EP0708233A2 - Procédé et dispositif pour commander un moteur à combustion interne - Google Patents

Procédé et dispositif pour commander un moteur à combustion interne Download PDF

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Publication number
EP0708233A2
EP0708233A2 EP95113201A EP95113201A EP0708233A2 EP 0708233 A2 EP0708233 A2 EP 0708233A2 EP 95113201 A EP95113201 A EP 95113201A EP 95113201 A EP95113201 A EP 95113201A EP 0708233 A2 EP0708233 A2 EP 0708233A2
Authority
EP
European Patent Office
Prior art keywords
control unit
internal combustion
fuel quantity
combustion engine
fuel
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP95113201A
Other languages
German (de)
English (en)
Other versions
EP0708233A3 (fr
EP0708233B1 (fr
Inventor
Roland Dipl.-Ing. Klatt (Fh)
Günter Dr. Dr. Ing. Driedger
Peter Dipl.-Ing. Lutz
Peter Dr. Dr. Ing. Schmitz
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0708233A2 publication Critical patent/EP0708233A2/fr
Publication of EP0708233A3 publication Critical patent/EP0708233A3/fr
Application granted granted Critical
Publication of EP0708233B1 publication Critical patent/EP0708233B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • 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
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/26—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor
    • F02D41/266—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor the computer being backed-up or assisted by another circuit, e.g. analogue
    • 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
    • F02D41/222—Safety or indicating devices for abnormal conditions relating to the failure of sensors or parameter detection devices
    • 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
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • 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
    • F02D2041/224—Diagnosis of the fuel system
    • F02D2041/226—Fail safe control for fuel injection pump

Definitions

  • the invention relates to a method and a device for controlling an internal combustion engine, in particular a diesel internal combustion engine, according to the preambles of the independent claims.
  • Such a method and such a device is known from DE-OS 41 08 639. There, a method and a device for controlling an internal combustion engine, in particular a diesel internal combustion engine, are described.
  • the start and the end of the fuel metering are determined by means of at least one solenoid valve.
  • a first control unit specifies a fuel quantity signal depending on various quantities.
  • a second control unit determines a control duration for the solenoid valve based on the fuel quantity signal and other variables.
  • the invention has for its object to detect errors occurring in a method and a device for controlling an internal combustion engine of the type mentioned. This object is achieved by the features characterized in the independent claims.
  • a device for controlling the drive power of a vehicle comprises a first control unit for controlling the amount of fuel to be injected and a second control unit for controlling the throttle valve position. Furthermore, a measuring device is provided for detecting, for example, the speed of the vehicle, this measuring device comprising at least two mutually redundant sensors. The first control unit evaluates the signal from the first sensor and the second control unit evaluates the output signal from a further sensor of the measuring device. The two signals are checked for plausibility by one of the control units.
  • FIG. 1 shows a block diagram of the device according to the invention
  • FIG. 2 shows a flow diagram to illustrate a first embodiment
  • FIG. 3 shows a flow diagram to illustrate another embodiment.
  • the device and the method according to the invention are described below using the example of a self-igniting internal combustion engine.
  • the invention is not limited to self-igniting internal combustion engines. It can also be used in other types of internal combustion engines.
  • 100 is an internal combustion engine.
  • An actuator 110 determines the amount of fuel to be injected into the internal combustion engine 100.
  • a first control unit 130 monitors itself for proper functioning.
  • the control unit 130 applies a signal QK to a second control unit 120.
  • further signals can be transmitted from the control unit 130 to the second control unit 120. These signals are not shown.
  • the second control unit 120 acts upon the actuator 110 with corresponding control signals AD.
  • the actuator is preferably implemented as a solenoid valve.
  • the control signals for the solenoid valve determine the start and the end of the fuel metering in the internal combustion engine 100.
  • Other implementations are also conceivable as an actuator.
  • the actuator can be implemented as a control rod or as an adjustment lever of a diesel injection pump.
  • An exemplary embodiment is described below in which the actuator is implemented as a solenoid valve.
  • the second control unit 120 includes, among other things, a control device 125 which is connected to the solenoid valve 110 via a switchover means 170.
  • the switching means 170 can be acted upon by a signal MAB both from the first control unit 130 and from the second control unit 120. If this signal MAB is present, the switching means 170 acts on the solenoid valve with a signal MAB such that the fuel metering is prevented.
  • the switching valve 170 preferably switches the solenoid valve 110 off so that fuel is no longer metered. This has the advantage that a safe shutdown of the internal combustion engine is possible even if there is a defect in the control unit 120.
  • this control device 125 is connected to the first control unit via an input and an output line. Furthermore, the second control unit 120 is connected to a first sensor 165, which supplies a speed signal NNW.
  • the first and the second control device are preferably connected to one another by means of a so-called CAN bus. she exchange the described signals via this interface.
  • the first control device 130 is preferably a so-called engine control unit that calculates engine-specific data. Based on the accelerator pedal position, the speed and ambient conditions, this control unit calculates, for example, a quantity that corresponds to the quantity of fuel to be injected. The control unit 130 also gives the angular position of the crankshaft at which the injection is to begin.
  • the second control unit 120 is usually referred to as a pump control unit. This control device 120 converts the engine-specific data into pump-specific signals in order to control the fuel pump.
  • the first sensor 165 scans a pulse wheel 160, which is preferably arranged on the camshaft.
  • the pulse wheel on the camshaft includes numerous markings, which are arranged, for example, at a distance of three degrees.
  • the first control device 130 includes, among other things, a quantity specification 135 which is connected to the control device 125. Furthermore, it comprises an error detection device 140, which receives signals from the quantity specification 135 and the control device 125.
  • the error detection device 140 includes, among other things, a first error memory 141 and a second error memory 142.
  • a second sensor 155 acts on the first control device 130 with a further speed signal NKW.
  • This sensor 155 scans a pulse wheel 150, which is preferably arranged on the crankshaft.
  • the signal from the sensor 165 is evaluated by the second control device 120 and also forwarded to the first control device. There it arrives at error monitoring 140. There the first speed signal NNW and the second speed signal NKW are fed to error evaluation 140.
  • the quantity specification 135 calculates a quantity of fuel quantity, which is also referred to as the fuel quantity signal QK.
  • the first control device 130 transmits this fuel quantity signal QK to the second control device 120, where this signal reaches the control stage 125.
  • the control stage 125 calculates a manipulated variable based on the fuel quantity signal QK and a delivery start signal (not shown), the second speed signal NNW and possibly further signals, which is also referred to as a control signal for actuating the solenoid valve. In essence, the control device 125 determines a signal which determines the start of the fuel metering and a signal which determines the end of the fuel metering. The time period between the beginning and the end of the fuel metering is referred to as the activation time AD.
  • the control signals that determine the start of injection and the end of the fuel metering are triggered at certain positions of the camshaft 160.
  • the first control unit 130 additionally includes an error detection 140, which compares various signals with one another for plausibility.
  • the error detection 140 is supplied with the fuel quantity signal QK of the quantity specification 135 and the activation period AD of the activation device 125. If the error detection 140 recognizes that these two signals are not plausible to one another, a first error counter 141 is increased.
  • the error detection 140 compares the speed of the crankshaft and the camshaft measured by means of the sensors 155 and 165 with one another. If these two values differ from one another by more than a threshold value, errors are also recognized and a second error counter 142 is increased by a specific value, preferably by the value 1. If one of the two error counters exceeds a certain threshold value, it can be assumed that there is an error in the area of one of the two control units or on the signal transmission line. In this case, the injection is stopped. This is done in that the switching device 170 is controlled with a corresponding signal to prevent the fuel supply.
  • the mode of operation of error monitoring 140 is shown in more detail in FIGS. 2 and 3.
  • FIG. 2 shows the checking of the fuel quantity and the control duration signal AD.
  • a first error counter FZ1 is set to 0.
  • the fuel quantity signal QK is then determined in step 210.
  • the activation duration signal is determined by the activation device 125.
  • the Query 230 checks whether the fuel quantity signal is 0, which means that no fuel is currently to be injected. If this is not the case, the program continues with step 210.
  • query 240 checks whether drive duration AD is less than or equal to a threshold value SW1.
  • This threshold value SW1 is for very short activation times, in particular it assumes the value zero. If this is the case, there is no error.
  • the error counter FZ1 is reduced by a constant value, preferably by 1, in step 245. The content of the error counter FZ1 is only reduced until it assumes the value zero. Step 210 then follows again.
  • step 250 the first error counter FZ1 is increased by a constant, preferably by 1.
  • Inquiry 260 checks whether the error counter FZ1 is greater than an error threshold SFZ1. If this is not the case, step 210 follows, otherwise an error is identified in step 270 and the internal combustion engine is put out of operation by interrupting the fuel supply.
  • step 300 The checking of the speed signals is shown in FIG.
  • step 300 the second error counter FZ2 is set to 0.
  • step 310 the camshaft speed NNW is detected by the sensor 165, this is preferably done by the control unit 120, and for error detection 140 transferred.
  • step 320 the crankshaft speed NKW is determined by means of the sensor 155.
  • step 330 the difference between the double camshaft speed NNW and the crankshaft speed NKW is determined.
  • Inquiry 340 checks whether the amount of this difference is less than a threshold value SW2. If this is the case, that is to say that the speed values are almost the same, then in step 345 the error counter FZ2 is reduced by a constant value, preferably by 1. The content of the error counter FZ2 is only reduced until it assumes the value zero. The program then continues with step 310.
  • step 350 If the difference is greater than the threshold, i.e. the two speed values deviate from one another by more than one tolerance value, the second error counter FZ2 is increased by 1 in step 350. Inquiry 360 checks whether the second error counter has exceeded the second error threshold SFZ2. If this is not the case, the program continues with step 310. Otherwise, an error is recognized in step 370 and the internal combustion engine is switched off.
  • the error counters are reset to 0 if no implausibility has occurred within a certain period of time.
  • the first error threshold is less than the second error threshold.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Computer Hardware Design (AREA)
  • Microelectronics & Electronic Packaging (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
EP95113201A 1994-10-19 1995-08-23 Procédé et dispositif pour commander un moteur à combustion interne Expired - Lifetime EP0708233B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4437336 1994-10-19
DE4437336A DE4437336A1 (de) 1994-10-19 1994-10-19 Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine

Publications (3)

Publication Number Publication Date
EP0708233A2 true EP0708233A2 (fr) 1996-04-24
EP0708233A3 EP0708233A3 (fr) 1998-06-03
EP0708233B1 EP0708233B1 (fr) 2002-03-20

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Application Number Title Priority Date Filing Date
EP95113201A Expired - Lifetime EP0708233B1 (fr) 1994-10-19 1995-08-23 Procédé et dispositif pour commander un moteur à combustion interne

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EP (1) EP0708233B1 (fr)
DE (2) DE4437336A1 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2007036413A1 (fr) * 2005-09-29 2007-04-05 Robert Bosch Gmbh Dispositif pour commander un moteur a combustion interne
WO2018028811A1 (fr) * 2016-08-12 2018-02-15 Mtu Friedrichshafen Gmbh Procédé de commande d'un dispositif de secours et dispositif de commande de volet
WO2019179860A1 (fr) * 2018-03-22 2019-09-26 Thyssenkrupp Presta Ag Procédé pour diagnostiquer une fonctionnalité avec des valeurs distinctes ou des catégories distinctes de valeurs, côté entrée ou côté sortie

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DK174249B1 (da) * 1996-10-28 2002-10-14 Man B & W Diesel As Flercylindret forbrændingsmotor med elektronisk styresystem
DE19728841C2 (de) * 1997-07-05 2000-07-20 Bosch Gmbh Robert Verfahren und Vorrichtung zur Überwachung einer Datenübertragung in einem Kraftfahrzeug
DE19854304B4 (de) * 1998-11-25 2010-11-25 Robert Bosch Gmbh Vorrichtung zur Steuerung einer Brennkraftmaschine
DE10065118A1 (de) 2000-12-28 2002-07-04 Bosch Gmbh Robert System und Verfahren zur Steuerung und/oder Überwachung eines wenigstens zwei Steuergeräte aufweisenden Steuergeräteverbundes

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4108639A1 (de) 1991-03-16 1992-09-17 Bosch Gmbh Robert System zur steuerung einer brennkraftmaschine
DE4133268A1 (de) 1991-10-08 1993-04-15 Bosch Gmbh Robert Vorrichtung zur steuerung der antriebsleistung eines fahrzeuges

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4220247A1 (de) * 1992-06-20 1993-12-23 Bosch Gmbh Robert Steuereinrichtung für Fahrzeuge
DE4302810A1 (de) * 1993-02-02 1994-08-04 Bosch Gmbh Robert Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4108639A1 (de) 1991-03-16 1992-09-17 Bosch Gmbh Robert System zur steuerung einer brennkraftmaschine
DE4133268A1 (de) 1991-10-08 1993-04-15 Bosch Gmbh Robert Vorrichtung zur steuerung der antriebsleistung eines fahrzeuges

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2007036413A1 (fr) * 2005-09-29 2007-04-05 Robert Bosch Gmbh Dispositif pour commander un moteur a combustion interne
US7937210B2 (en) 2005-09-29 2011-05-03 Robert Bosch Gmbh Device for controlling an internal combustion engine
WO2018028811A1 (fr) * 2016-08-12 2018-02-15 Mtu Friedrichshafen Gmbh Procédé de commande d'un dispositif de secours et dispositif de commande de volet
CN109548406A (zh) * 2016-08-12 2019-03-29 Mtu 腓特烈港有限责任公司 用于控制应急机构的方法和阀控制器
WO2019179860A1 (fr) * 2018-03-22 2019-09-26 Thyssenkrupp Presta Ag Procédé pour diagnostiquer une fonctionnalité avec des valeurs distinctes ou des catégories distinctes de valeurs, côté entrée ou côté sortie
CN111886554A (zh) * 2018-03-22 2020-11-03 蒂森克虏伯普利斯坦股份公司 用于诊断在输入或输出侧使用离散值或离散的值类的功能特征的方法
CN111886554B (zh) * 2018-03-22 2024-04-16 蒂森克虏伯普利斯坦股份公司 用于诊断在输入或输出侧使用离散值或离散的值类的功能特征的方法

Also Published As

Publication number Publication date
EP0708233A3 (fr) 1998-06-03
EP0708233B1 (fr) 2002-03-20
DE4437336A1 (de) 1996-04-25
DE59510112D1 (de) 2002-04-25

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