EP1045966B1 - Verfahren und vorrichtung zum betreiben und zur überwachung einer brennkraftmaschine - Google Patents

Verfahren und vorrichtung zum betreiben und zur überwachung einer brennkraftmaschine Download PDF

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Publication number
EP1045966B1
EP1045966B1 EP99936349A EP99936349A EP1045966B1 EP 1045966 B1 EP1045966 B1 EP 1045966B1 EP 99936349 A EP99936349 A EP 99936349A EP 99936349 A EP99936349 A EP 99936349A EP 1045966 B1 EP1045966 B1 EP 1045966B1
Authority
EP
European Patent Office
Prior art keywords
internal combustion
combustion engine
operating
monitoring
torque
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
EP99936349A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP1045966A1 (de
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
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Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1045966A1 publication Critical patent/EP1045966A1/de
Application granted granted Critical
Publication of EP1045966B1 publication Critical patent/EP1045966B1/de
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
    • 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.
  • FR-A 2 722 248 describes a procedure for operation an internal combustion engine known in at least one Operating condition with a lean air / fuel ratio is operated and at least one of the accelerator pedal actuation representative size and a the engine speed representative size is recorded, an optimal one Value for the air / fuel ratio is determined and with the deviation of this optimal value from the measured Air / fuel ratio value a correction the setting of the throttle valve of the internal combustion engine in In terms of regulating the measured value to the optimum Value takes place. Instructions for monitoring the operation not given.
  • This surveillance strategy offers a reliable and satisfactory one Monitoring the control of the internal combustion engine in the entire operating area. However, it is based on the measured air mass supplied to the internal combustion engine. In internal combustion engines that are at least in one operating state operated with a lean air / fuel mixture are determined from the measured air mass Torque or the determined power is not the actual one Values, so that the described monitoring only is conditionally operational.
  • a control procedure for a direct injected Gasoline engine is out of the DE-A 196 31 986 known.
  • This internal combustion engine is in essentially in two different operating modes, the Shift operation and homogeneous operation, controlled.
  • fuel is injected during the intake phase and throttled the internal combustion engine, in shift operation is injected into the compression phase and the Internal combustion engine operated without throttling.
  • a target torque value the one to be injected Fuel mass is implemented. Also going out a target throttle valve angle from this fuel mass to adjust the air supply to the internal combustion engine determined in the sense of setting a predetermined target value for the exhaust gas composition.
  • the latter does not apply for shift operation in which the internal combustion engine is not throttled, i.e. with the throttle valve open.
  • Homogeneous operation takes place at least in the area of higher loads instead of shift operation in the lower area Loads or in the partial load range. Activities for function monitoring of the control system are mentioned in the Publication not described.
  • the solution according to the invention allows an effective and satisfactory monitoring of the control of an internal combustion engine, the at least in some operating conditions is operated with a lean air / fuel mixture.
  • the fresh air supply is adjusted so that when an injection would take place with stoichiometric mixture composition would give a torque which does not lead to an impermissible vehicle reaction.
  • FIG. 1 shows a control device for controlling an internal combustion engine
  • FIG. 2 an embodiment the solution according to the invention as the flow diagram is preferred
  • Embodiment of an internal combustion engine with gasoline direct injection is outlined. How this solution works is illustrated in Figure 3 using timing diagrams.
  • a control unit 10 which as Elements at least one input circuit 12, at least one Microcomputer 14, an output circuit 16 and this one connecting communication system 18 includes.
  • the input circuit 12 are input lines supplied via the signals supplied by corresponding measuring devices which represent company sizes or from which company sizes are derivable.
  • FIG Input line 20 which the control unit with a measuring device 22 which connects a the degree of actuation ⁇ representing the accelerator pedal size.
  • an input line 24 is provided, which is from a Measuring device 26 originates and via which the engine speed NMOT representative size is supplied.
  • an input line 28 to the control unit 10 Measuring device 30, which is the supplied air mass HFM representing signal.
  • An input line 32 leads from a measuring device 34 a size that the current IGES translation in the drive train corresponds. Further input lines 36 to 40 are provided, the operating variables representative signals from measuring devices Bring 42 to 46. Examples of such company sizes, the use in the control of the internal combustion engine find, are temperature variables, the position of the throttle valve angle, etc. Go to control the internal combustion engine in the embodiment shown in Figure 1 by the Output circuit 16 output lines 48 to 52 for control of the injection valves 54 and an output line 56 to control the throttle valve adjustable by electric motor 58 out. In addition, at least not shown Lines are provided to control the ignition.
  • the Fuel and air supply according to a predetermined Air / fuel ratio controlled.
  • the latter can be lean be or during operation depending on the operating situation between a fat, an almost stoichiometric or change a lean attitude.
  • a torque setpoint is formed, which in a value for the fuel mass to be injected is implemented.
  • the conversion is done, for example taking into account the engine speed and the respective current operating mode.
  • Switching between homogeneous and Shift operation takes place, for example, depending on the load condition the internal combustion engine. So the internal combustion engine e.g. with higher load in homogeneous operation, with low load, also operated at idle and at partial load in shift operation. In homogeneous operation it depends on the calculated Fuel mass taking into account the current operating status the internal combustion engine a target throttle valve angle calculated, depending on the electromotive adjustable throttle valve and thus the air supply is set to the internal combustion engine.
  • control unit described in Figure 1 is used depending on the embodiment for the control of an intake manifold injection engine, the lean is operated, or to control a Engines with direct petrol injection.
  • the satisfactory functionality is in lean operation the comparison for monitoring the Function of the control of the internal combustion engine is not guaranteed.
  • monitoring of the control function is provided, at least in a particular Operating state only an operation with stoichiometric or almost stoichiometric or with a rich air / fuel ratio or with limited fresh air supply. This allows the torque and power monitoring mentioned at the beginning satisfactory in this operating state be performed.
  • the at least one operating state is an operating state, in which the accelerator pedal is almost released, especially his position falls below a predetermined threshold and the engine speed exceeds a limit. Then only at least one of the operating modes shown above authorized. If deviations e.g. by virtue of If the torque monitoring is recognized, error measures are initiated. The speed is below the limit and / or the accelerator pedal position above the threshold operation with a lean air / fuel ratio is permitted. Monitoring by torque comparison takes place not instead.
  • the engine speed is above a threshold value (e.g. 1500 rev / min), the Fuel supply switched off (overrun cut-off).
  • a threshold value e.g. 1500 rev / min
  • the Fuel supply switched off overrun cut-off
  • the Throttle valve and thus the fresh air supply set so that there is an engine torque in the range of the idle torque would, if instead of the fuel cut-off e.g. as a result of a fault condition to the fresh air quantity or mass stoichiometric fuel quantity or mass injected would.
  • the throttle valve position is over a corresponding speed-dependent characteristic curve is set.
  • the known moment or performance comparison based on one from one measured, representing the fresh air quantity or mass Signal calculated comparison value instead. exceeds the comparison value the maximum allowable, the Power supply for the electrically controlled throttle valve switched off and / or the fuel supply is interrupted.
  • a maximum engine speed For example, 1500 rev / min. exceeds the actual speed this maximum speed becomes the fuel supply switched off to the internal combustion engine until the engine speed drops below the maximum speed again. On increased rail pressure cannot have a negative impact, are undesired operating situations in this operating phase effectively avoided.
  • a maximum speed is not only in idle mode, i.e. with the accelerator pedal released, specified, but in the entire accelerator pedal position range. There is a characteristic curve filed in which the maximum speed depends on the degree of actuation the accelerator pedal is read out. exceeds the actual speed is the maximum speed depending on the degree of actuation, the fuel supply is switched off as shown above.
  • ⁇ stoichiometric operation
  • the Torque comparison known from the prior art mentioned at the outset carried out.
  • the fuel mass does not have to be taken into account are recognized so that possible error states and unwanted operating situations in this operating state be effectively avoided.
  • torque monitoring is a corresponding monitoring of the performance of the internal combustion engine carried out.
  • FIG. 1 A preferred embodiment for an internal combustion engine with gasoline direct injection is based on the flow chart a computer program is outlined in FIG. A corresponding one Program results from the application of the described Solution for intake manifold injectors.
  • the program is started at specified time intervals.
  • the necessary operating parameters such as degree of actuation ⁇ , engine speed NMOT, Gear ratio IGES and, if applicable, catalyst temperature TKAT read.
  • the degree of actuation checked with a limit value, whether the accelerator pedal is in neutral (LL). If this is not the case, the program is ended and the initiated next time.
  • step 108 the permissible torque MZUL as well as on the basis of air mass and other farm sizes the current actual torque MIST is determined.
  • Step 110 becomes the actual torque with the maximum allowable Moment compared. If the actual torque exceeds the maximum permissible torque, an error reaction becomes step 112 initiated, for example, the fuel supply is switched off and / or the electrically controllable throttle valve is de-energized connected. This is then reset by a device returned to their rest position. Exceeds that If the maximum torque is not the moment, the program will as ended after step 112 and at the next time performed again.
  • Step 104 has indicated that the fuel cut would be carried out above the limit speed so in step 114 the current engine speed NMOT with compared to the predetermined limit value N0. Exceeds the Engine speed this limit value, according to step 116 Fuel supply switched off. Furthermore, as described above the fresh air supply is limited. Then the program as in the case of a no answer in step 104 or continued with step 110.
  • the mode of operation is like known in the context of torque or performance comparison checked so that the program shown in Figure 2 only when operating in shifts, i.e. when injected into the Compression phase is run through.
  • Figure 3 The embodiment described in Figure 2 is in Figure 3 using an exemplary operating situation with the help illustrated by time diagrams.
  • Figure 3a shows the Course of the degree of actuation ⁇ over time
  • Figure 3b the engine speed NMOT or the limit value N0 of the engine speed
  • Figure 3c the course of the maximum allowable torque MZUL and the actual torque MIST.
  • Figure 3d the Operating state Switch off the fuel supply using a bivalent signal over time.
  • FIG. 3b shows how the engine speed changes NMOT (solid line) according to the driver specification (see Figure 3a) changed.
  • NMOT solid line
  • N0 dashed line
  • Exceeds at time T1 the engine speed is the limit value (see FIG. 3b), at time T2, the limit is again undershot. Therefore, between the times T1 and T2 according to FIG. 3d the fuel supply is switched off. The course is in FIG.

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  • 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)
EP99936349A 1998-09-09 1999-05-28 Verfahren und vorrichtung zum betreiben und zur überwachung einer brennkraftmaschine Expired - Lifetime EP1045966B1 (de)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19841151A DE19841151A1 (de) 1998-09-09 1998-09-09 Verfahren und Vorrichtung zum Betreiben und zur Überwachung einer Brennkraftmaschine
DE19841151 1998-09-09
PCT/DE1999/001579 WO2000014394A1 (de) 1998-09-09 1999-05-28 Verfahren und vorrichtung zum betreiben und zur überwachung einer brennkraftmaschine

Publications (2)

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

Family

ID=7880336

Family Applications (1)

Application Number Title Priority Date Filing Date
EP99936349A Expired - Lifetime EP1045966B1 (de) 1998-09-09 1999-05-28 Verfahren und vorrichtung zum betreiben und zur überwachung einer brennkraftmaschine

Country Status (8)

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

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
JP2007515333A (ja) * 2003-12-20 2007-06-14 ロベルト・ボッシュ・ゲゼルシャフト・ミト・ベシュレンクテル・ハフツング 惰性運転における車両駆動ユニットの運転方法および装置
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.
JP5302412B2 (ja) * 2008-11-19 2013-10-02 ボルボ ラストバグナー アーベー 車両の内燃機関の排気ガス内のＮＯｘ含有量を低減する方法及び装置
KR102395281B1 (ko) * 2016-12-12 2022-05-09 현대자동차주식회사 엔진 제어 장치 및 방법

Family Cites Families (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
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
EP0857866A4 (en) * 1996-08-28 2005-03-30 Mitsubishi Motors Corp FUEL CONTROL DEVICE FOR INJECTION TYPE INTERNAL COMBUSTION ENGINE IN CYLINDERS
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

Also Published As

Publication number Publication date
BR9906941A (pt) 2000-10-03
KR20010024586A (ko) 2001-03-26
JP2002524682A (ja) 2002-08-06
KR100694743B1 (ko) 2007-03-14
RU2220307C2 (ru) 2003-12-27
DE59902332D1 (de) 2002-09-19
EP1045966A1 (de) 2000-10-25
JP4369621B2 (ja) 2009-11-25
DE19841151A1 (de) 2000-03-16
WO2000014394A1 (de) 2000-03-16
US6357419B1 (en) 2002-03-19

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