Internal-combustion engines – Spark ignition timing control – Electronic control
Patent
1998-04-06
1999-09-21
Argenbright, Tony M.
Internal-combustion engines
Spark ignition timing control
Electronic control
123481, 701111, F02P 515, F02D 1700
Patent
active
059540265
DESCRIPTION:
BRIEF SUMMARY
FIELD OF THE INVENTION
The present invention relates to a method and an arrangement for reducing shocks due to load alterations in a motor vehicle, specifically a torque correction of the internal combustion engine being carried out by controlling the ignition angle in an open loop.
BACKGROUND OF THE INVENTION
When a vehicle driven by an internal combustion engine is accelerated by the quick opening of the throttle valve, there is often an uncomfortable load-alteration shock for the passengers and ignition angle in order to dump vehicle vibrations during acceleration or juddering motions of the vehicle during sationery operation. In so doing, a correction value for the ignition angle is determined as a function of the change in the engine speed, so that the change in torque following from it is in phase opposition to the juddering vibration of the vehicle.
SUMMARY OF THE INVENTION
An object of the present invention is to specify a method and an arrangement, respectively, which allow a further improvement in the damping of shocks due to load alterations.
According to the present invention, the indexed base torque of the engine is determined which corresponds to the coupling torque able to be tapped off at the engine crankshaft and not reduced by engine loss torques. The indexed base torque is then converted by filtering into an indexed setpoint torque exhibiting a smaller rise compared to the base torque in response to a load alteration. Finally, a setpoint ignition angle realizing the indexed setpoint torque is derived from the setpoint torque. The setpoint ignition angle is derived from an indexed setpoint torque because an ignition-angle intervention mainly influences the indexed engine torque, and secondarily influences the engine loss torques. A setpoint ignition angle thus determined acts directly, and thus in a more strongly damping manner, on load-alteration shocks.
According to the present invention, a second-order delay element is used for filtering the indexed base torque, because the indexed setpoint torque resulting therefrom assures optimal damping of the loadalteration shocks.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 shows an exemplary block diagram for deriving a setpoint ignition angle according to the present invention.
FIG. 2 shows a typical characteristic curve representing the dependency of a torque-correction factor of an adjustment of the ignition angle.
FIG. 3 shows a typical characteristic curve inverse to the dependency of a torque-correction factor on an adjustment of the ignition angle shown in FIG. 2.
FIG. 4 shows exemplary torque and ignition-angle chracteristics.
DETAILED DESCRIPTION
The block diagram in FIG. 1 shows that a difference is formed between an optimal ignition angle zwopt and the active ignition angle zwbase unchanged by an intervention. The optimal ignition angle zwopt is inferred from an engine characteristics map, not shown, which is a function of the load and speed, where the optimal ignition angle corresponds to an optimal engine efficiency. In the same way, the active ignition angle zwbase can be gathered from a characteristics map which is a function of the load and speed. This ignition-angle difference dzwk, the amount of deviation of the active ignition angle zwbase with respect to the optimal ignition angle zwopt, is fed to a circuit block FMDDZW. In circuit block FMDDZW is a correction characteristic, shown in FIG. 2, which represents the relationship between a correction factor fmdind for an optimal, indexed engine torque mdiopt corresponding to the optimal engine efficiency, and the ignition-angle difference dzwk. The appertaining correction factor fmdind for the specific ignition-angle difference dzwk input into circuit block FMDDZW is gathered from this characteristic. The optimal, indexed engine torque mdiopt, which like the optimal ignition angle zwopt, can be gathered from a characteristics map which is a function of the load and speed, is multiplied by this correction factor fmdind. The result of the multiplication of optimal indexed
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Stoss Peter
Zhang Hong
Argenbright Tony M.
Robert & Bosch GmbH
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