• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The process involves comparing an output magnitude of a motive power unit with a reference value of the output magnitude. A reference value of a regulation magnitude is formed according to the difference between the output magnitude and the reference value. Another reference value of another regulation magnitude is formed if the amplitude of the difference lies below a predetermined threshold. - An INDEPENDENT CLAIM is also included for a device of controlling a motive power unit of a motor vehicle.
    公开号:SE534337C2
    申请号:SE0401359
    申请日:2004-05-27
    公开日:2011-07-12
    发明作者:Hans-Martin Streib
    申请人:Bosch Gmbh Robert；
    IPC主号:
    专利说明:

    25 30 534 337 2 performance reduction of the difference between the modeled initial quantity and the setpoint for the same. In this way, it is extremely easy to form, with the aid of a controller, the at least one setpoint for the at least one setting variable.
    A further advantage consists in that at least a second setpoint for at least a second of the setting quantities is formed, if after, in particular fl successful, formation of the first setpoint exclusively using permissible values for the formation of the first setpoint, the difference in terms of results is above a predetermined threshold value. In this way it is ensured that the setpoint for the output quantity using the model for determining the output quantity can be converted depending on the setting quantities. Furthermore, in this way a hierarchical conversion of the setpoint for the output variable is achieved, which does not necessarily require regulation of all setpoints for the setting quantities.
    It is furthermore particularly advantageous if the output quantity is modeled in dependence on at least one setpoint value for at least one of the setting quantities. In this way, a convergence of the model for determining the output quantity can be ensured depending on the setting quantities.
    An additional advantage is obtained if, for the modeling of the initial quantity, one of the setting quantities, preferably filling or supplied air mass of an internal combustion engine for the drive unit, is initiated on the basis of an efficiency-corrected setpoint for the initial quantity. In this way, these setting quantities can already be as close as possible to the setpoint expected after the convergence of the model for these setting quantities, so that a faster convergence is possible in the model.
    A further advantage is obtained if, for the modeling of the output quantity, one of the setting quantities, preferably ignition angle of the internal combustion engine for the drive unit, is initiated depending on at least one further, preferably not constantly assumed setting quantity. In this way, these setting variables at their initiation also approach as close as possible to the setpoint expected after convergence of the model for the initial quantity, which sets for these setting variables and accelerates the convergence of the model for determining the starting quantity.
    Drawing An embodiment of the invention is shown in the drawing and is explained in more detail in the following description. The single figure shows a logic diagram for clarifying the structure of the device according to the invention only as examples and examples of a process for the method for the invention.
    Description of the exemplary embodiment In Fig. 1, the numeral 1 denotes a device for controlling a drive unit. The drive unit can, for example, be the drive unit of a motor vehicle. Furthermore, the drive unit may, for example, comprise an internal combustion engine. The internal combustion engine can, for example, be designed as an Otto engine or a Diesel engine. Alternatively, the drive unit can also comprise an electric motor or be based on any additional fray drive concept. In the following, the drying method and the device according to the invention will be described as an example of a drive unit comprising an Otto-ITIOIOI.
    The device 1 can then be integrated in a motor control unit for the drive unit or can constitute such a motor control unit. The base of the device 1 is an empirical, for example in a test bench determined on a characteristic field-based model, in which an output quantity for the drive unit is determined from the setting quantity of the drive unit.
    Regarding the output quantity of the drive unit, it can be, for example, an output torque or an output power or an output quantity derived from one of the quantities mentioned here. In the following, it is assumed as an example that the output variable for the drive unit is an output torque. The setting variables of the drive unit can be the air mass rl fed to the internal combustion engine, the air / fuel mixing ratio Ä in the exhaust part of the internal combustion engine, the ignition angle zw and / or the residual gas content rri in the air / fuel mixture to be combusted in the internal combustion engine combustion engine. From the setting variables used, the model, which in the figure is characterized by the reference numeral 5, determines an actual value opposite to the output torque of the drive unit.
    The model 5 can then be constructed in such a way that an optimal actual value is first calculated for the output torque, which is multiplied by individual factors or efficiencies, in order to obtain the actual sleeve torque. In this case, the factors can be formed depending on the setting variables used. In this way, according to the described example, the optimum actual value for the output torque can be multiplied by a factor for the lu . In this way it is possible to obtain the model 5 of factors entirely, ie mimod = fl (rl) * í2 (7t) * f3 (zw) * f4 (rri) (l) Mixed non-factor behavioral terms, such as fOt, zw), does not appear in equation l.
    Thanks to the factorization according to equation (l), model 5 would be easily invertible. To control the output torque of the drive unit, the model could therefore be present once again in inverted form in the motor control or motor controller. Based on the equation (1), the setpoints for the individual setting variables can then be calculated. For example, a setpoint zwsol for the ignition angle based on equation (1) can be calculated as follows: zwsol = B "(mimod / (fl (rl) * f2 (7t) * f4 (rri))) (2) 10 15 20 25 30 534 337 However, it is required that model 5 must once again be stated in inverted form in the engine control, if model 5 does not need to be stored in inverted form in the engine controller, no complete factor division of model 5 according to equation (l) above is required. as studies have shown that the avoidance of mixed terms in the formation of model 5 limits its accuracy.According to the invention, model 5 in the device 1 according to the figure is added as setting quantities a modeled relative air mass rlmod, a residual gas ratio rri, an air / fuel mixing ratio Ä of an known setting variable zw. according to fi guren use the setting variables then reads as follows: mimod = fl (rlmod) * fZOt) * f3 (zw) * f4 (rri) (3) Alternatively, model 5 according to the figure can also be formulated in general terms as follows: Mimod = f (rlmod, Ä, zw, rri, ...) (4) Equation 4 thereby enables consideration of additional setting quantities, in addition to the setting quantities rlmod, rri, Ä and zw shown in the figure. Such an additional setting variable can, for example, be the injection process of the fuel injection. Alternatively, of course, even fewer than the setting quantities shown in the figure can be used for the modeling of the actual value as opposed to the output torque, if applicable during a break in the accuracy of the modeling. According to the general equation (4) for the modeling of the actual value opposite of the output torque for the drive unit, consideration of mixed, non-factor divisible terms is also possible. The formation of model 5 according to equation (4) can take place arbitrarily and is determined, for example, empirically in a test bench. The model 5 can then be designed in such a way that this modeled actual value for the output torque sp as accurately as possible in dependence on the setting quantities rlmod, rri, Ä and zw approaches the actual actual value for the output torque of the drive unit. 10 15 20 25 30 534 337 According to the figure, there is an additional setpoint misol for the output torque, which can for instance be supplied by a torque coordinator not shown in the figure. The torque coordinator then determines in a manner known to a person skilled in the art from moment your torque requirements different components of the vehicle described in this example for a resulting torque requirement such as the setpoint misol for the output torque. These different components can be, for example, a drive wheel slip control, an anti-lock system, a cruise control, an electronic accelerator pedal, an idle control, an anti-shake function, etc. If, for example, the setpoint misol is formed depending on an accelerator pedal position, the setpoint misol is about a driver desire element. In order to be able to set the required setpoint misol for the output torque, special setpoints for the setting quantities must be determined. Since the setpoint misol can be realized by means of different combinations of setting quantities, it is of course necessary for a unambiguous determination of the set values for the setting quantities of course side conditions. Such a side condition is, for example, setting a share of the setpoint misol for the output torque via the combustion engine's airways, ie via setting the air supply to the internal combustion engine by means of suitable control of the throttle. For this purpose, the proportion of milsol converted by the airways of the setpoint misol is formed by means of a predetermined efficiency etaapsol for the desired operating point of the internal combustion engine by means of a division step 25, in which the setpoint misol for the output torque is divided by the predetermined the desired working point. The resulting mileage setpoint for the torque converted via the luminaires is fed to a first characteristic memory 30, to which, as a second input quantity, a current engine speed is applied to the internal combustion engine. The first characteristic memory 30 then contains, for example, a coarse model, the optimum relative air mass rlroh of which is necessary to be able to convert the setpoint milsol converted via the airway at the output torque under optimal conditions, ie for example at air / fuel mixing ratio Ä = 1 for the current engine speed nmot. Although the first characteristic memory 30 is strictly always a part of a completely factor-divided and thus invertible model, it is undoubtedly the case that the first characteristic memory 30 only needs to depict a very rough model which, above all, does not need to contain all the conditions for determining the optimal relative air mass rlroh. In this case, for example, the dependence on the residual gas quotient rri for determining the optimal relative air mass rlroh can be dispensed with. Finally, for the determination of the optimum relative air mass rlroh, only the formation of an initial value for the setting variable for the relative air mass supplied rlmod applies.
    According to the figure, it is further arranged that the model 5 is supplied with a predetermined, for example constant residual gas ratio rri as setting variable. Correspondingly, according to fi guren model 5, a predetermined constant air / fuel mixture ratio Ä is supplied as setting variable.
    In this case, the residual gas ratio rri and the air / fuel mixture ratio 7 »can generally be freely stated within the limits of a possible combustion operation of the internal combustion engine, for example to optimize the content of harmful substances in the exhaust gases and / or fuel consumption. In this case, for example, the air / fuel mixture ratio Ä = 1 can be specified.
    As an additional setting variable, in model 5 according to the t guren the ignition angle zw is entered as input. Here, at first, an arbitrary starting value can be used first and foremost, which in a natural way should be in an area meaningful to the internal combustion engine. In this case, however, it is advantageous, as shown in fi guren, to initiate the ignition angle zw in dependence on the optimal relative air mass rlroh in the form of an optimal ignition angle zwopt. The optimum ignition angle zwopt is then determined from a second characteristic memory or characteristic field 40. The optimal relative air mass rlroh in the output from the first characteristic field 30 and the current engine speed nmot are used as input quantities to the second characteristic field 40. At the same time, in this exemplary embodiment, it is assumed that the optimum ignition angle is determined from the second characteristic field 40 at a constant air / fuel mixing ratio Ä = 1 and a predetermined residual gas ratio rri. The second characteristic field 40 is also, strictly speaking, once again part of a completely factor-divided and thus invertible model, here too it is decisive that the total, if applicable, very complex torque model does not have to be performed in inverted form, that is, circumstances affecting the formation of the optimal ignition angle zwopt need not be considered. Even in the formation of the optimal ignition angle zwopt by means of the second characteristic field 40, it only applies to an initialization of the setting variable for the ignition angle zw.
    The optimum relative air mass rlroh adjacent to the output from the first characteristic field 30 is fed to a first addition stage 35 and is added there with a differential air mass Ar1. As a result, the setting quantity rlmod for the relative air mass to be supplied to the internal combustion engine is obtained as the input quantity for model 5.
    In the first calculation step of model 5, the differential air mass Ar1 is set to zero, so that the setting variable for the relative air mass rlmod to be supplied to the internal combustion engine corresponds to the optimum relative air mass rlroh. Correspondingly, the output is moved from the second characteristic field 40, i.e. the optimal ignition angle zwopt, to a second addition stage 45 and is added there with a differential ignition angle Azw. As a result, at the output of the second addition stage 45, the ignition angle zw to be set at the combustion engine is formed as the setting variable to be applied to model 5. In the first calculation step, the differential ignition angle Azw is set to zero and the setting variable of the ignition angle zw to be set in corresponds to the optimal ignition angle zwopt.
    Model 5 now calculates from the equation (4) the actual value opposite the output torque and feeds it to the comparison means 10. The comparison means 10 can be designed as a subtraction step. In addition, the setpoint misol for the initial torque is fed to the comparison means 10. Comparative means 10 subtract the actual value from the setpoint misol for the output torque. The result of this subtraction is a difference element Ami. The differential torque Ami is fed to a first regulator 15 and a second regulator 20. In this case, the first regulator 15 can activate and deactivate the regulator 20. First, the first regulator 15 deactivates the second regulator 20, so that a regulation is only realized with the first regulator 15. The first regulator 15 is then an ignition angle regulator. If the modeled actual value opposite to the output torque is greater than the setpoint misol, the differential torque Ami is negative and the firing angle regulator 15 emits a positive differential ignition angle Azw> 0 at its output, this differential ignition angle Azw being fed to the second addition stage 45 being displaced in this way. to be set in relation to the optimal firing angle zwopt to the late. If the actual value mimod is less than the setpoint misol for the output torque, the differential torque Ami is greater than zero and the ignition angle regulator 15 emits a differential ignition angle Azw which is less than zero, i.e. the ignition angle zw to be set is shifted relative to the optimal ignition angle zwopt. The optimal ignition angle zwopt, corrected by the differential ignition angle Azw, is then used as a new setting variable for the ignition angle zw to be set in the internal combustion engine and fed at the same time to the model 5 for recalculation. This procedure is repeated as often as either the value of the difference moment Ami falls below a predetermined threshold value or if an interrupt criterion is met. An interruption criterion may consist, for example, in that the desired setpoint misol cannot be achieved with an engine-compatible ignition angle, ie that the difference moment Ami when using an engine-compatible ignition angle zw as setting variable even after a predetermined number of calculation steps or after a predetermined time has elapsed does not fall short of the predetermined threshold value in terms of amount, the predetermined number of calculation steps or the predetermined time course being chosen sufficiently large, to ensure that the actual value can not be adjusted after . In this case, the ignition angle regulator '15 activates the second regulator 20, in order to be able to set the desired setpoint misol in this case as well. In this case, the ignition angle regulator 15 is locked during the operating overrun of the second regulator 20, so that no control takes place by means of the ignition angle regulator 15. The second regulator 20 then forms the differential air mass Ar1 and, depending on the differential moment, 35. Hereby, by means of the second regulator 20, the setting quantity of the relative air mass rlroh fed to the combustion engine is corrected on the basis of the optimum relative air mass rlroh by means of the differential air mass Arl, until the actual value no longer deviates from the predetermined threshold value. The optimum relative air mass rlroh thus corrected in this way and thus the setting variable for the relative air mass rlmod fed to model 5 is then at the same time setpoint for the filling control of the internal combustion engine as well as setting quantity for the ignition angle zw at the output of the second addition stage 45. In the described embodiment, the setting quantities for the residual gas fraction rri and the air / fuel mixture ratio k are not used for regulating the differential torque Ami.
    However, each setting variable can be used in combination with one or more other setting quantities, for example, where applicable, hierarchically or separately for a control of the difference moment Am.
    If by means of the second controller 20 the difference between the setpoint misol and the actual value can be brought below the predetermined threshold in terms of amount, this can be indicated by the second controller 20 to the first controller 15, which then deactivates the second controller 20 and again resumes its own control operation, when it is determined that the difference moment Ami again exceeds the predetermined threshold. If the difference moment Ami again exceeds the predetermined threshold, the procedure described above is repeated, according to which first the ignition angle regulator 15 and then, if applicable, the second regulator 20 are activated. 10 15 20 25 30 534 337 11 The ignition angle regulator 15 and the second regulator 20 have the task, respectively, of emitting a special differential ignition angle Azw or a special differential mass Ar] in amount to reduce the differential moment Ami, in order to bring the same predetermined threshold and thereby ensure a sufficient reversal of the actual value against the setpoint misol for the output torque. As described, it is not necessary that the model underlying the first characteristic field 30 and the second characteristic field 40 be as accurate as possible in each case. The more accurately these characteristic fields 30, 40 e fl form the optimum relative air mass rlroh or the optimum firing angle zwopt for the desired operating point, the closer the optimum relative air mass rlroh is to the final relative air mass rlmod set below the optimum firing angle to the firing angle. which is finally set, so that the described control procedure can be completed faster and thus faster convergence of the model 5 can be achieved.
    Instead of the optimal relative air mass rlroh or the setting variable for the relative air mass rlmod, corresponding filling values can also be used by special standardization to the combustion chamber volume of the internal combustion engine.
    By the method and the device 1 according to the invention, the model 5 according to equation (4) can not be formed completely factor-divided and then only needs to be delivered once to the motor control device and not also in inverted form. This saves storage space in the program and data memory of the motor control device. Since the model 5 does not have to be invertibly producible via an analytical formula or analytical characteristic fields, it is possible to achieve an accurate imitation of the actual value opposite to the output torque.
    The method and device according to the invention are not limited to the described exemplary embodiment, but are useful for arbitrary operating units, in which an output quantity for the operating unit is modeled depending on a number of setting quantities, the modeled starting quantity being compared with a setpoint for output 534 337 12 the output quantity and at least a first setpoint For a first of the setting quantities depending on a difference between the modeled output quantity and the setpoint for the output quantity.
    权利要求:
    Claims (10)
    [1]
    Method for controlling a drive unit, in particular a vehicle, in which an output quantity is modeled depending on a number of setting quantities, characterized in that the modeled output quantity is compared with a setpoint for the output quantity and that at least a first setpoint for a first setting quantity is corrected. based on an imitation for an optimal value of this setting variable for a desired operating point, depending on a difference between the modeled output quantity and the setpoint value for the output quantity.
    [2]
    Method according to Claim 1, characterized in that the at least one first setpoint is formed in the sense of a resultant reduction of the difference.
    [3]
    Method according to claim 2, characterized in that at least a second setpoint for at least one second of the setting variables is formed, if after, in particular fl satisfactorily, the formation of the first setpoint using only permissible values for the formation of the first setpoint , the difference in amount remains above a predetermined threshold value.
    [4]
    Method according to Claim 3, characterized in that the at least one second setpoint for at least one second of the setting quantities is formed, in particular fl satisfactorily, in the sense of an amount reduction of the difference.
    [5]
    Method according to one of the preceding claims, characterized in that the output quantity is modeled in dependence on at least one setpoint value for at least one of the setting quantities.
    [6]
    Method according to one of the preceding claims, characterized in that for modeling the initial quantity, one of the setting quantities, preferably a filling or fed air mass, is initiated to an internal combustion engine of the drive unit, starting from an efficiency-corrected setpoint for the initial quantity. .
    [7]
    Method according to one of the preceding claims, characterized in that one of the setting quantities, preferably an ignition angle of an internal combustion engine of the drive unit, is initiated for the modeling of the output quantity, depending on at least one further, preferably not constantly assumed setting quantity.
    [8]
    Method according to one of the preceding claims, characterized in that a torque or an effect is selected as the initial quantity.
    [9]
    Method according to one of the preceding claims, characterized in that an ignition angle, an air mass, an air / fuel mixture ratio and / or a residual gas ratio are selected as setting quantities.
    [10]
    Device (1) for controlling a drive unit, in particular a vehicle, with means (5) for modeling an output quantity for the drive unit in dependence on a plurality of setting quantities, characterized in that comparison means (10) are arranged, which are for the modeled output quantity with a setpoint for the output quantity, and that means (15, 20) are arranged which correct at least a first setpoint for a first of the setting quantities starting from an e fi for an optimal value of this setting quantity for a desired operating point, depending of a difference between the modeled output quantity and the setpoint for the output quantity.
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    同族专利:
    公开号 | 公开日
    DE10324962A1|2004-12-23|
    SE0401359D0|2004-05-27|
    FR2855885B1|2008-02-01|
    FR2855885A1|2004-12-10|
    SE0401359L|2004-12-04|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US4928484A|1988-12-20|1990-05-29|Allied-Signal Inc.|Nonlinear multivariable control system|
    DE19741565B4|1997-09-20|2007-11-08|Robert Bosch Gmbh|Method and device for controlling an internal combustion engine|
    FR2783017B1|1998-09-08|2000-11-24|Siemens Automotive Sa|METHOD FOR CONTROLLING AN INTERNAL COMBUSTION ENGINE|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    DE2003124962|DE10324962A1|2003-06-03|2003-06-03|Method and device for controlling a drive unit|
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