FR2801846A1 - METHOD AND DEVICE FOR DETERMINING THE TYPE OF THE CONDUCTOR - Google Patents

Abstract

A method and a device are proposed for determining the type of driver by which the type of driver is deduced from an average fuel consumption of the vehicle.

Description

State of the art

  The invention relates to a method and a device.

  tif to determine the type of driver, at least one pa-

  ramometer used to control the vehicle being modified according to the driver. Document DE 196 15 806 discloses such a method and such a device. In this document we take into consideration in the case of an order of a

  drive unit of a vehicle a factor, which represents

  feel the type of driver. This factor is determined in another control unit, in particular a gearbox control system and is transmitted. In the preferred application case, depending on the information received on the type of driver, the maximum authorized variation in the torque of the drive unit is influenced, in particular the variation in the driver's desire derived from the actuation signal d 'an operating element. As

  in this case the information relating to the type of the

  conductor is transmitted by a second control system, it is necessary to take additional measures to receive this information, otherwise the command of a drive unit of a vehicle depending on the type of

  driver cannot take place when such information

  tion is not available, for example due to a

second type of command.

  Advantages of the invention The invention is characterized in that the driver type is deduced from a time-averaged fuel consumption, which constitutes a measure of the power of the vehicle required by the driver over

  a specified time interval. It is even then possible

  ble to have an order depending on the type of pipe

  when there is no information on the driver type available from external systems, for example in the case of vehicles with a manual gearbox. In addition, information relating to the type of

  conductor, which is determined on the basis of the consumption

  fuel, is more precise than the one obtained

  held according to conventional processes (which in particular

  to link deduce the type of the conductor from the position of the

  accelerator pedal). This is for reason that the consumption

  The average petrol station describes more precisely the

  actual driving mode of the driver.

  Other advantages emerge from the characteristics

following ticks:

  * a set value for consumption is determined

  fuel based on the operating point

  current of an internal combustion engine, we compare it with an average real value, and we

  draws from this a measurement of the type of the driver or a cor

  setting the parameter; * a characteristic curve of the driving resistance is deposited for each of the speeds as a function of the torque and of the speed of rotation, on the basis of which a set value for fuel consumption is determined; * we calculate the setpoint for consumption

  absolute fuel based on function point-

  current as well as the specific fuel consumption necessary to overcome the resistance to advancement in this operating point; Determining the driver type is particularly accurate when you consider

altitude or its variation.

  According to other characteristics of the invention

  tion: * the actual value for fuel consumption is determined from the actual injection time and the engine speed; * a sports driver is identified when the value

  real average is greater than the value of consi-

  gene, we identify a driver who puts more ac-

  hundred on comfort when the actual value is equal to

  or only slightly larger than the set value

  gene; * the driver's type is determined during constant running of the vehicle, preferably only once during constant running; * the characteristic curve of the accelerator pedal, which converts the actuation quantity of a pedal actuated by the driver into a set value for controlling the engine, is modified according to the

  conductor type and / or conductor type is de-

  delivered to other control systems.

  The invention also relates to a device for implementing a method for determining the driver type, comprising a control unit which adjusts at least one vehicle control parameter according to the determined driver type, characterized in

  that the control unit includes means which deduct

  sense driver type based on consumption

fuel averaged.

  Drawings The invention will be described below in more detail from the embodiments shown in the accompanying drawings, in which:

  * Figure 1 shows in this case a block diagram giving

  providing a general vision of a control unit

  before controlling an internal combustion engine; * Figure 2 shows a diagram of the engine torque in

  function of the speed of rotation, on which

  presented among other things a curve of the resistance to advancement when one has passed a determined speed

  as well as specific consumption curves

  aunt; * Figure 3 finally shows a functional diagram which represents a preferred embodiment for

  determine the type of driver based on a

average fuel summation.

  Description of the exemplary embodiments

  FIG. 1 shows an electronic control unit 10 which has at least one input circuit 12,

  at least one microcomputer 14, and at least one circuit

  output baked 16. The input circuit, the microcomputer and the output circuit are connected to each other by a communication system 18 allowing a

  reciprocal data exchange. We bring to the circuit of-

  input 12 the following input lines: an input line 20 coming from a measuring device 22 used to detect the position of the accelerator pedal wped, an input line 24 coming from a measuring device 26 used to

  detect the position of the wdk throttle valve, a li-

  input gene 28 coming from a measuring device 30

  to detect the mass of air supplied to the engine at

  internal combustion, an input line 32 coming from a

  measuring positive 34 used to detect the speed of ro-

  nmotation of the internal combustion engine and of the input lines 36 to 40 coming from measuring devices 42 to 46 used to detect other operating quantities of the internal combustion engine and / or of the vehicle, which are necessary for carrying out the engine control, such

  that for example the temperature of the air drawn in, the pressure

  ambient, or others. The electronic control unit

  10 controls via output circuit 16 the parameters

  very high power from the internal combustion engine. It is

  as well as a throttle valve 48 controls the filling

  wise of the internal combustion engine. In addition, the instant of ignition 50 is adjusted, which influences the dosage of the

  fuel 52 and / or controls a turbocharger 54.

  The principle operating mode of the

  motor control, which is carried out in the control unit

  Mande 10, is known for example from the prior art mentioned at the start. A value is determined at least on the basis of the position wped of the accelerator pedal

  setpoint for a torque of the combustion engine

  internal tion, which corresponds to the driver's wishes. We

  converts it if necessary into a set value

  torque generation by taking into account other setpoint torques by external and internal functions such as traction control, speed limitation, or others. The torque setpoint is then, taking into account at least the motor rotation speed in characteristic fields,

  corresponding tables or calculation sequences,

  vertied to a setpoint for filling,

  that is to say for the relative filling of air by cylinder

  drée, being standardized on the maximum filling possible

  ble of cylinders. Depending on this value of

  setpoint filling is determined, taking into account

  the physical correlations in the vacuum hose

  ration, a set value of the throttle valve position, which is regulated by a corresponding adjustment circuit. In addition, if necessary, influence the actual torque, at least the ignition angle and / or the fuel dosage, the actual torque.

  to be brought to the setpoint torque.

  As mentioned in the prior art men-

  tioned at the start, it is advantageous to predefine at least one parameter of the engine control according to the type of driver. For this, the dynamic behavior of the vehicle can be adapted to the respective type of driver, and in this way improve the satisfaction obtained by the

  driver of the corresponding vehicle operating mode.

  To allow a corresponding choice of at least

  one of the parameters, it is necessary to have an inform-

  driver type information. We take this information

  mation, as will be described below, of consumption

  of fuel averaged over time.

  In doing so, we start from the knowledge of the power which is necessary when a speed has been

  sée to have a stationary operation of the vehicle, and the resulting fuel consumption. The basis for this is a progression resistance curve which has been deposited in the engine control for each

  speeds, as well as the consumption curves

  aunt as shown in Figure 2, from

  what is the consumption that is necessary to overcome resistance to advancement. Figure 2 shows a characteristic field of

  this guy for speed. On this field the torque of rota-

  tion Md or the power of the internal combustion engine is

  carried according to the speed of rotation n. The ref-

  rence 1 designates the curve of maximum torque.

  The reference 2 designates the constant power curve for the speed which has passed, while the reference 3 designates the curve of the advancing resistance in this speed (the torque which is necessary to overcome the advancing resistances flat in

  depending on the speed of rotation). The 5 corresponding curves-

  lie in a constant specific consumption.

  The diagram shown is deposited in the engine control for each speed and is determined

  on an engine test stand for each pair of va-

  their (torque / speed) for the respective engine type. The forward resistance curve 3 described for each speed corresponding to a reduction in the gearbox, the torque of

  rotation which is necessary to overcome the re-

  advancement. This curve is determined by means of an application to each type of vehicle. The

  curve 2 at constant power shows the rotational torque

  tion as a function of the speed of rotation, for which

  has constant engine power.

  From these values we can determine

  for the current rotation speed the specific consumption

  fuel by requiring the power that is born

  stop according to the resistance to advancement curve to overcome the resistance to advancement. From a comparison with the real value averaged over time we obtain the type of driver, assuming that we are in the presence of a sports driver when he appears

  that it is necessary to require permanent power

nence.

  To determine the type of conductor,

  first of all ends if you have a constant speed step. This is the case when for a speed past the

  variation of the rotation speed is inside

  of a window and / or the variation of the real torque is inside a window. We then determine the current working point (pair of values constituted by the real torque and the real speed of rotation) and by

  depending on that, we locate an area of the resistance curve

  advance to the past speed. We determine

  then the setpoint for the specific consumption

  fuel in this area of the resistance curve

  advancement. This takes place either "offline" or by means of the calculation of the characteristic field. The value of

  setpoint for absolute fuel consumption is ob-

  held for example from the following equation: KV = be * Mdeff * 2nn

  equation in which KV represents the absolute consumption

  read of fuel, Mdeff represents the torque,

  that we have according to the selected area of the curve of re-

  travel assistance for the speed of rotation ac-

  tual of the motor, n represents the current speed of rotation of the motor and be the specific consumption which one has for this operating point (cf also figure 2, MdA, nA) in the corresponding zone of the curve of

resistance to advancement.

  In a preferred embodiment, we de-

  ends for example on the basis of a pressure sensor

  ambient or other, the magnitudes of the height above

  above the sea indicating a mountain walk or a

  walking flat. Depending on the variation of these large

  the value of the KV consumption of fuel is corrected

  rant, by correcting the consumption value KV of the

  fuel consumption by an altitude factor.

  The actual value for absolute fuel consumption is determined from basic quantities of the engine control. We have for example: KVréel = teff * EVK * n equation in which KVréel is the real value of the

  absolute fuel consumption, teff is the time ef-

  injection system (during which the valve is effective

  EVK is a typical constant for the injector, a constant that converts time into a volume, as well as the current engine speed n. This actual value is averaged as a function of time or distance traveled, to obtain this

  way current average fuel consumption.

  The determined setpoint, if necessary corrected, is then compared with the actual value

  averaged. If the actual value is greater than the value

  their setpoint, we put the characteristic curve of the accelerator pedal on a more sporty bleacher, in the other case on a more comfortable bleacher. Then there is no other correction of the characteristic curve of

  the accelerator pedal in this running phase cons-

  aunt. On the contrary, we wait until the next phase at

  constant march to undertake a new correction

  tion. We can also draw information from this.

  as for the type of conductor (for example a marker

  tre or a value), which is made available to

  other functions or other control systems.

  The basis for determining the type of con-

  there is the idea that when the average consumption

  over a specified period of time is perma-

  clearly above consumption which was born

  quit to overcome advancement resistance for

  a given past speed, the driver requires

  more power than necessary to cut

  see resistance to advancement. You must be in the presence of a more sporty driver, so that you must make a corresponding correction to the operating parameter. If the consumption deposited in the curve is retained or is only slightly exceeded, this leads to an interpretation, according to which we are in the presence of a conductor who places more emphasis on the

  comfort. The operating parameter is moved in con-

  sequence. During uphill walks the current average consumption as a result of the upward forces deviates from the consumption on flat ground. When going uphill the consumption necessary to cover the resistance to advancement is therefore higher, and when going down more

  low. This effect can be used in two different ways

  annuities. In a first example of implementation, the height above the sea is not taken into consideration

  when determining the type of conductor. The reaction

  tion of the uphill vehicle is then automatically more spontaneous. And downhill it is automatically more

  comfortable, because actual consumption deviates from a ma-

  corresponding value of the set consumption. This

  may be desirable in a few application cases.

  In another exemplary embodiment, an altitude correction takes place as mentioned above. We

  then conserves by correcting the characteristic curve

  resistance to advancement as a function of the

  titude or variation in altitude the behavior of the

  vehicle configured in the plain even on uphill or downhill

cente.

  Advantageously, we provide

  tion of other control systems the determined type of driver, for example at the disposal of a control of

gearbox.

  In the preferred embodiment,

  read the operating mode described above under the

  form of a computer program 14 of the computer unit

  command to control the motor. We sketched such a program as an example of the functional diagram of the

figure 3.

  The program is started at predefined times. During the first sequence 100 we check

  if the speed which had passed has not changed and if the speed

  rotation speed and / or the variation of the actual torque within a predefined window has been maintained. Yes

  we do not have a constant step we reset during the se-

  quence 101 at zero the "constant running" mark. This par-

  part of the program is finished and is repeated at a defined time. If a constant running state has been identified, it is checked in sequence 102 whether the "constant running" reference

  is put. If this is the case, a correction of the parameter has

  I took place during this constant march. The program

  is then finished and repeated at a defined time.

  If the reference is not set, in sequence 104, on the basis of the current speed of rotation nA and the current torque of rotation MdA, the current area of the characteristic curve of the driving resistance for the speed is determined. chosen. Then during sequence 106, the setpoint is determined according to the indication, for example, of the above equation for the absolute fuel consumption. We correct this

  if necessary according to sequence 108 depending on the identi-

  fication of the ascent or descent. During the se-

  next quence 110 we determine for example according to the indication of the equation represented above the real value for the absolute fuel consumption and during

  of the following sequence 112, the average is formed as a function

  tion of time or on a predefined route of the vehicle. The

  result is an average real value for consumption

  absolute fuel consumption in the selected area of the driving resistance curve. Then, during sequence 114, the setpoint and the actual value determined are compared with one another. If the actual value is

  larger than the set value, the parameter is given

  be, for example the characteristic curve of the accelerator pedal, a more sporty notch, otherwise a more comfortable notch. Then during sequence 116, the reference "constant running" is set and the program is finished. The described operating mode can also be used in conjunction with petrol engines

than with diesel engines.

  The operating mode described takes place in this case for each speed passed, a variation of at least one parameter depending on the type of the driver or the value of the type of the driver itself then always takes place when there is for a speed engaged during constant operation a deviation between the setpoint and

  the actual value, which requires an adaptation of the corresponding factor.

Claims (8)

R E V E N D I C A T I ON S   1) Method for determining the type of driver, at least one parameter used to control the vehicle being modified according to the driver, characterized in that   driver type is deducted from average consumption   born from vehicle fuel 2) Method according to claim 1, characterized in that a set value for the fuel consumption is determined on the basis of the current operating point of an internal combustion engine, it is compared with an average real value, and we get a measure of the   driver type or parameter correction.   3) Method according to claim 1 or 2, characterized in that a characteristic curve of the resistance to   the advancement for each speed as a function of the cost   ple of rotation and the speed of rotation, on the basis of which a set value for the fuel consumption.   4) Method according to one of the preceding claims, characterized in that   we calculate the set point for consumption ab-   fuel solution based on the operating point   current as well as specific fuel consumption   rant necessary to overcome resistance in advance-   in this operating point.    ) Method according to one of the preceding claims, characterized in that   the setpoint is corrected by a quantity represented   feeling the height above the sea or its variation.   6) Method according to one of the preceding claims, characterized in that   the actual value for fuel consumption is   finished from the actual injection time and the engine speed.   7) Method according to one of the preceding claims,   characterized in that a sports driver is identified when the actual average value is greater than the set value, a driver is identified which places more emphasis on comfort when the actual value is equal to or only one   little larger than the set value.   8) Method according to one of the preceding claims,   characterized in that the driver type is determined during constant running of the vehicle, preferably only one times during a constant walk.   9) Method according to one of the preceding claims,   characterized in that the characteristic curve of the accelerator pedal, which   converts the actuation quantity of an action pedal-   born by the driver into a setpoint for the engine control, is modified according to the type of   driver and / or driver type is issued to other very control systems.   10) Device for implementing a method for determining the type of driver, comprising a control unit which adjusts at least one vehicle control parameter as a function of the determined type of driver, characterized in that the unit control includes means which deduce the type of conductor on the basis of an average consumption fuel.