EP0708233B1 - 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
EP0708233B1
EP0708233B1 EP95113201A EP95113201A EP0708233B1 EP 0708233 B1 EP0708233 B1 EP 0708233B1 EP 95113201 A EP95113201 A EP 95113201A EP 95113201 A EP95113201 A EP 95113201A EP 0708233 B1 EP0708233 B1 EP 0708233B1
Authority
EP
European Patent Office
Prior art keywords
control unit
internal combustion
combustion engine
error
fuel quantity
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.)
Expired - Lifetime
Application number
EP95113201A
Other languages
German (de)
English (en)
Other versions
EP0708233A2 (fr
EP0708233A3 (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 one Diesel engine according to the generic terms of the independent Expectations.
  • Such a method and such a device is out DE-OS 41 08 639 known.
  • a first control unit gives a fuel quantity signal depending on different sizes in front.
  • a second control unit determines based on the fuel quantity signal and other quantities a control period for the solenoid valve.
  • DE 42 20 247 also describes a method and a device known for controlling an internal combustion engine.
  • a first and a second control unit calculate depending on different input variables and various sizes representing the position of an actuator characterize a setpoint for the actuator, which of an output stage converted into a control signal for the actuator becomes.
  • all input variables which are fed to the first control unit, also fed, to carry out a plausibility check of the data.
  • the plausibility checks are both in the second and in the first control unit carried out.
  • a feedback actual signal which indicates the actual position of the actuator, in the first control unit compared with the target signal for the actuator. A comparison of the control signal with which the actuator this font is not shown with other sizes.
  • the invention has for its object in a method and a device for controlling an internal combustion engine to recognize errors of the type mentioned at the beginning. This task is accomplished by the in the independent claims marked features solved.
  • DE-OS 41 33 268 is a device for control the drive power of a vehicle is known.
  • This device comprises a first control unit for controlling the injected Fuel quantity and a second control unit to control the throttle valve position.
  • a measuring device for detecting, for example, the speed provided the vehicle this measuring device comprises at least two mutually redundant sensors.
  • the first control unit evaluates the signal of the first sensor and the second control unit outputs another Sensor of the measuring device. The two signals are checked for plausibility by one of the control units.
  • This device is only used to check the Sensor signals or the sensor possible. A mistake in the area the control unit or in the signal transmission between the control units can not with this facility be recognized.
  • FIG. 1 shows 2 shows a block diagram of the device according to the invention
  • FIG. 2 a flowchart to illustrate a first embodiment
  • FIG. 3 shows a flow chart for clarification a further embodiment.
  • FIG. 1 In Figure 1 are the essential elements of the invention Device shown.
  • At 100 is an internal combustion engine designated.
  • An actuator 110 places the in the Internal combustion engine 100 fixed amount of fuel to be injected.
  • a first control unit 130 monitors itself for proper Function.
  • the control unit 130 acts on one second control unit 120 with a signal QK. Besides this Signal QK can send further signals from the control unit 130 are transmitted to the second control unit 120. These signals are not shown.
  • the second control unit 120 acts on the actuator 110 with appropriate Control signals AD.
  • the actuator is preferably implemented as a solenoid valve.
  • the control signals for the solenoid valve mark the beginning and the end of fuel metering into the internal combustion engine 100 firm.
  • Other implementations are also an actuator conceivable.
  • the actuator as Control rod or as adjusting lever of a diesel injection pump be realized.
  • the following is an embodiment described, in which the actuator as a solenoid valve is realized.
  • the second control unit 120 includes, among other things, a control device 125 with a switching means 170 with the solenoid valve 110 is connected.
  • the switching means 170 can both from the first control unit 130 and from the second control unit 120 with a signal MAB become. If this signal MAB is present, it is acted upon the switching means 170 the solenoid valve with one Signal MAB that the fuel metering is stopped.
  • the switching valve 170 preferably turns the solenoid valve 110 de-energized so that no fuel metering more done. This gives the advantage that even with one Defect in the control unit 120 a safe shutdown the internal combustion engine is possible.
  • this control device 125 with the first Control unit via an input and an output line connected. Furthermore, the second control unit 120 stands with one first sensor 165 in connection, the a speed signal NNW delivers.
  • the first and the second control device are preferred connected to each other by means of a so-called CAN bus. she exchange the described signals via this interface out.
  • the first control device 130 is preferably a so-called engine control unit that is engine-specific Data calculated.
  • This control unit calculates, for example, based on the accelerator pedal position, the speed and environmental conditions are a quantity quantity, that corresponds to the amount of fuel to be injected. Furthermore, the control unit 130 gives the angular position of the crankshaft, at which the injection should start.
  • the second control unit 120 is usually used as a pump control unit designated. This control device 120 sets convert the motor-specific data into pump-specific signals, to control the fuel pump.
  • the first sensor 165 senses a pulse wheel 160, which is preferably is arranged on the camshaft.
  • the impulse wheel on the camshaft includes numerous markings, for example are arranged at a distance of three degrees.
  • the first control device 130 includes, among other things Quantity specification 135, which with the control device 125 in Connection is established. Furthermore, it includes an error detection device 140, the signals from the quantity specification 135 and the control device 125 receives.
  • the error detection facility 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 senses a pulse wheel 150, which is preferably is arranged on the crankshaft.
  • the signal from sensor 165 is from the second control device 120 evaluated and further to the first control device forwarded. There it arrives for error monitoring 140. There the first speed signal NNW and that second speed signal NKW fed to error evaluation 140.
  • the quantity specification 135 calculated from various, not shown Sensor signals, such as the accelerator pedal position and the speed, which is detected by means of the second sensor 155 is a fuel quantity quantity, which is also called a fuel quantity signal QK is called.
  • This fuel quantity signal QK transmits the first control device 130 to the second control device 120, where this signal to the control stage 125 arrives.
  • the control stage 125 calculates on the basis of the fuel quantity signal QK, as well as a funding start signal, not shown, the second speed signal NNW and possibly other signals a manipulated variable, which is also used as a control signal to act on the solenoid valve.
  • the control device 125 essentially determines Signal that specifies the start of fuel metering and a signal that determines the end of fuel metering. The length of time between the start and end of fueling is called control duration AD.
  • the control signals, the start of injection and the end the fuel metering are determined at certain Positions of the camshaft 160 triggered.
  • the first control unit 130 additionally includes an error detection 140, the different signals with each other on plausibility compares.
  • error detection 140 becomes the fuel quantity signal QK of the quantity specification 135 and the activation period AD supplied to the control device 125. Recognize that Error detection 140 that these two signals are not plausible to each other, a first error counter 141 is increased.
  • the error detection 140 compares the means the sensors 155 and 165 measured speed of the crank and the camshaft with each other. Dodge these two values more than one threshold value from each other, so too detected for errors and a second error counter 142 by one certain value, preferably increased by the value 1. exceeds one of the two error counters a specific one Threshold, it can be assumed that there is an error in the range one of the two control units or on the signal transmission line is present. In this case, the injection prevented. This is done in that the switching device 170 with a corresponding signal Prevention of the fuel supply is controlled.
  • the functioning of the error monitoring 140 is shown in FIG. 2 and 3 shown in more detail.
  • FIG. 2 is the check of the fuel quantity and Driving duration signal AD shown.
  • a first error counter FZ1 is set to 0.
  • the fuel quantity signal QK determined.
  • the drive duration signal determined by the control device 125.
  • the Query 230 checks whether the fuel quantity signal is 0, this means that no fuel is currently being injected should. If this is not the case, the program will help Step 210 continues.
  • query 240 checks whether the drive duration AD is less than or equal to a threshold SW1.
  • This Threshold value SW1 is very short, in particular it takes the value zero. If so, so there is no error.
  • the error counter FZ1 preferably by a constant value reduced by 1. The content of the error counter FZ1 is only reduced until it takes the value zero.
  • Anschlie ⁇ end step 210 follows again.
  • step 250 If the activation duration is greater than the threshold value, that is, there would be a significant amount of fuel with this drive is injected, so in step 250 the first Error counter FZ1 increased by a constant, preferably by 1.
  • the query 260 checks whether the error counter FZ1 is greater as an error threshold SFZ1. This is not the case, step 210 follows, otherwise in step 270 Fault detected, and interrupt the internal combustion engine the fuel supply is shut down.
  • the constants by which the error counter increases or decreases can, but do not have to have the same values.
  • step 300 The checking of the speed signals is shown in FIG.
  • step 310 the camshaft speed NNW detected by sensor 165, this is done preferably by the control unit 120, and for error detection 140 transferred.
  • step 320 the crankshaft speed Commercial vehicle determined using sensor 155.
  • step 330 the difference between double NNW camshaft speed and NKW crankshaft speed certainly.
  • the query 340 checks whether the amount of this Difference is less than a threshold value SW2. Is this the Case, that is, the speed values are almost the same, so in step 345 the error counter FZ2 becomes a constant Value preferably reduced by 1. The content of the Error counter FZ2 is only reduced until it is the Assumes zero. Then the program continues Step 310 continues.
  • step 350 increased by 1.
  • the query 360 checks whether the second error counter exceeded the second error threshold SFZ2 Has. If this is not the case, the program will help Step 310 continues. Otherwise, an error occurs in step 370 recognized and the internal combustion engine switched off.
  • the error counter is set to 0 reset if within a certain period of time no implausibility has occurred.
  • 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)

Claims (7)

  1. Procédé de commande d'un moteur thermique notamment d'un moteur Diesel comportant au moins un actionneur (110) définissant une quantité, avec une première unité de commande (130) prédéterminant en fonction de premières grandeurs, une grandeur de quantité de carburant (QK), tandis qu'une seconde unité de commande (120), partant de la grandeur de quantité de carburant (QK) et d'autres grandeurs définit un signal de commande pour l'actionneur (110),
    caractérisé en ce que
    la seconde unité de commande (120) signale en retour le signal de commande à la première unité de commande (130) et cette première unité de commande (130) compare le signal de commande et la grandeur correspondant à la quantité de carburant (QK) pour en vérifier la plausibilité.
  2. Procédé selon la revendication 1,
    caractérisé en ce qu'
    on reconnaít une non plausibilité si la grandeur correspondant à la quantité de carburant indique une quantité nulle et qu'une durée de commande (AD) d'une électrovanne définissant la quantité est supérieure à un seuil.
  3. Procédé selon l'une des revendications précédentes,
    caractérisé en ce qu'
    en cas d'une non plausibilité, on augmente un premier compteur de défauts.
  4. Procédé selon l'une des revendications précédentes,
    caractérisé en ce que
    la première unité de commande mesure une première vitesse de rotation et la seconde unité de commande mesure une seconde vitesse de rotation, et on estime qu'il y a une non plausibilité et on augmente un second compteur de défauts si les deux vitesses de rotation diffèrent l'une de l'autre d'une valeur supérieure à un seuil.
  5. Procédé selon l'une des revendications précédentes,
    caractérisé en ce qu'
    on coupe l'injection si le premier compteur de défauts dépasse un premier seuil et/ou si le second compteur de défauts dépasse un second seuil.
  6. Procédé selon l'une des revendications précédentes,
    caractérisé en ce que
    le premier seuil de défaut est inférieur au second seuil de défauts.
  7. Dispositif de commande d'un moteur thermiques notamment d'un moteur Diesel, comportant au moins un actionneur (110) déterminant une quantité, avec une première unité de commande (130) prédéterminant une première grandeur d'une quantité de carburant (QK) et une seconde unité de commande (120), que partant de la grandeur représentant la quantité de carburant (QK) et d'une autre grandeur, définit un signal de commande pour l'actionneur (110),
    caractérisé en ce que
    la seconde unité de commande (120) envoie en retour le signal de commande à la première unité de commande (130) et cette dernière (130) compare le signal de commande et la grandeur correspondant à la quantité de carburant pour détecter un défaut.
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
DE4437336A DE4437336A1 (de) 1994-10-19 1994-10-19 Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
DE4437336 1994-10-19

Publications (3)

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

Family

ID=6531153

Family Applications (1)

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)

Families Citing this family (7)

* 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
DE102005046656A1 (de) 2005-09-29 2007-04-05 Robert Bosch Gmbh Vorrichtung zur Steuerung einer Brennkraftmaschine
DE102016215125B4 (de) * 2016-08-12 2019-02-07 Mtu Friedrichshafen Gmbh Verfahren zur Steuerung einer Notfalleinrichtung, Klappensteuergerät und Steuereinrichtung für eine Brennkraftmaschine sowie Brennkraftmaschine
DE102018106871A1 (de) * 2018-03-22 2019-09-26 Thyssenkrupp Ag Verfahren zur Diagnose einer Funktionalität mit diskreten Werten oder diskreten Klassen von Werten auf der Eingangs- oder Ausgangsseite

Family Cites Families (4)

* 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
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

Also Published As

Publication number Publication date
DE4437336A1 (de) 1996-04-25
DE59510112D1 (de) 2002-04-25
EP0708233A2 (fr) 1996-04-24
EP0708233A3 (fr) 1998-06-03

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