Engine Torque Control Segmentation for Smooth Drive-Brake Transition
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Solution Overview
Problem
Modern vehicles face challenges in efficiently utilizing kinetic energy during coasting, leading to abrupt transitions between drive and braking states, increased fuel consumption, and unnecessary brake wear due to the need for active driver intervention to engage the engine brake.
Innovation Solution
A control device and method that introduce a third control range where the engine generates neither braking nor drive torque, allowing for optimal utilization of kinetic energy without driver distraction, achieved through automatic regulation of engine parameters and assistance signals, such as tactile feedback, to maintain energy utilization across varying speeds.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Use of energy by moving object
If the engine is used for braking (overrun fuel cutoff operation), then fuel consumption is reduced, but the transition from drive to braking state is abrupt and cannot be dosed, causing harsh driving dynamics
Solution Approach 1:
The accelerator pedal travel range is segmented into three distinct control ranges: first control range (0 to first threshold) for drive torque, second control range (between first and second thresholds) for dosable braking torque, and third control range (second threshold to idle) for overrun fuel cutoff. This segmentation allows the system to transition smoothly between drive and braking states by providing an intermediate dosable braking range, resolving the contradiction between fuel efficiency and driving comfort.
Solution Approach 2:
The control system dynamically adjusts the engine torque output based on the accelerator pedal position within the dosable braking control range. By making the braking torque dosable and continuous rather than abrupt, the system enables smooth transitions between drive and coasting states, improving driving dynamics while maintaining fuel efficiency benefits.
2Power
If the accelerator pedal is actuated continuously from zero position, then drive torque is continuously increased, but it is not possible to achieve a state where the engine exerts neither drive nor braking torque
Solution Approach 1:
The accelerator pedal travel is divided into three control ranges with specific functions: drive torque generation, dosable braking torque, and overrun fuel cutoff. This segmentation creates a dedicated second control range where the engine exerts neither drive nor braking torque, enabling the vehicle to coast efficiently while expanding the overall operating state range.
Solution Approach 2:
The dosable braking control range acts as an intermediary state between drive torque and overrun fuel cutoff. This intermediate range allows the vehicle to transition smoothly through a coasting state where neither drive nor braking torque is applied, providing versatility in operating states and enabling efficient kinetic energy utilization.
3Use of energy by moving object
If the engine brake is engaged for coasting, then kinetic energy is utilized for fuel savings, but brake wear increases due to the need for active driver intervention
Solution Approach 1:
The control system automatically manages the engine braking function by monitoring accelerator pedal position and automatically transitioning to the dosable braking or overrun fuel cutoff ranges. This self-service approach eliminates the need for active driver intervention to engage the engine brake, reducing brake wear while maintaining kinetic energy utilization for fuel savings.
Solution Approach 2:
The system uses feedback from the accelerator pedal position sensor to automatically determine the appropriate control range. When the driver releases the accelerator pedal, the control system automatically transitions to the second or third control range, enabling coasting with engine braking or overrun fuel cutoff without requiring additional driver input, thereby reducing mechanical brake wear.
4Use of energy by moving object
If the accelerator pedal position is adjusted constantly to achieve optimal energy utilization, then fuel consumption is reduced, but driver distraction and safety risks increase
Solution Approach 1:
The control system performs self-service by automatically managing engine torque output based on accelerator pedal position. The system autonomously transitions between drive torque, dosable braking torque, and overrun fuel cutoff modes without requiring driver intervention, maintaining optimal energy utilization while eliminating driver distraction and safety risks associated with constant pedal adjustment.
Solution Approach 2:
The control system continuously monitors accelerator pedal position and uses this feedback to automatically adjust engine torque output. This closed-loop control enables the system to maintain optimal energy utilization across varying driving conditions without requiring active driver management, thereby preserving driving safety while achieving fuel efficiency goals.
Data Source
AI summary
The subject innovation relates to a control device for controlling the power of an engine, whereby the control device has a control range in which—with the drive train closed—neither a drive torque nor a braking torque is introduced, as well as to a control device for controlling the power of an engine, whereby the control device comprises a first control range in which the engine has a continuous braking torque, as a result of which the vehicle can be decelerated, and comprises a second control range in which the engine has a continuous drive torque, as a result of which the vehicle can be accelerated. In this process, assistance is provided for locating a third control range, whereby this third control range is situated between the first control range and the second control range.