Method for the damping of mechanical vibrations in the drive train of an internal combustion engine

• US 20030168045A1
• Filed: 08/13/2002
• Published: 09/11/2003
• Est. Priority Date: 12/03/1999
• Status: Active Grant

• Current Assignee: Siemens Dematic AG (Siemens AG)
• Original Assignee: Siemens Dematic AG (Siemens AG)
• Inventors: Mader, Ralph, Suedholt, Michael
• Granted Patent: US 6,915,783 B2
• Time in Patent Office: Days
• US Class Current: 123/406.24
• CPC Class Codes: F02D 11/105 characterised by the function converting demand to actuation, e.g. a map indicating relations between an accelerator pedal position and throttle valve opening or target engine torque
• CPC Class Codes: F02D 2250/28 Control for reducing torsional vibrations, e.g. at acceleration
• CPC Class Codes: F02P 5/1504 with particular means during a transient phase, e.g. acceleration, deceleration, gear change during starting F02P5/1506
• CPC Class Codes: Y02T 10/40 Engine management systems

Abstract

Method for the damping of mechanical vibrations in the drive train of an internal combustion engine Method for the damping of mechanical vibrations in the drive train of an internal combustion engine, having the following steps:

detection of vibration excitations in the drive train,

adjustment of the ignition angle of the internal combustion engine in the event of the occurrence of a vibration excitation in the drive train, in order to damp the vibration in the drive train, the adjustment of the ignition angle taking place in a flexible way.

Claims

1. A method for the damping of mechanical vibrations in the drive train of an internal combustion engine, having the following steps:

detection of vibration excitations in the drive train,

adjustment of the ignition angle of the internal combustion engine in the event of the occurrence of a vibration excitation in the drive train, in order to damp the vibration in the drive train,

characterized in that the adjustment of the ignition angle takes place in a flexible way.

2. The method as claimed in claim 1, characterized in that the adjustment of the ignition angle takes place in a flexible way as a function of the vibration excitation.

3. The method as claimed in claim 2, characterized in that, to detect the vibration excitations in the drive train, the rotational speed change of the drive train and/or the change in the throttle valve position of the internal combustion engine is detected.

4. The method as claimed in one of the preceding claims, characterized in that the operating state of the internal combustion engine is determined and the adjustment of the ignition angle takes place in a flexible way as a function of the operating state of the internal combustion engine.

5. The method as claimed in claim 4, characterized in that, to determine the operating state of the internal combustion engine, the rotational speed, the rotational speed change, the rotational speed difference, the throttle valve position, the standardized charge, the change in the throttle valve position, the change in the standardized charge, the mass air flow, the intake air temperature, the coolant temperature, the vehicle speed and/or the transmission ratio are detected, in order to adjust the ignition angle in a flexible way as a function of one or more of these variables.

6. The method as claimed in one of the preceding claims, characterized in that the ignition angle of the internal combustion engine is adjusted only after an idle time after the detection of a vibration excitation has elapsed, the idle time being defined in a flexible way as a function of the vibration excitation and/or of the operating state of the internal combustion engine.

7. The method as claimed in one of the preceding claims, characterized in that, after the detection of a vibration excitation, the ignition angle is adjusted by a predetermined correction angle, the correction angle being defined in a flexible way as a function of the vibration excitation and/or of the operating state of the internal combustion engine.

8. The method as claimed in one of the preceding claims, characterized in that, after the detection of a vibration excitation, the ignition angle is adjusted only for a predetermined effective duration, the effective duration being defined in a flexible way as a function of the vibration excitation and/or of the operating state of the internal combustion engine.

9. The method as claimed in claim 8, characterized in that the resetting of the ignition angle after the effective duration has elapsed takes place in a flexible way as a function of the vibration excitation and/or of the operating state of the internal combustion engine.

10. The method as claimed in claim 8 or 9, characterized in that, after the effective duration has elapsed, the ignition angle is reset in segments linearly over time.

11. The method as claimed in claim 10, characterized in that, after the effective duration has elapsed, the ignition angle is reset in a first time segment with a first gradient and in a subsequent second time segment with a second gradient, the gradient being greater in the second segment than in the first segment.

12. The method as claimed in one of the preceding claims, characterized in that the ignition angle is adjusted only when the internal combustion engine is operating in the part-load range.

13. The method as claimed in one of claims 1 to 11, characterized in that the ignition angle is adjusted only when the internal combustion engine is operating in the overrun mode.