsweise eine Einspritzmenge 130. Diese Verfahrensschritte finden bei allen Fahrzeugen statt, in denen ein Wunschmoment durch Variation der die Verbrennungsvorgänge charakterisierenden Größen eingestellt wird.Depending on a desired
Fahrzeuge mit Diesel-Verbrennungsmotoren 101 weisen nun heute so genannte Dieselpartikelfilter (DPF) 102 auf, die im Abgasstrang des Verbrennungsmotors 101 angeordnet sind. Diese Dieselpartikelfilter 102 müssen von Zeit zu Zeit regeneriert werden. Bei DPF 102 neuerer Generation sollen nun Filtermaterialien Anwendung finden, die nur bis zu einer maximalen Grenztemperatur betreibbar sind. Oberhalb dieser Grenztemperatur findet eine Zerstörung oder Beschädigung der DPF 102 statt.Vehicles with diesel
Es muss daher dafür Sorge getragen werden, dass eine maximale Temperatur beim Regenerierungs-Vorgang nicht überschritten wird. Neben anderen Maßnahmen müssen hierzu während der Regenerierung im Schubbetrieb insbesondere Niedriglastbetriebspunkte vermieden werden, da hier keine sauerstoffarme Regeneration mehr gewährleistet werden kann. Eine sauerstoffreiche Regeneration führt nämlich zu einer höheren Temperatur und insbesondere zu einer Temperatur, die eine Beschädigung des DPF 102 nach sich ziehen kann.It must therefore be ensured that a maximum temperature during the regeneration process is not exceeded. In addition to other measures, low-load operating points, in particular, must be avoided during regeneration during overrun, since no oxygen-poor regeneration can be ensured here. Namely, an oxygen-rich regeneration leads to a higher temperature and in particular to a temperature which may result in damage to the
Als Schubbetrieb wird hierbei ein Zustand des Fahrzeugs verstanden, bei dem der Motor aufgrund der kinetischen Energie des Fahrzeugs angetrieben wird, beispielsweise bei einer Passabfahrt mit eingelegtem Gang oder mit eingelegter Automatik-Getriebestufe. In einem solchen Fahrzustand können die vorstehend genannten Niedriglastbetriebspunkte auftreten. Um derartige Niedriglastbetriebspunkte zu vermeiden, sieht die Erfindung nun vor, einem koordinierten Sollmoment, also einem Wunschmoment 140, ein Korrekturmoment aufzuprägen. Die Bestimmung dieses Korrekturmoments erfolgt auf der Basis der Motordrehzahl 301, der Motorbetriebsart 303 sowie auf der Basis von Steuergrößen 305, welche externe Eingriffe charakterisieren. In einer ersten Schaltungseinheit einer Schaltungseinrichtung 300 oder in einem ersten Verfahrensschritt 310 wird geprüft, ob vorgebbare Freigabebedinwngen erfüllt sind. Die Berechnung des Korrekturmoments erfolgt nämlich nur, wenn die folgenden Bedingungen erfüllt sind:
- die
Motordrehzahl 301 ist kleiner als eine vorgebbare Schwelle, - die
Motorbetriebsart 303 entspricht einer Vorgabe, das heißt das Fahrzeug befindet sich beispielsweise im Schubbetrieb und - es finden keine externen Eingriffe 305, z.B. durch eine Motorschlupfregelung, durch eine Antriebsschlupfregelung, durch ein elektronisches Steuerprogramm oder durch eine Getriebeschutz-Einrichtung statt.
- the
engine speed 301 is less than a predefinable threshold, - the
engine mode 303 corresponds to a specification, that is, the vehicle is, for example, in overrun mode and - there are no
external interventions 305, eg by an engine slip control, by a traction control, by an electronic control program or by a transmission protection device instead.
Die Berechnung des Korrekturmoments erfolgt auf der Basis der Motordrehzahl 301 und des koordinierten Korrekturmoments, d.h. des Wunschmoments 140. Bevorzugt mittels eines Kennfelds 320. In einer weiteren Schaltungseinheit 330 oder in einem entsprechenden Programmschritt wird geprüft, ob der Korrekturwert kleiner als eine vorgebbare Schwelle, nämlich vorliegend beispielsweise 40 Nm, ist. Nur wenn dies neben den vorerwähnten Randbedingungen der Fall ist, erfolgt die Berechnung des Korrekturwerts. Um eine negative Beeinflussung des Fahrverhaltens zu vermeiden, wird das Korrekturmoment in Bezug auf den zeitlichen Verlauf steigungsbegrenzt und anschließend additiv in einem Addierer oder in einem Schritt 350 auf den Sollwertpfad addiert. Das auf diese Weise erzeugte Ausgangsmoment 110 wird auf die vorstehend beschriebene Weise in eine Einspritzmenge 130 umgerechnet. Eine zu starke Beeinflussung des Fahrverhaltens wird dabei auch dadurch vermieden, dass diese Korrektur vor Fahrkomfortfiltern (nicht dargestellt) eingerechnet wird, die ebenfalls im Steuergerät 100 implementiert sind.The calculation of the correction torque is based on the
In
Der kritische Momentbereich variiert beispielsweise bei einem 4-Zylinder 2,2 Liter Common-Rail-Dieselmotor zwischen 0 und 40 Nm. Dies entspricht dem inneren Motormoment eines solchen Motors. In der Phase 1 wird deshalb beispielsweise einer Fahrervorgabe von 5 Nm ein Korrekturwert von -5 Nm aufgeprägt, einer Fahrervorgabe von 10 Nm ein Korrekturwert von -10 Nm und so weiter, sodass als Ausgangsmoment 0 Nm resultieren. In der Phase II wird der Fahrervorgabe 20 Nm ein Korrekturmoment von +20 Nm und einer Fahrervorgabe von 30 Nm ein Korrekturmoment von +10 Nm aufgeprägt, sodass ein Moment von 40 Nm oder geringfügig größer als 40 Nm resultiert. Das Aufprägen erfolgt wie oben bereits erwähnt steigungsbegrenzt und anschließend additiv. Dabei ergibt sich der in
Wie erwähnt, kann das vorstehend beschriebene Verfahren als Computerprogramm implementiert sein und als solches auf einem Computerprogrammprodukt gespeichert sein. Dies hat den Vorteil, dass das Programm in bestehende Steuerungen "eingespielt" werden kann und so entsprechende Steuergeräte nachgerüstet werden können. Dies wiederum ermöglicht es auch, Dieselpartikelfilter in Fahrzeugen nachzurüsten, die ursprünglich dafür nicht vorgesehen waren.As mentioned, the method described above may be implemented as a computer program and as such stored on a computer program product. This has the advantage that the program can be "recorded" in existing controllers and so appropriate control units can be retrofitted. This in turn also makes it possible to retrofit diesel particulate filters in vehicles that were originally not intended for this purpose.
Die Erfindung ist hierauf aber nicht beschränkt. Rein prinzipiell kann das vorstehend beschriebene Verfahren - wie erwähnt - auch als Steuerungsschaltung realisiert werden.The invention is, however, not limited thereto. In principle, the method described above - as mentioned - can also be realized as a control circuit.
Claims (11)
- Method for operating a drive train of a vehicle having an internal combustion engine (101) in the drive train of which an exhaust gas purification device (102) is arranged, characterized in that, in predefinable operating states of the internal combustion engine (101) and/or of the vehicle, a correction torque is impressed on the desired torque (140) generated by an engine controller (100), as a function of said desired torque (140), in such a way that an output torque (110), whose value is outside a low load range, is generated above a predefinable time interval.
- Method according to Claim 1, characterized in that the predefinable operating states of the internal combustion engine (101) and/or of the vehicle are characterized by the following conditions:- the engine speed (301) is lower than a predefinable threshold, and- a predefinable engine operating mode (303), in particular an overrun operating mode, is present.
- Method according to Claim 2, characterized in that the predefinable operating states of the internal combustion engine (101) and/or of the vehicle are characterized by the following further conditions:- there is no external intervention (305) by a control device which regulates the vehicle movement dynamics, in particular by a traction controller, an electronic control program, an engine slip controller or a transmission protection.
- Method according to one of Claims 1 to 3, characterized in that the determination of the correction torque takes place computationally in a control unit (100) on the basis of the engine speed (301) and the desired torque (140).
- Method according to Claims 1 to 3, characterized in that the correction torque is determined using a characteristic diagram (320) which represents the relationship between the correction torque and the engine speed (301) as well as the desired torque (140).
- Method according to one of the preceding claims, characterized in that below a predefinable torque threshold the correction torque is set in such a way that the output torque corresponds to a value 0, and in that above the predefinable torque threshold the correction torque is selected in such a way that the output torque assumes a constant value which is equal to or slightly lower than a predefinable torque value which characterizes the low load operating point.
- Method according to one of Claims 1 to 6, characterized in that the correction torque is gradient-limited and is subsequently added to the desired torque (140).
- Method according to one of the preceding claims, characterized in that the correction torque is generated only if the correction value is lower than a predefinable threshold.
- Device for carrying out a method according to one of Claims 1 to 8, characterized in that at least one engine control device (100) which is adapted to carrying out the method is provided.
- Computer program which carries out all the steps of a method according to one of Claims 1 to 8 when it runs on a computer.
- Computer program product having program code which is stored on a machine-readable carrier, for carrying out the method according to one of Claims 1 to 8 when the program is executed on a computer or a control unit (100) of an internal combustion engine.
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102008004209A DE102008004209A1 (en) | 2008-01-14 | 2008-01-14 | Method for operating a drive train of a vehicle and device for carrying out the method |
PCT/EP2008/065276 WO2009089939A1 (en) | 2008-01-14 | 2008-11-11 | Method for operating a drive train of a vehicle and device for carrying out the method |
Publications (2)
Publication Number | Publication Date |
---|---|
EP2247842A1 EP2247842A1 (en) | 2010-11-10 |
EP2247842B1 true EP2247842B1 (en) | 2011-08-31 |
Family
ID=40336578
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP08870549A Active EP2247842B1 (en) | 2008-01-14 | 2008-11-11 | Method for operating a drive train of a vehicle and device for carrying out the method |
Country Status (7)
Country | Link |
---|---|
US (1) | US20110106390A1 (en) |
EP (1) | EP2247842B1 (en) |
CN (1) | CN101910593A (en) |
AT (1) | ATE522716T1 (en) |
DE (1) | DE102008004209A1 (en) |
ES (1) | ES2368810T3 (en) |
WO (1) | WO2009089939A1 (en) |
Families Citing this family (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP2192294B1 (en) * | 2008-11-27 | 2013-02-13 | Continental Automotive GmbH | Method for operating auto ignition combustion engine |
DE102015209979A1 (en) * | 2015-05-29 | 2016-12-01 | Volkswagen Aktiengesellschaft | A method of determining a hybrid drive torque threshold, operating a hybrid propulsion device, and hybrid vehicle |
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FR2151154A5 (en) * | 1971-09-27 | 1973-04-13 | Brico Eng | |
JPS52145630A (en) * | 1976-05-31 | 1977-12-03 | Nissan Motor Co Ltd | Fuel feed cylinder number controller |
JPS54108127A (en) * | 1978-02-13 | 1979-08-24 | Toyota Motor Corp | Electronically-controlled fuel injector |
US4811223A (en) * | 1985-06-04 | 1989-03-07 | Toyota Jidosha Kabushiki Kaisha | System for controlling engine torque |
US5211009A (en) * | 1990-12-17 | 1993-05-18 | Kloeckner-Humboldt-Deutz Ag | Method for the regeneration of particulate-filter systems |
DE19536038B4 (en) * | 1995-09-28 | 2007-08-16 | Robert Bosch Gmbh | Method and device for controlling the drive unit of a motor vehicle |
JP3627419B2 (en) * | 1997-01-16 | 2005-03-09 | 日産自動車株式会社 | Engine air-fuel ratio control device |
JP3591283B2 (en) * | 1998-01-29 | 2004-11-17 | 日産自動車株式会社 | Engine exhaust purification device |
EP1167707B1 (en) * | 2000-06-29 | 2004-12-15 | Toyota Jidosha Kabushiki Kaisha | A device for purifying the exhaust gas of an internal combustion engine |
DE10108720A1 (en) * | 2001-02-23 | 2002-09-05 | Bosch Gmbh Robert | Method and device for controlling an internal combustion engine |
JP4092464B2 (en) * | 2002-06-28 | 2008-05-28 | 日産自動車株式会社 | Exhaust purification device |
US6738702B2 (en) * | 2002-08-29 | 2004-05-18 | Ford Global Technologies, Llc | Method for particulate filter regeneration in vehicles having an automatically controlled transmission |
JP4505176B2 (en) * | 2002-09-17 | 2010-07-21 | いすゞ自動車株式会社 | Exhaust gas purification system for internal combustion engine |
JP4052178B2 (en) * | 2003-05-15 | 2008-02-27 | 日産自動車株式会社 | Exhaust gas purification device for internal combustion engine |
DE10338628A1 (en) * | 2003-08-22 | 2005-03-17 | Daimlerchrysler Ag | Method for operating an internal combustion engine with emission control system |
DE602004004221T2 (en) * | 2003-09-19 | 2007-05-03 | Nissan Motor Co., Ltd., Yokohama | Regeneration control of a filter |
JP2005256804A (en) * | 2004-03-15 | 2005-09-22 | Denso Corp | Exhaust emission cleaning device for internal combustion engine |
DE102004046638A1 (en) * | 2004-09-25 | 2006-03-30 | Robert Bosch Gmbh | Method for operating particle filter in exhaust of internal combustion engine involves blowing secondary air stream into exhaust area upstream of filter in dependence on particle burn-off speed |
DE102005003628A1 (en) * | 2005-01-26 | 2006-08-03 | Robert Bosch Gmbh | Method for operating a drive train with an electric machine and device for carrying out the method |
JP4720476B2 (en) * | 2005-12-14 | 2011-07-13 | 日産自動車株式会社 | Exhaust gas filter regeneration control device and exhaust gas filter regeneration control method |
DE102006002640B4 (en) * | 2006-01-19 | 2019-12-19 | Robert Bosch Gmbh | Method for operating a particle filter arranged in an exhaust gas area of an internal combustion engine and device for carrying out the method |
DE602006016094D1 (en) * | 2006-06-28 | 2010-09-23 | Fiat Ricerche | Regeneration of a diesel particulate filter |
DE102007010189A1 (en) * | 2007-03-02 | 2008-09-04 | Robert Bosch Gmbh | Particle-filter method for controlling regeneration of a particle filter in an internal combustion engine's exhaust gas system controls burn-up of particles in a particle filter |
JP4930215B2 (en) * | 2007-06-25 | 2012-05-16 | 株式会社デンソー | Exhaust purification device |
US8042325B2 (en) * | 2007-11-01 | 2011-10-25 | Ford Global Technologies, Llc | Adapting indicated engine torque during regeneration of a diesel particulate filter |
US8156730B2 (en) * | 2008-04-29 | 2012-04-17 | Cummins, Inc. | Engine performance management during a diesel particulate filter regeneration event |
DE102009027519B4 (en) * | 2009-03-18 | 2021-08-12 | Robert Bosch Gmbh | Detection of a leak in the air system of a motor vehicle |
KR20110062127A (en) * | 2009-12-02 | 2011-06-10 | 현대자동차주식회사 | Regeneration controlling method for diesel particulate filter |
US8306710B2 (en) * | 2010-04-14 | 2012-11-06 | International Engine Intellectual Property Company, Llc | Method for diesel particulate filter regeneration in a vehicle equipped with a hybrid engine background of the invention |
DE102010048216A1 (en) * | 2010-10-12 | 2012-04-12 | Man Truck & Bus Ag | Optimizing in the control of an automated transmission, in particular an automated transmission of a commercial vehicle |
-
2008
- 2008-01-14 DE DE102008004209A patent/DE102008004209A1/en not_active Withdrawn
- 2008-11-11 EP EP08870549A patent/EP2247842B1/en active Active
- 2008-11-11 ES ES08870549T patent/ES2368810T3/en active Active
- 2008-11-11 CN CN2008801246834A patent/CN101910593A/en active Pending
- 2008-11-11 US US12/812,876 patent/US20110106390A1/en not_active Abandoned
- 2008-11-11 AT AT08870549T patent/ATE522716T1/en active
- 2008-11-11 WO PCT/EP2008/065276 patent/WO2009089939A1/en active Application Filing
Also Published As
Publication number | Publication date |
---|---|
ES2368810T3 (en) | 2011-11-22 |
DE102008004209A1 (en) | 2009-07-16 |
ATE522716T1 (en) | 2011-09-15 |
WO2009089939A1 (en) | 2009-07-23 |
CN101910593A (en) | 2010-12-08 |
US20110106390A1 (en) | 2011-05-05 |
EP2247842A1 (en) | 2010-11-10 |
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