EP1045966A1 - Procede et dispositif pour faire fonctionner et surveiller un moteur a combustion interne - Google Patents

Procede et dispositif pour faire fonctionner et surveiller un moteur a combustion interne

Info

Publication number
EP1045966A1
EP1045966A1 EP99936349A EP99936349A EP1045966A1 EP 1045966 A1 EP1045966 A1 EP 1045966A1 EP 99936349 A EP99936349 A EP 99936349A EP 99936349 A EP99936349 A EP 99936349A EP 1045966 A1 EP1045966 A1 EP 1045966A1
Authority
EP
European Patent Office
Prior art keywords
internal combustion
operating
combustion engine
torque
operating state
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
EP99936349A
Other languages
German (de)
English (en)
Other versions
EP1045966B1 (fr
Inventor
Winfried Langer
Frank Bederna
Martin Streib
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 EP1045966A1 publication Critical patent/EP1045966A1/fr
Application granted granted Critical
Publication of EP1045966B1 publication Critical patent/EP1045966B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D31/00—Use of speed-sensing governors to control combustion engines, not otherwise provided for
    • 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
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2441—Methods of calibrating or learning characterised by the learning conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/0015—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for using exhaust gas sensors
    • F02D35/0023—Controlling air supply
    • 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
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
    • F02D41/2454—Learning of the air-fuel ratio control

Definitions

  • the invention relates to a method and a device for operating and monitoring an internal combustion engine.
  • DE-A 195 36 038 (US Pat. No. 5,692,472) describes the monitoring of the control of a conventional internal combustion engine on a torque basis. There, a maximum permissible torque or a maximum permissible power is determined at least on the basis of the accelerator pedal position. Furthermore, the current torque or the current output of the internal combustion engine is calculated depending on the engine speed, ignition angle and load (air mass, etc.). For monitoring, the maximum permissible value is compared with the calculated current value. Fault response measures are initiated when the current value exceeds the maximum permitted. The error reaction measures consist in a power limitation, for example in switching off the fuel supply to the internal combustion engine, until the current value falls below the maximum permissible again.
  • This monitoring strategy offers reliable and satisfactory monitoring of the control of the internal combustion engine in the entire operating range. However, this is based on the measured air mass supplied to the internal combustion engine. In internal combustion engines, which are operated at least in one operating state with a lean air / fuel mixture, the torque or the power determined from the measured air mass does not correspond to the actual values, so that the monitoring described can only be used to a limited extent.
  • the object of the invention is to provide measures for monitoring the control of an internal combustion engine which is operated at least in some operating states with a lean air / fuel mixture.
  • a procedure for the control for a directly injected gasoline internal combustion engine is from the DE-A 196 31 986 known.
  • This internal combustion engine is essentially controlled in two different operating modes, stratified operation and homogeneous operation. In homogeneous operation, fuel is injected during the intake phase and the internal combustion engine is throttled, in stratified operation injection is carried out in the compression phase and the internal combustion engine is operated without throttling.
  • a target torque value is determined at least from the position of an accelerator pedal, which is converted into a fuel mass to be injected. Furthermore, a target throttle valve angle for adjusting the air supply to the internal combustion engine is determined on the basis of this fuel mass in the sense of setting a predetermined target value for the exhaust gas composition. The latter does not apply to stratified operation in which the internal combustion engine is throttled, i.e. with the throttle valve open. Homogeneous operation takes place at least in the area of higher loads, while stratified operation is used in the area of low loads or in the partial load area. Measures to monitor the function of the control system are not described in the publication mentioned.
  • the solution according to the invention allows effective and satisfactory monitoring of the control of an internal combustion engine which is operated at least in some operating states with a lean air / fuel.
  • the fresh air supply is advantageously set such that if an injection were to take place, a torque would result with a stoichiometric mixture composition, which would not lead to an inadmissible vehicle reaction.
  • switching to stoichiometric or rich operation is particularly advantageous, in which case the monitoring method known from the prior art is used. This is advantageously carried out when the accelerator pedal is released. It is also advantageous here if the quantity of fresh air supplied is adjusted by controlling the throttle valve as a function of the driver specification and speed so that there is an idling torque. Then exceeds the currently calculated torque or the currently calculated This error is recognized and countermeasures initiated.
  • the maximum speed is used for monitoring and the amount of fresh air is limited, with either the SC fuel supply being switched off at the same time or in special operating states in which e.g. switching off above the speed, for example due to a hot catalytic converter or for comfort reasons e.g. stoichiometric operation is not initiated in first gear.
  • the known monitoring method is used based on the determined air supply.
  • FIG. 1 shows a control device for controlling an internal combustion engine
  • FIG. 2 an embodiment of the solution according to the invention is outlined as a flowchart using the preferred embodiment of an internal combustion engine with direct petrol injection.
  • the mode of operation of this solution is illustrated in FIG. 3 on the basis of time diagrams.
  • FIG. 1 shows a control unit 10 which comprises at least one input circuit 12, at least one microcomputer 14, an output circuit 16 and a communication system 18 connecting these as elements.
  • the input circuit 12 is supplied with input lines via which signals are supplied from corresponding measuring devices, which represent operating variables or from which operating variables can be derived.
  • an input line 20 is shown which connects the control unit to a measuring device 22 which determines a variable representing the degree of actuation ⁇ of the accelerator pedal.
  • an input line 24 is provided which is connected by a
  • Measuring device 26 originates and via which a variable representing the engine speed NMOT is supplied. Furthermore, an input line 28 connects the control unit 10 to a measuring device 30, which emits a signal representing the supplied air mass HFM. An input line 32 supplies a quantity from a measuring device 34 which corresponds to the current translation IGES in the drive train. In addition, input lines 36 to 40 are provided, which produce signals from measuring devices 42 to 46 representing operating variables. Examples of such operating variables, which are used in the control of the internal combustion engine, are temperature variables, the position of the throttle valve angle, etc. To control the internal combustion engine, in the exemplary embodiment shown in FIG. 1, output lines 48 to 52 for controlling the injection valves 54 and an output line 56 for controlling the electric motor-adjustable throttle valve 58. In addition, at least lines, not shown, are provided for controlling the ignition.
  • the fuel and air supply is controlled in accordance with a predetermined air / fuel ratio.
  • the latter can be lean or, depending on the operating situation, change between a rich, an almost stoichiometric or a lean setting during operation.
  • a torque setpoint is formed on the basis of the degree of actuation ⁇ , which is converted into a value for the fuel mass to be injected.
  • the conversion takes place, for example, taking into account the engine speed and the current operating mode.
  • the switchover between homogeneous and stratified operation takes place, for example, depending on the load state of the internal combustion engine.
  • the internal combustion engine is operated, for example, with a higher load in homogeneous operation, with a lower load, even when idling and at partial load in shift operation.
  • a desired throttle valve angle is calculated, depending on which the throttle valve adjustable by the electric motor and thus the air supply to the internal combustion engine is set.
  • a specified target value for the air-fuel ratio is taken into account.
  • stratified operation the internal combustion engine works without throttling, ie with a lean mixture composition. The throttle valve is not adjusted. Switching strategies between the two operating states are known, for example, from the prior art mentioned at the beginning.
  • control unit described in FIG. 1 is used to control an intake manifold injection engine that is operated lean, or to control an engine with direct petrol injection.
  • the at least one operating state is an operating state in which the accelerator pedal is almost released, in particular its position falls below a predetermined threshold value and the engine speed exceeds a limit value. Then only at least one of the operating modes shown above is permitted. If deviations e.g. Based on the torque monitoring, error measures are initiated. If the speed is below the limit and / or the accelerator pedal position is above the threshold, operation with a lean air / fuel ratio is permitted. Monitoring by torque comparison does not take place.
  • a threshold value e.g. 1500 rpm
  • the throttle valve position is set using a corresponding speed-dependent characteristic curve.
  • the known comparison of moments or performance takes place on the basis of a comparison value calculated from a measured signal representing the fresh air quantity or mass. If the comparison value exceeds the maximum permissible, the power supply for the electrically controlled throttle valve is switched off and / or the fuel supply is interrupted.
  • a shift is carried out in a first exemplary embodiment to check whether the accelerator pedal is in the idle position, that is to say is completely released, in order to detect errors.
  • a maximum engine speed for example 1500 rpm, is specified. If the actual speed exceeds this maximum speed, the fuel supply to the internal combustion engine is switched off until the engine speed drops below the maximum speed again. An increased rail pressure can therefore not have a negative effect, undesired operating situations in this operating phase are effectively avoided.
  • a maximum speed is specified not only in the idling operating state, ie when the accelerator pedal is released, but in the entire accelerator pedal position range. A characteristic curve is stored in which the maximum speed is read out depending on the degree of actuation of the accelerator pedal. If the actual speed exceeds the Maximaid dependent on the degree of actuation number, the fuel supply is switched off as shown above.
  • a preferred exemplary embodiment for an internal combustion engine with gasoline direct injection is shown on the basis of the flow slide 2 outlines a computer program.
  • a corresponding program results when the described solution is used for intake manifold injectors.
  • the program is started at specified time intervals.
  • the necessary operating variables such as degree of actuation ⁇ , engine speed NMOT, gear ratio IGES and, if appropriate, catalyst temperature TKAT are read.
  • a comparison is made between the degree of actuation and a limit value to determine whether the accelerator pedal is in the idle position (LL). If this is not the case, the program is ended and initiated at the next point in time.
  • step 108 determines the permissible torque MZUL on the basis of the degree of actuation of the accelerator pedal and, if applicable, other operating variables, and the current actual torque MIST on the basis of the air mass and other operating variables.
  • step 110 the actual torque is compared with the maximum permissible torque. If the actual torque exceeds the maximum permissible torque, an error reaction is initiated in step 112, for example the fuel supply is switched off and / or the electrically controllable throttle valve is disconnected from the power supply. This is then returned to its rest position by a reset device. If the actual torque does not exceed the maximum permissible torque, the program is ended as in step 112 and carried out again at the next point in time.
  • step 104 If step 104 has shown that the fuel supply would be switched off above the limit speed, the current engine speed NMOT is compared with the predetermined limit value NO in step 114. If the engine speed exceeds this limit value, the fuel supply is switched off in accordance with step 116. Furthermore, the fresh air supply is limited as described above. The program then ends in step 104, as in the case of a no answer, or continues with step 110.
  • FIG. 3 shows the course of the degree of actuation ⁇ over time
  • FIG. 3b shows the course of the engine speed NMOT or the limit value NO of the engine speed
  • FIG. 3c shows the course of the maximum permissible torque MZUL and the actual torque MIST.
  • Figure 3d the
  • FIG. 3b shows how the engine speed NMOT (solid line) changes in accordance with the driver specification (cf. FIG. 3a).
  • the limit speed NO dashed line
  • the engine speed exceeds the limit value (see FIG. 3b), at time T2, the limit value is again undershot.
  • FIG. 3d shows the curve of the maximum permissible torque (dashed line) and the current actual torque (solid line).
  • the actual torque and the maximum permissible torque essentially correspond to the driver specification ß.
  • a maximum permissible torque is specified for the idle state.
  • the check is carried out on the basis of the engine speed curve.
  • the stoichiometric metric mode switched. This means that in this case the monitoring takes place on the basis of the moment signals. If the actual torque exceeds the maximum permissible torque at time T3 and falls below this torque at time T4, the fuel supply is switched off between times T3 and T4 (cf. FIG. 3d).
  • the engine speed curve and the actual torque curve are clearly separated from each other for clarification. In the second operating phase, therefore, exceeding the limit speed by the engine speed does not lead to one

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)

Abstract

L'invention concerne un procédé et un dispositif pour faire fonctionner et surveiller un moteur à combustion interne. Dans au moins un état de fonctionnement, le moteur à combustion interne fonctionne avec un mélange pauvre air/carburant, au moins une grandeur représentant le degré d'actionnement de la pédale d'accélérateur et une grandeur représentant la vitesse de rotation du moteur étant détectées. Dans au moins un état de fonctionnement, seul un fonctionnement du moteur à combustion interne avec un mélange presque stoechiométrique ou pauvre et/ou seul un fonctionnement avec une amenée d'air limitée sont permis, et le fonctionnement du moteur à combustion interne est surveillé sur la base d'au moins une grandeur de fonctionnement.
EP99936349A 1998-09-09 1999-05-28 Procede et dispositif pour faire fonctionner et surveiller un moteur a combustion interne Expired - Lifetime EP1045966B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19841151 1998-09-09
DE19841151A DE19841151A1 (de) 1998-09-09 1998-09-09 Verfahren und Vorrichtung zum Betreiben und zur Überwachung einer Brennkraftmaschine
PCT/DE1999/001579 WO2000014394A1 (fr) 1998-09-09 1999-05-28 Procede et dispositif pour faire fonctionner et surveiller un moteur a combustion interne

Publications (2)

Publication Number Publication Date
EP1045966A1 true EP1045966A1 (fr) 2000-10-25
EP1045966B1 EP1045966B1 (fr) 2002-08-14

Family

ID=7880336

Family Applications (1)

Application Number Title Priority Date Filing Date
EP99936349A Expired - Lifetime EP1045966B1 (fr) 1998-09-09 1999-05-28 Procede et dispositif pour faire fonctionner et surveiller un moteur a combustion interne

Country Status (8)

Country Link
US (1) US6357419B1 (fr)
EP (1) EP1045966B1 (fr)
JP (1) JP4369621B2 (fr)
KR (1) KR100694743B1 (fr)
BR (1) BR9906941A (fr)
DE (2) DE19841151A1 (fr)
RU (1) RU2220307C2 (fr)
WO (1) WO2000014394A1 (fr)

Families Citing this family (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10215406B4 (de) * 2002-04-08 2015-06-11 Robert Bosch Gmbh Verfahren und Vorrichtung zur Steuerung eines Motors
DE102004043957A1 (de) * 2003-09-19 2005-04-21 Luk Lamellen & Kupplungsbau Verfahren zur Steuerung eines Kraftfahrzeug-Antriebsstrangsystems
US7594496B2 (en) * 2003-12-20 2009-09-29 Robert Bosch Gmbh Method and device for operating a drive unit of a vehicle
DE102004022554B3 (de) * 2004-05-07 2005-11-03 Siemens Ag Verfahren und Vorrichtung zum Ermitteln eines Fahrerwunschdrehmoments bei einer Brennkraftmaschine
DE102006048169A1 (de) * 2006-10-10 2008-04-17 Robert Bosch Gmbh Verfahren zur Überwachung einer Funktionsfähigkeit einer Steuerung
DE102007035097B4 (de) * 2007-07-26 2016-05-19 Robert Bosch Gmbh Verfahren und Vorrichtung zum Betreiben einer Antriebseinheit
FR2936569B1 (fr) * 2008-09-30 2011-07-22 Peugeot Citroen Automobiles Sa Procede de demarrage d'un moteur a combustion interne.
WO2010059079A1 (fr) * 2008-11-19 2010-05-27 Volvo Lastvagnar Ab Procédé et dispositif pour réduire une teneur en nox dans le gaz d'échappement d'un moteur à combustion interne dans un véhicule
KR102395281B1 (ko) * 2016-12-12 2022-05-09 현대자동차주식회사 엔진 제어 장치 및 방법

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JPH0623551B2 (ja) 1984-10-22 1994-03-30 富士重工業株式会社 車両用エンジンの空燃比制御装置
JP2545401B2 (ja) * 1987-07-30 1996-10-16 株式会社日立製作所 エンジン制御装置
US5123397A (en) * 1988-07-29 1992-06-23 North American Philips Corporation Vehicle management computer
FR2657398B1 (fr) 1990-01-22 1994-06-10 Renault Procede de regulation sur vehicule d'un moteur a injection directe et allumage commande et systeme pour la mise en óoeuvre du procede et utilisation pour un moteur deux temps.
US5080064A (en) * 1991-04-29 1992-01-14 General Motors Corporation Adaptive learning control for engine intake air flow
DE4223520C2 (de) 1992-07-17 2001-05-17 Bosch Gmbh Robert Steuersystem für die Kraftstoffzumessung einer Brennkraftmaschine
FR2722248B1 (fr) 1994-07-11 1996-08-14 Siemens Automotive Sa Procede et dispositif de regulation de las richesse de combustion d'un moteur a combustion interne
DE19536038B4 (de) 1995-09-28 2007-08-16 Robert Bosch Gmbh Verfahren und Vorrichtung zur Steuerung der Antriebseinheit eines Kraftfahrzeugs
SE522177C2 (sv) * 1996-08-27 2004-01-20 Mitsubishi Motors Corp Styranordning för en förbränningsmotor med cylinderinsprutning och gnisttändning
WO1998009064A1 (fr) * 1996-08-28 1998-03-05 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Dispositif de regulation de carburant pour moteur a combustion interne du type a injection dans les cylindres
JP3541661B2 (ja) * 1997-12-17 2004-07-14 日産自動車株式会社 エンジンのトルク制御装置

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Also Published As

Publication number Publication date
JP4369621B2 (ja) 2009-11-25
KR100694743B1 (ko) 2007-03-14
US6357419B1 (en) 2002-03-19
JP2002524682A (ja) 2002-08-06
BR9906941A (pt) 2000-10-03
RU2220307C2 (ru) 2003-12-27
DE19841151A1 (de) 2000-03-16
EP1045966B1 (fr) 2002-08-14
KR20010024586A (ko) 2001-03-26
DE59902332D1 (de) 2002-09-19
WO2000014394A1 (fr) 2000-03-16

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