CN1734075A - Operating method and device of internal combustion engine - Google Patents
Operating method and device of internal combustion engine Download PDFInfo
- Publication number
- CN1734075A CN1734075A CNA2005100911551A CN200510091155A CN1734075A CN 1734075 A CN1734075 A CN 1734075A CN A2005100911551 A CNA2005100911551 A CN A2005100911551A CN 200510091155 A CN200510091155 A CN 200510091155A CN 1734075 A CN1734075 A CN 1734075A
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- 238000002485 combustion reaction Methods 0.000 title claims abstract description 33
- 238000011017 operating method Methods 0.000 title 1
- 238000000034 method Methods 0.000 claims abstract description 18
- 238000011144 upstream manufacturing Methods 0.000 claims description 13
- 230000003750 conditioning effect Effects 0.000 claims description 7
- 230000002123 temporal effect Effects 0.000 claims description 4
- 230000007547 defect Effects 0.000 abstract 1
- 239000007789 gas Substances 0.000 description 10
- 238000010304 firing Methods 0.000 description 8
- 238000005259 measurement Methods 0.000 description 5
- 238000010586 diagram Methods 0.000 description 3
- 239000000295 fuel oil Substances 0.000 description 3
- 230000006978 adaptation Effects 0.000 description 2
- 238000006243 chemical reaction Methods 0.000 description 2
- 239000000203 mixture Substances 0.000 description 2
- 230000001105 regulatory effect Effects 0.000 description 2
- 238000005273 aeration Methods 0.000 description 1
- 230000015572 biosynthetic process Effects 0.000 description 1
- 230000006835 compression Effects 0.000 description 1
- 238000007906 compression Methods 0.000 description 1
- 230000001276 controlling effect Effects 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
- 239000000428 dust Substances 0.000 description 1
- 239000004615 ingredient Substances 0.000 description 1
- 238000006386 neutralization reaction Methods 0.000 description 1
- 239000000523 sample Substances 0.000 description 1
- 239000007921 spray Substances 0.000 description 1
- 239000002912 waste gas Substances 0.000 description 1
Images
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/18—Circuit arrangements for generating control signals by measuring intake air flow
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0002—Controlling intake air
- F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/22—Safety or indicating devices for abnormal conditions
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
- F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
- F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
- F02D11/107—Safety-related aspects
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/04—Engine intake system parameters
- F02D2200/0402—Engine intake system parameters the parameter being determined by using a model of the engine intake or its components
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/04—Engine intake system parameters
- F02D2200/0406—Intake manifold pressure
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
The method involves determining value of mass air flow of an internal combustion engine (1) from pressure difference on both sides of an air filter (5) installed in an air supply channel (10) of the engine. The value is compared with another value of mass air flow that is modeled from two operating parameters of the engine. A defect is estimated if the values have an amplitude difference higher than predefined threshold.
Description
Technical field
The present invention relates to a kind of operation method and device of the internal-combustion engine according to the sort of type of independent claims.
Background technique
The operation method and the device of internal-combustion engine are disclosed.Wherein, with at least two running parameters of internal-combustion engine a numerical value of the MAF of internal-combustion engine is carried out modelling (modellieret).At least two running parameters of this of internal-combustion engine for example are the position of the pressure and the air throttle of air throttle upstream.
In addition, in having the internal-combustion engine of supercharging device, the downstream boost pressure that has been disclosed in the compressor in the air feeder of internal-combustion engine when leaking descends.Existing then boost control cuts out the bypass valve of the turbo machine in the gas exhaust piping of internal-combustion engine.Described turbo machine is by the compressor in the axle driving air feeder.Can reach the supercharging rating value of regulation in this manner again.Wherein, turbo machine rotates sooner, because the compression that it also is necessary for leakage air provides power.This exists the danger of hypervelocity.When internal-combustion engine supercharging, typically use air-flow sensors and measure aeration quantity in the firing chamber of the MAF of internal-combustion engine or internal-combustion engine.Wherein, the air-flow sensors that is installed in upstream of compressor is measured leakage air and the last summation that flows into the air of internal-combustion engine.In addition, also the MAF of the air of last inflow internal-combustion engine is carried out modelling by the pressure transducer of the measurement boost pressure of air throttle upstream and the position of air throttle.The MAF that records by air-flow sensors and the comparison of modeled MAF can identify whether there is leakage between air-flow sensors and pressure transducer.
Summary of the invention
In contrast, the method according to this invention and device according to the present invention with operation that is used for internal-combustion engine of independent claims feature have following advantage, and promptly the pressure reduction from the parts of the air feeder of internal-combustion engine determines a second value of the MAF of internal-combustion engine; And these two numerical value of MAF are compared each other; And when the volume deviation of this two numerical value of MAF identifies a fault during greater than the threshold values of a regulation.Like this, when not using air-mass to measure MAF, also can discern fault or leakage in the air feeder.
Can advantageously continue to develop and improve method illustrated in independent claims by listed in the dependent claims measure.
Can be especially simply first numerical value of MAF be carried out modelling with suction press and engine speed.
Also can be simply first numerical value of MAF be carried out modelling with the pressure in the air feeder of power conditioning component upstream with the aperture of power conditioning component.
If the second value of MAF is revised, then can improve the precision of the second value of measuring MAF.
This correction can be especially simply, and accurately carry out according to first numerical value of MAF and the difference between the second value.
This correction can be undertaken by a kind of regulator especially simply and accurately.
If first numerical value of MAF is revised, then can improve the precision of first numerical value of measuring MAF according to the temporal variation in pressure of the power conditioning component upstream in the air feeder.
Another advantage is, these two numerical value are features of MAF of the different parts of expression air feeder.So just can identify the leakage between these diverse locations of air feeder.
Description of drawings
Accompanying drawing is represented one embodiment of the present of invention, in the following description this embodiment is described in more details.
Accompanying drawing 1 is a schematic representation of internal-combustion engine,
Accompanying drawing 2 is to be used to illustrate the method according to this invention and according to the functional-block diagram of device of the present invention.
Embodiment
Internal-combustion engine 1 of accompanying drawing 1 expression, it for example can be petrol engine or diesel engine.For example imagine this internal-combustion engine 1 below and be petrol engine.Petrol engine 1 comprises a cylinder module 110 with one or more cylinder, and these cylinders comprise a firing chamber respectively.Accompanying drawing 1 schematically illustrates the firing chamber of a cylinder of cylinder module 110 typically.By one in accompanying drawing 1 unshowned suction valve fresh air is provided for this firing chamber from an air supply channel 10.Below this air supply channel be also referred to as air feeder.Wherein, the flow direction of fresh air is represented with arrow in air feeder 10.Wherein, fresh air at first will be included in by an air filter 5 in the air feeder 10 and suck dust in air and remove.Differential pressure pickup 55 is determined at the pressure reduction that occurs between the suction port of air filter 5 in the air feeder 10 and the air outlet, and measurement result is continued to be transferred to an engine controller 20.This differential pressure pickup is known to those skilled in the art.In air feeder 10, in the downstream of air filter 5 compressor 45 is set, this compressor compresses the fresh air that offers petrol engine 1.In air feeder 10, a pressure transducer 50 is set in the downstream of compressor 45, this pressure transducer is measured the pressure in the air feeder 10, and measurement result is continued to be transferred to engine controller 20.In air feeder 10, in the downstream of pressure transducer 50 power conditioning component 15 is set, these adjusting parts are designed to air throttle in the present embodiment.Like this, pressure transducer 50 is measured the directly pressure in the air feeder 10 of air throttle 15 upstreams.Air throttle 15 is subjected to the control of engine controller 20 again.Wherein, for example imagine petrol engine 1 below and drive an automobile, wherein, the driver can predesignate one and drive hope on the unshowned accelerator pedal in accompanying drawing 1, and this hope is transformed into a predetermined value of the aperture of air throttle 15 by engine controller 20.Engine controller 20 impels air throttle 15 to regulate this aperture of predesignating then.Offer the firing chamber in this way, and be compressed and mixed through nozzle 60 and fuel oil by the fresh air of throttling in case of necessity.Wherein according to shown in the accompanying drawing 1, fuel oil directly sprays into the firing chamber by a nozzle 60.Also alternately fuel oil is sprayed in the air feeder 10 in the downstream or the upstream of air throttle 15.Wherein, oil-gas proportions of ingredients for example in order to keep stipulating, nozzle 60 is also by engine controller 20 controls.The gas mixture of Xing Chenging is by igniter plug 65 igniting in this way.For example in order to realize a suitable time of ignition, igniter plug 65 also can be by engine controller 20 controls.This time of ignition for example can be considered momentum surplus (Momentenreserve) to be regulated or the preheating of the catalyzer that exists in case of necessity in the gas exhaust piping of petrol engine 1 is predesignated.The waste gas that in the firing chamber, occurs in the combustion process of gas mixture through one in accompanying drawing 1 unshowned outlet valve be drained in the gas exhaust piping 70.In accompanying drawing 1, also be illustrated in exhaust gas flow direction in the gas exhaust piping 70 with arrow.1 a turbo machine 75 is set in gas exhaust piping 70 with reference to the accompanying drawings, it is driven by the stream of the exhaust mass in the gas exhaust piping 20.Turbo machine 75 is used to compress the compressor 45 that offers petrol engine 1 fresh air in its side by 80 one of the driving of an axle.Compressor 45, turbo machine 75 and axle 80 have been formed an exhaust turbine pressurized machine in this embodiment.
Double-head arrow in the accompanying drawing 1 between air throttle 15 and engine controller 20 represents also to take place feedback of status (Lager ü ckmeldung), that is to say, measuring device in air throttle 15 zones, for example measure the position of air throttle 15, and feed back to engine controller 20 with potentiometric form.This measured value also is called α dk.This is called pvdk by the force value that the pressure transducer 50 of air throttle 15 upstreams records, and the pressure reduction on the air filter 5 that is recorded by differential pressure pickup 55 is called dplufi.Control owing to the bypass of not shown turbo machine 75 around the exhaust turbine pressurized machine in accompanying drawing 1 of succinct reason.This control can be carried out well known to a person skilled in the art mode.
In accompanying drawing 2, the method according to this invention and device according to the present invention are described in more details now by a functional-block diagram.This functional-block diagram can be pressed software and/or press hardware setting or realization in engine controller 20.Wherein, the pressure reduction dplufi that is recorded by differential pressure pickup 55 is transported to a determination unit 30, and this determination unit is an indicatrix in this embodiment, and it is converted to a corresponding MAF mslufiuk with this pressure reduction dplufi.Wherein, this indicatrix 30 is described is relation between pressure drop on the air filter 5 and the MAF of passing through air filter 5 that links to each other therewith.This indicatrix for example can record on a test stand.Need not also can use a kind of combined characteristic by this indicatrix 30, it also comprises the temperature as the air in the air feeder 10 in filter 5 zones of other input parameter except pressure reduction dplufi, wherein, this temperature for example can record by a temperature transducer, perhaps by the different operating parameter of petrol engine 1 modelling in a manner familiar to those skilled in the art.Not being to adopt indicatrix 30, is MAF mslufiuk by air filter 5 and be to use the output parameter of combined characteristic.So yet owing to considered that the air temperature combined characteristic has higher validity.Combined characteristic for example also can be measured on test stand.The MAF mslufiuk that passes through air filter 5 that obtains according to pressure reduction dplufi multiplies each other at correction factor fkmslufi of one first multiplication element, 90 neutralizations then in this manner, is the MAF mslufi that produces a correction at the output terminal of first multiplication element 90 as product wherein.This correction is selectable equally, and for example it considers the pollution that increases day by day of air filter 5.This growing pollution causes the raising of the resistance coefficient of air filter 5.Correction value fkmslufi is the output value of the integrator 85 of a very slow operation, its input value is to provide with MAF mslufi and the difference by the modeled MAF msdk of air throttle 15 of having revised, and it can arbitrarily dynamically be revised, wherein, the modeled MAF of dynamically revising in accompanying drawing 2 is represented with msdkk.In a modelling unit 25,, just among the aperture α dk of air throttle 15 the modeled MAF msdk by air throttle 15 is carried out modelling in the mode that the technician knows from the pressure p vdk and the position of air throttle 15 upstreams.Also can be in the mode that substitutes from the engine speed of the Air suction pipe pressure in air throttle 15 downstreams and petrol engine 1 with known manner to carrying out modelling by the modeled MAF msdk of air throttle 15.Air suction pipe pressure can pass through an Air suction pipe pressure sensor measurement, perhaps carries out modelling by the different operating parameter of petrol engine 1 in mode well known to those skilled in the art.The engine speed of petrol engine 1 for example can be measured owing to the unshowned for purpose of brevity speed probe that is positioned at cylinder module 110 zones in accompanying drawing 1 by one.
To being that the MAF mslufiuk that passes through air filter 5 that obtains of basis and the modeled MAF msdk by air throttle 15 must consider following relation when comparing with pressure reduction dplufi: the air quality that offers air filter 5 equals to add by the air quality that air throttle 15 flows to cylinder module 110 variation of the air quality in the upper chamber, and this chamber is called storage and forms between the output terminal of air filter 5 and air throttle 15 in the inside of air feeder 10.The variation of the air quality in this storage be with this storage in variation in pressure dpvd/dt proportional.Represent proportionality constant at this with k.Temporal variation in pressure dpvd/dt can obtain from the measurement signal of pressure transducer 50.Summing point 100 by modelling unit 25 modeled by air throttle 15 MAF msdk and by proportionality constant k and the product addition of temporal variation in pressure dpvd/dt in described storage, like this, the output terminal at adding element 100 produces the MAF msdkk that has dynamically revised.This MAF can be compared with the numerical value of the correction mslufi of MAF.Wherein, numerical value msdkk modeled and that randomly carried out the MAF of dynamic correction is one first numerical value of MAF, and being based upon on the pressure reduction dplufi basis, also is that the numerical value mslufi that has randomly carried out the MAF revised is a second value of MAF at this.In a subtraction element 105, deduct the second value mslufi of MAF from the first numerical value msdkk of MAF.Wherein, formed difference is flowed to the input end of integrator 85.This integrator forms correction factor or adaptation coefficients fkmslufi in the mode that has illustrated.Use this coefficient that the deviation in the conversion between the MAF mslufiuk of pressure reduction dplufi and therefrom formation is revised.This deviation is because polluting gradually of air filter 5 causes.Like this, by modeled, and the MAF msdkk that randomly dynamically revises where necessary can adaptively make the conversion of pressure reduction dplufi to MAF mslufiuk.
Proportionality constant k for example can obtain by measuring to measure on the bulge test platform.
In addition, the regulation according to the present invention, the output value of subtraction element 105 in one second multiplication element 95 and coefficient-1 multiply each other, commutate with the symbol that obtains difference.Like this, when the MAF mslufi that records by differential pressure pickup 55 exceeded modeled numerical value msdkk, then this difference just became.The difference of this reverse and threshold values S flow to a comparing element 35 together.This comparing element 35 comprises a fault identification unit 40.The reverse difference or the threshold values S that are the output terminal of second multiplication element 95 are transported in this fault identification unit.If the reverse difference of second multiplication element, 95 output terminals surpasses threshold values S, then fault identification unit 40 produces a trouble signal E_Leck, and this trouble signal is for example flowed to one is used to reproduce the display unit of having discerned fault and/or flows to an emergency operation unit.This emergency operation unit is with the emergency operation scheme of a petrol engine 1 of those skilled in the art's known manner starting, for example by closing one or more cylinder of (Ausblendung) cylinder module 110, perhaps finally by closing petrol engine 1.
When for example occurring leaking suddenly in the upstream of the downstream of compressor 45 and air throttle 15, portion of air is discharged in the atmosphere by compressor 45 and goes, and another part flows out towards cylinder module 110 directions by air throttle 15.The leakage air mass flow rate that is discharged into atmosphere be consistent towards the summation of the MAF of the firing chamber direction diffluence of cylinder module 110 with the total MAF that flows through by air filter 5 before this by air throttle 15.Like this, still can from pressure drop by air filter 5 or pressure reduction dplufi, obtain MAF mslufiuk by indicatrix 30 like before or with the revised MAF mslufi that has revised of coefficient fkmslufi.And this MAF is to be consistent with total MAF by air filter 5.The MAF msdk that passes through air throttle 15 that tries to achieve according to the aperture α dk of pressure p vdk before the air throttle 15 and air throttle 15 with by air filter 5 air flowing mass flow rates very big deviation is arranged.The reverse difference that is positioned at the output terminal of second multiplication element 95 in this case surpasses threshold values S, so just identifies the fault in air feeder 10 or leakage is arranged.For this reason, should select threshold values S suitably certainly.This threshold values for example can so compatibly be selected on test stand, promptly this threshold values is considered the different tolerances that obtain of measuring according to the second value mslufi and the first numerical value msdkk of MAF, yet, when occurring leaking in the air feeder 10 between compressor 45 and air throttle 15, be bound to surpass this threshold values.
Can not use air-flow sensors just can discern leakage in the air feeder 10 by the method according to this invention with according to device of the present invention.
Usually the pollution course of the growth of air filter 5 is slowly.Therefore, integrator 85 can be a corresponding integrator very slowly of operation.
The pressure p vdk that is recorded by the pressure transducer 50 before the air throttle 15 also is the boost pressure that is produced by compressor 45 simultaneously.
The position of air throttle 15 is represented by air throttle angle or air throttle aperture α dk.
The very large deviation of MAF msdk by air throttle 15 when leaking and the MAF mslufiuk by air filter 5 also no longer is to revise in adding element 100 by dynamic correction factor k*dpvd/dt, because aforesaid storage is not owing to the leakage of this form has existed, and the correction of setting up on this basis no longer can provide reliable result.
That is to say, the key of identified leakage is if these two numerical value of MAF are different parts at air feeder 10 record just can identify the leakage of existence therein, wherein, replacing mensuration is another parts that also can record by in the air feeder by the way of the pressure reduction of air filter 5, for example passes through the pressure reduction of a charger-air cooler.The formed quantity of difference (Betragsbildung) of the output terminal of subtraction element 105 also can be fully usually used in replacement by the multiplication of second multiplication element 95.
Realize a regulating loop, perhaps a controlling device by first multiplication element 90, subtraction element 105 and integrator 85.
Accompanying drawing abbreviation explanation
Dplufi pressure reduction
Mslufiuk is by the MAF of air filter 5
The modeled MAF of msdk
The pressure of pvdk air throttle 15 upstreams
α dk air throttle aperture
Fkmslufi correction factor or adaptation coefficients
The MAF that mslufi has revised
The modeled MAF that msdkk dynamically revises
Variation in pressure in the dpvd/dt storage
The E_Leck trouble signal
Claims (9)
1. the operation method of internal-combustion engine (1), wherein, with at least two running parameters of internal-combustion engine (1) one first numerical modelization with a MAF of internal-combustion engine (1), it is characterized in that, obtain a second value of the MAF of internal-combustion engine (1) the pressure reduction from parts (5) of the air feeder (10) of internal-combustion engine (1); These two numerical value of MAF are compared each other; When the quantitative deviation of this two numerical value of MAF identifies a fault during greater than the threshold values of a regulation.
2. in accordance with the method for claim 1, it is characterized in that, with an Air suction pipe pressure and engine speed one first numerical modelization with MAF.
3. in accordance with the method for claim 1, it is characterized in that, with the aperture of pressure in the air feeder (10) of power conditioning component (15) upstream and power conditioning component (15) first numerical modelization to MAF.
4. according to each described method in the aforementioned claim, it is characterized in that, the second value of MAF is revised.
5. in accordance with the method for claim 4, it is characterized in that, carry out this correction according to first numerical value of MAF and the difference between the second value.
6. according to claim 4 or 5 described methods, it is characterized in that, carry out this correction by a regulator.
7. according to each described method in the aforementioned claim, it is characterized in that, first numerical value of MAF is revised according to the temporal variation in pressure of a power conditioning component (15) upstream in the air feeder (10).
8. according to each described method in the aforementioned claim, it is characterized in that the feature of the MAF of the different parts of these two numeric representation air feeders (10).
9. the device (20) of operation of combustion engine (1), wherein, modeling device (25) is set, this modeling device carries out modelling with at least two running parameters of internal-combustion engine (1) to one first numerical value of the MAF of internal-combustion engine (1), it is characterized in that, testing apparatus (30) is set, draws a second value of the MAF of internal-combustion engine (1) the pressure reduction of this testing apparatus from parts (5) of an air feeder (10) of internal-combustion engine (1); Comparer (35) is set, and this comparer compares these two numerical value of MAF; And Fault Identification device (40) is set, when the volume deviation of this two numerical value of MAF during greater than the threshold values of a regulation this Fault Identification device identify a fault.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE102004038733.8 | 2004-08-10 | ||
| DE102004038733A DE102004038733A1 (en) | 2004-08-10 | 2004-08-10 | Method and device for operating an internal combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN1734075A true CN1734075A (en) | 2006-02-15 |
| CN100532810C CN100532810C (en) | 2009-08-26 |
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ID=35721225
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CNB2005100911551A Expired - Fee Related CN100532810C (en) | 2004-08-10 | 2005-08-10 | Operating method and device of internal combustion engine |
Country Status (3)
| Country | Link |
|---|---|
| CN (1) | CN100532810C (en) |
| DE (1) | DE102004038733A1 (en) |
| FR (1) | FR2874237A1 (en) |
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| CN101230807B (en) * | 2007-01-24 | 2010-09-08 | 通用汽车环球科技运作公司 | Air filter throttle monitoring without pressure sensor before choker |
| CN101680382B (en) * | 2007-05-21 | 2013-03-27 | 欧陆汽车有限责任公司 | Diagnostic method and device for diagnosing an intake system of an internal combustion engine |
| CN103814203A (en) * | 2011-09-26 | 2014-05-21 | 雷诺股份公司 | Diagnostics method and system for power plant having two staged turbocompressors |
| CN111237070A (en) * | 2018-11-28 | 2020-06-05 | 罗伯特·博世有限公司 | Method for determining the air mass flow of an internal combustion engine |
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| SE532110C2 (en) | 2007-03-14 | 2009-10-27 | Scania Cv Abp | System and method for detecting leakage in the overhead line of a motor cylinder |
| DE102007022703B3 (en) * | 2007-05-15 | 2008-11-20 | Continental Automotive Gmbh | Method for controlling a supercharged internal combustion engine |
| DE102007052576B4 (en) * | 2007-11-03 | 2018-05-03 | Volkswagen Ag | Diagnostic method for detecting errors in pressure sensor-based boost pressure control of an exhaust gas turbocharger of an internal combustion engine |
| DE102008027762B3 (en) | 2008-06-11 | 2010-02-11 | Continental Automotive Gmbh | Method and device for diagnosing an intake tract of an internal combustion engine |
| DE102011017577A1 (en) | 2011-04-27 | 2012-10-31 | Bayerische Motoren Werke Aktiengesellschaft | Method for testing intake tract leakage of e.g. diesel internal combustion engine, involves measuring air pressure with pressure sensor and air quantity or air mass with mass flow meter for defined time duration |
| DE102011086361B4 (en) * | 2011-11-15 | 2021-02-25 | Bayerische Motoren Werke Aktiengesellschaft | Method for detecting leaks in the intake tract of an internal combustion engine in a motor vehicle |
| DE102013224766A1 (en) * | 2013-12-03 | 2015-06-03 | Robert Bosch Gmbh | Method and measuring arrangement for determining a fresh air mass flow |
| DE102018201680A1 (en) * | 2018-02-05 | 2019-08-08 | Bayerische Motoren Werke Aktiengesellschaft | Method for determining a leakage in an intake air duct of an internal combustion engine |
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| US5384707A (en) * | 1990-12-07 | 1995-01-24 | Ford Motor Company | Diagnostic airflow measurement |
| DE19946874A1 (en) * | 1999-09-30 | 2001-04-05 | Bosch Gmbh Robert | Logical diagnostic procedure determining causes of defective air fuel mixture supply to engine, forms paired comparisons of measurements at differing loading conditions |
| US6701282B2 (en) * | 2001-09-20 | 2004-03-02 | General Motors Corporation | Fault identification diagnostic for intake system sensors |
| DE10209870A1 (en) * | 2002-03-06 | 2003-09-18 | Volkswagen Ag | Method for detecting a leak in the inlet duct of an internal combustion engine and for carrying out the method internal combustion engine |
| JP2004092614A (en) * | 2002-09-04 | 2004-03-25 | Honda Motor Co Ltd | Air flow sensor failure deciding device |
| DE10300592B4 (en) * | 2003-01-10 | 2015-12-10 | Robert Bosch Gmbh | Method for operating an internal combustion engine |
-
2004
- 2004-08-10 DE DE102004038733A patent/DE102004038733A1/en not_active Ceased
-
2005
- 2005-08-08 FR FR0552457A patent/FR2874237A1/en active Pending
- 2005-08-10 CN CNB2005100911551A patent/CN100532810C/en not_active Expired - Fee Related
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101230807B (en) * | 2007-01-24 | 2010-09-08 | 通用汽车环球科技运作公司 | Air filter throttle monitoring without pressure sensor before choker |
| CN101680382B (en) * | 2007-05-21 | 2013-03-27 | 欧陆汽车有限责任公司 | Diagnostic method and device for diagnosing an intake system of an internal combustion engine |
| CN103814203A (en) * | 2011-09-26 | 2014-05-21 | 雷诺股份公司 | Diagnostics method and system for power plant having two staged turbocompressors |
| CN111237070A (en) * | 2018-11-28 | 2020-06-05 | 罗伯特·博世有限公司 | Method for determining the air mass flow of an internal combustion engine |
Also Published As
| Publication number | Publication date |
|---|---|
| FR2874237A1 (en) | 2006-02-17 |
| DE102004038733A1 (en) | 2006-02-23 |
| CN100532810C (en) | 2009-08-26 |
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