EP1228300A1 - Control system for protecting an internal combustion engine from overloading - Google Patents
Control system for protecting an internal combustion engine from overloadingInfo
- Publication number
- EP1228300A1 EP1228300A1 EP00979536A EP00979536A EP1228300A1 EP 1228300 A1 EP1228300 A1 EP 1228300A1 EP 00979536 A EP00979536 A EP 00979536A EP 00979536 A EP00979536 A EP 00979536A EP 1228300 A1 EP1228300 A1 EP 1228300A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- signal
- controller
- control system
- value
- component
- 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
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
- F02D31/001—Electric control of rotation speed
- F02D31/007—Electric control of rotation speed controlling fuel supply
- F02D31/009—Electric control of rotation speed controlling fuel supply for maximum speed control
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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
- F02D2250/00—Engine control related to specific problems or objectives
- F02D2250/18—Control of the engine output torque
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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
- F02D2250/00—Engine control related to specific problems or objectives
- F02D2250/18—Control of the engine output torque
- F02D2250/26—Control of the engine output torque by applying a torque limit
Definitions
- the invention relates to a control system for protecting an internal combustion engine against overload, the power of which is set via a power-determining signal as a function of an input signal characterizing the power requirement.
- Engine speed setpoint for a speed control loop and a pitch angle setpoint for a load control stage are calculated.
- the engine speed controller uses the system deviation to calculate an injection quantity and its difference from the maximum possible injection quantity. This difference is led to the load control level.
- the load control stage controls a variable pitch propeller depending on the pitch angle setpoint
- Injection quantity difference and the engine speed gradient are not taken into account in this system.
- Changed boundary conditions such as higher fuel quality or rapid load increases at the output, cause high engine moments. These can be higher than the values specified by the engine manufacturer and can damage the internal combustion engine.
- the object of the invention is to develop it further with a view to reliable protection of the internal combustion engine.
- a control system in which a differential torque is calculated from the current and a maximum permissible engine torque.
- the differential torque largely determines a second signal.
- the second signal and a first signal determined from the desired power are fed to a selection means.
- the first or second signal is set as a power-determining signal via the selection means.
- a power-determining signal is to be understood as an injection quantity or a control path of a control rod.
- the selection means contain a minimum value selection. Via the minimum value selection, the signal is set as the power-determining signal, the value of which is the least.
- the first signal is determined by means of a first controller or alternatively by means of a function block.
- the second signal is in turn determined by a second controller. Further configurations are listed in the subclaims.
- the control system according to the invention is designed in such a way that in normal operation the first signal represents the power-determining signal.
- the internal combustion engine is determined by the first controller or by a function block depending on the desired performance, i.e. it is in speed mode. If the torque at the output of the internal combustion engine now exceeds the maximum permissible engine torque, the value of the second signal falls below the value of the first signal. A change in dominance to the second controller then takes place via the selection means.
- the second controller determines the power of the internal combustion engine via the second signal, i.e. it is in the torque limit controller mode, hereinafter referred to as MBR mode. Due to the control deviation, the second controller will reduce the output torque by reducing the output-determining signal until the maximum permissible engine torque is again undershot. Then there is a switch back to the first controller.
- the two control loops are coupled to one another, the integrating component of the second controller depending on the differential torque either being set to the value of the first signal or being limited.
- the solution according to the invention and its configuration offer the advantage that a reaction to a rapidly increasing torque on the output, for example when a waterjet drive is immersed again, is specifically reduced by reducing the power-determining signal. As a result, the internal combustion engine is effectively protected against overload.
- the internal combustion engine is easier to tune.
- the test for each internal combustion engine during a test bench run individual characteristic values of the internal combustion engine, for example the limit line (DBR curve) of the maximum permissible fuel injection quantity.
- these applied data values differ from internal combustion engine to internal combustion engine of the same type and only apply to the specified boundary conditions.
- the invention opens up the possibility that identical data values can be used in such a way that the maximum engine torque is output under all possible boundary conditions. If the measured engine torque is greater than the maximum permissible engine torque, the second controller carries out a correction in the sense of a reduction in the power-determining signal.
- control system shown in the invention can be used in internal combustion engines in common rail construction, PLD construction (pump-line-nozzle) or conventional construction.
- FIG. 1 A system diagram
- FIG. 1 block diagram of the first and second controller
- FIG. 1 shows a block diagram of an internal combustion engine with a storage injection system (common rail).
- This shows an internal combustion engine 1 with a turbocharger and charge air cooler 2, an electronic engine control unit 11, a first pump 4, a second pump 6, a high-pressure accumulator (rail) 7, injectors 8 connected thereto and a throttle valve 5.
- the first pump 4 delivers from a Fuel tank 3 transfers the fuel via throttle valve 5 to second pump 6. This in turn delivers the fuel under high pressure into high-pressure accumulator 7.
- the pressure level of high-pressure accumulator 7 is detected by a rail pressure sensor 10. Lines with the injectors 8 connected to them for each cylinder of the internal combustion engine 1 branch off from the high-pressure store 7.
- the electronic engine control unit 1 1 controls and regulates the state of the internal combustion engine 1. This has the usual components of a
- Microcomputer systems for example microprocessor, I / O modules, buffers and memory modules (EEPROM, RAM).
- the operating data relevant to the operation of the internal combustion engine 1 are applied in characteristic diagrams / characteristic curves in the memory modules.
- the input variables of the electronic engine control unit 11 shown in FIG. 1 are: pressure of the cylinder space plST (i), which is measured by means of pressure sensors 9, pressure pCR of the high-pressure accumulator 7, power requirement FW, and further input variables, which are identified by the collective reference symbol E. ,
- the control signals for the injectors 8, corresponding to the start of injection SB and the injection quantity ve, and the control signal ADV for the throttle valve 5 are shown as output variables A of the electronic engine control unit 11.
- the inflow to the second pump 6 is set via the throttle valve 5.
- FIG. 2 shows a block diagram of the control system with a coupled control loop structure. Shown are: a first controller 14, a second controller 15, a selection means 16 and the internal combustion engine 1 with the injection system.
- the internal combustion engine 1 drives an engine load 12, for example a waterjet drive, via a clutch 13.
- the tooth angles Phi 1 and Phi2 of the clutch 13 are detected by speed sensors 22.
- the engine speed nMOT is calculated from the tooth angle Phi 1 via the function block capture / filter 18. This signal is compared at a subtraction point with the reference variable, the engine speed setpoint nMOT (SW).
- the setpoint nMOT (SW) represents the input signal that characterizes the desired performance.
- the motor torque MK at the output of the internal combustion engine 1 is determined from the two tooth angles Phi 1 and Phi2 via the function block capture / filter 17.
- the engine torque MK is compared with a maximum permissible engine torque MK (Max).
- the maximum permissible motor torque MK (Max) is determined from the input variables E, e.g. B. Engine speed nMOT, supercharger speed, charge air pressure pLL, fuel, exhaust gas and cooling water temperature.
- E e.g. B.
- Engine speed nMOT supercharger speed
- charge air pressure pLL charge air pressure
- fuel exhaust gas and cooling water temperature.
- this can also be calculated using a mathematical model.
- the mathematical model can contain a thermodynamic image of the internal combustion engine.
- the input variables of the first controller 14 are: the speed difference dnMOT, the
- the signal ve2 (F) arises from a second signal ve2 by the second signal ve2 being modified via a delay element 20 and filter 21.
- the second signal ve2 can also be routed directly to the first controller 14 or only via the delay element 20 or the filter 21.
- the output variable of the first controller 14 is the first signal ve 1. This is fed to the selection means 16 and the second controller 15.
- the input variables of the second controller 15 are: the differential torque MK (Diff), the first signal ve l and a modified controller mode RM (ver).
- the signal of the modified controller mode RM (ver) in turn corresponds to a controller mode RM delayed by one sampling period. The time delay takes place by means of the delay element 19.
- the output signal of the second controller 15 is the second signal ve2. This is guided to the selection means 16 and the delay element 20.
- the selection means 16 contains a minimum value selection. Via the minimum value selection, the first signal ve l is set as the power-determining signal ve if the first signal ve 1 is less than or equal to the second signal ve2. In this case, the controller mode RM is set to a first value. This corresponds to operating the internal combustion engine in the speed mode. The second signal ve2 is set as the power-determining signal ve when the second signal ve2 is smaller than the first signal vel. In this case the controller mode RM is set to a second value. This corresponds to operating the internal combustion engine in MBR mode. The output signals of the minimum value selection.
- the first signal ve l is set as the power-determining signal ve if the first signal ve 1 is less than or equal to the second signal ve2.
- the controller mode RM is set to a first value. This corresponds to operating the internal combustion engine in the speed mode.
- the second signal ve2 is set as the power-determining signal ve when the second signal ve2 is smaller than the
- Selection means 16 are the power-determining signal ve and the regulator mode RM.
- the power-determining signal ve is fed to the injection device of the internal combustion engine 1.
- the output-determining signal in the sense of the invention is to be understood as the injection quantity or the control path of a control rod.
- the structure of the first controller 14 is explained in connection with FIG. 7.
- the structure of the second controller 15 is explained in connection with FIGS. 4 to 6.
- the control system works as follows: As long as the engine torque MK is significantly smaller than the maximum permissible engine torque MK (Max), the second controller 15 does not intervene in the first controller 14. This is ensured by the fact that the integrating component (I component) of the second controller 15 is set to the value of the first signal vel calculated by the first controller 14. Since the differential torque MK (Diff) is positive, the integrating part of the second controller 15, z. B. when using a PI controller, added with a positive proportional component (P component). The second signal ve2 calculated by the second controller 15 is thus greater than the first signal ve l. As a result, the engine remains in the speed mode.
- the second signal ve2 calculated by the second controller 15 is used to limit the I component of the first controller 14.
- the I component of the first controller 14 is limited in time because of the delay element 20 and the filter 21. There is therefore no feedback of the first signal ve l to the I component of the first controller 14.
- the output of the first controller 14 and the I component of the first controller 14 are dynamically decoupled. This effectively prevents unwanted amplification of the controller dynamics. For example, when the internal combustion engine is relieved quickly, the output signal of the first controller 14, ie the first signal ve l, decreases. to this extent the I component of the second controller 15 and the second signal ve2 also decrease. Without the delaying effect of the filter 21, the I component of the first controller 14 would possibly also be reduced, which could lead to a further reduction of the first signal ve l.
- FIG. 3 shows an alternative embodiment of the block diagram of FIG. 2.
- the first signal ve l is calculated via a function block 23 as a function of a power request, here accelerator pedal FP.
- Function block 23 includes the conversion of the accelerator pedal position into the first signal ve l. Corresponding characteristics including a limitation are provided for this.
- the input variables required for the conversion are shown with the reference symbol E, for example engine speed nMOT, charge air pressure pLL, etc.
- the second signal ve2 in the block diagram according to FIG. 3 is directed exclusively to the selection means 16.
- the target / actual comparison of the engine speed is omitted, since the power requirement is specified via an accelerator pedal.
- the further structure corresponds to that of Figure 2, so that what is said there applies.
- FIG. 4 shows the block diagram of the second controller 15.
- This has an integrating component and is shown as an example as a PI controller in a time-discrete form.
- the second controller 15 can also be implemented as a PID controller or as a PI (DT1) controller.
- the input variables of the second controller 15 are: the modified controller mode RM (ver), the first signal ve l and the differential torque MK (Diff).
- the output variable of the second controller 15 is the second signal ve2.
- the second controller 15 has, as components, a multiplication 25, a function block calculation I component 24 and a summation 26.
- the P component ve2 (P) is calculated via the multiplication 25.
- the I component ve2 (l) is calculated via the function block 24.
- the P component ve2 (P) is calculated from the differential torque MK (Diff) and a proportional coefficient kp.
- the proportional coefficient kp can either be predetermined constantly or, depending on the engine torque MK and the value of the second signal ve2 calculated one sampling period earlier, can be calculated. Alternatively, it can also be provided that the proportional coefficient kp is calculated as a function of the engine torque MK and the I component ve2 (l) calculated a sampling period earlier.
- the transmission behavior of the second controller 15 can be adapted to different operating conditions, for example different fuel density or changes in the engine efficiency depending on the operating point.
- the dynamic behavior of the second controller 15 can be optimized if the differential torque MK (Diff) is additionally taken into account when calculating the kp value.
- FIG. 6 shows a block diagram for calculating the I component ve2 (l) from FIG. 4.
- the figure in FIG. 5 belongs to this figure.
- the input variables of the block diagram in FIG. 6 are: the first signal vel, the modified controller mode RM (ver) and the
- the output variable is the I component ve2 (l) of the second signal ve2.
- the function block calculation integral part 24 includes a first software switch 33 and a second software switch 34. The following relationships apply to the switch positions of the first software switch 33:
- the delayed controller mode RM (ver) is greater than or equal to the value L2, then input C is active.
- the value L2 is constantly set to 1.
- the delayed controller mode RM (ver) is 1 in the speed mode, i. H. in normal operation of the internal combustion engine. 2. If the delayed controller mode RM (ver) is less than the value L2, then input D is active.
- the delayed controller mode RM (ver) is zero in the MBR mode.
- the value L1 is positive. This can either be calculated from the maximum permissible engine torque MK (Max) or be constant, e.g. B. 150 nos. 2. If the output value of the first software switch 33 is less than the value L1, input B is active.
- the switch positions of the first 33 and second software switch 4 shown in FIG. 6 correspond to the first line of the table in FIG. 5.
- the switch positions C / A are active.
- the I component ve2 (l) of the second signal ve2 corresponds to the first signal vel.
- the I component ve2 (l) of the second signal ve2 is set to the value of the first signal vel.
- P positive P component ve2
- the second software switch 34 changes its switching position, input B becomes active. This case corresponds to the second line of the table in FIG. 5. In this switch position, the I component ve2 (l) of the second signal ve2 is no longer set to the value of the first signal ve l, but to this by means of the function block
- Minimum value 31 limited.
- the I component of the second signal ve2 begins to run freely.
- the result of a summation 30 is passed to the second input of the function block minimum value 31.
- the first summand corresponds to the value (delay element 32) of the I component ve2 (l) of the second signal ve2 determined a sampling period earlier.
- the second summand results from the multiplication 29 of a factor F by the sum of the differential torque MK (Diff) at the current and at the previous point in time, reference numerals 27 and 28.
- the factor F is dependent on the previously described proportional coefficient kp, a sampling time TA and a reset time TN calculated.
- the reset time is either constant or represents a function of the engine speed nMOT.
- the transition from the speed mode to the MBR mode always takes place with the free-running integrating part of the second controller 15. This ensures a smooth transition from the first 14 to the second controller 15 without a sudden change in the power-determining signal ve. If the current engine torque MK exceeds the maximum permissible engine torque MK (Max), then the second signal ve2 becomes smaller than the first signal ve 1 due to the negative differential torque MK (Diff). As a subsequent reaction, the selection means 16 sets the second signal ve2 as the power-determining signal ve and sets the controller mode RM to the second value, here zero. The change in the modified controller mode RM (ver) causes the first software switch 33 to change its position, the input D is now active. This switch position corresponds to the third line of the table in FIG. 5. A return to the speed mode takes place when the second signal ve2 is greater than or equal to the first signal vel.
- the first controller 14 is shown in FIG. This has an integrating part and is shown as an example as a PID controller in a time-discrete form. In practice, the first controller can also be designed as a PI or PI (DT1) controller.
- the input variables of the first controller 14 are: the speed difference dnMOT, the engine speed nMOT and the modified second signal ve2 (F).
- the first controller shown contains three function blocks for calculating the P, I and D component, corresponding to reference numerals 37 to 39.
- the P component ve1 (P) is determined from an input variable EP and the speed difference dnMOT.
- the I component ve 1 (l) is calculated via the function block 38 from the speed difference dnMOT, a first input signal ve (M) and a second input signal El.
- the I component ve 1 (I) is limited to the first input signal ve (M).
- Function block 39 is used to calculate the D component ve1 (D) from the speed difference dnMOT and an input variable ED.
- the first input signal ve (M) corresponds to either the signal ve2 (F) or a signal ve 1 (KF), depending on which signal has the lower value.
- a first function block minimum value 36 is provided.
- the signal ve 1 (KF) is in turn determined from the engine speed nMOT and other input variables via characteristic diagrams 35.
- the other input variables are shown as collective reference symbols E.
- the input variables E can be, for example, the charge air pressure pLL etc. All three components are summed up to a common signal ve 1 (S) via a summation 40.
- the second function block minimum value 41 is then used to select from this signal ve1 (S) and from signal ve 1 (KF) the one with the lowest value.
- This signal corresponds to the first signal ve l.
- the second signal ve2 calculated by the second controller 15 influences the calculation of the integrating component ve 1 (1) of the first controller 14.
- the signal ve2 (F) is delayed in time compared to the second signal ve2.
- the output ve l of the first controller 14 and the integrating component ve1 (l) of the first controller 14 are dynamically decoupled. This effectively prevents unwanted amplification of the controller dynamics. For example, when the internal combustion engine is relieved quickly, the output signal of the first controller 14, ie the first signal ve l, decreases.
- the I component of the second controller 15 and the second signal ve2 are also reduced. Without the delaying effect of the filter 21, the I component of the first controller 14 would possibly also be reduced, which could lead to a further reduction of the first signal vel.
- Figure 8 consists of sub-figures 8A to 8E. The following are shown over time: the modified controller mode RM (ver) (FIG. 8A), the engine torque MK (FIG. 8C), the first ve l and second signal ve2 (FIG. 8D) and the power-determining signal ve (FIG. 8E) ,
- FIG. 8B shows the switching positions of the first 33 and second software switches 34 at the respective times.
- FIG. 8C shows two boundary lines MK (Max) and GW parallel to the abscissa. The difference between these two
- Boundary lines correspond to the value L1.
- the differential torque MK (Diff) results from the respective difference between the curve with points A to F to the maximum permissible motor torque MK (Max).
- FIG. 8D shows the course of the second signal ve2 as a solid line.
- the first signal ve l is shown as a dashed line.
- the sequence of the method is as follows: at time t1 it is assumed that the internal combustion engine is operated in the speed mode.
- the first signal ve l calculated by the first controller 14 is set by the selection means 16 as a power-determining signal ve.
- the level shown in FIG. 8E and the profile of the power-determining signal ve thus corresponds to the value of the first signal ve 1.
- the regulator mode RM is set to a first value, here one, by the selection means 16.
- the two software switches 33 and 34 are in the C / A position. In this Switch position, the I component ve2 (l) of the second signal ve2 corresponds to the value of the first signal ve l.
- the I component ve2 (l) of the second signal is set to the value of the first signal ve l.
- MK positive differential torque
- P positive P component ve2
- ve2 ve1 + ve2 (P) with: ve2 second signal vel first signal ve2 (P) P component second signal
- the value of the second signal ve2, point J lies above the value of the first signal ve 1, point G.
- the first signal ve l remains constant.
- the two software switches 33 and 34 change their switching position according to D / B. in the period t2 to t4, based on the assumed course of the differential torque MK (Diff), there is a corresponding course of the second signal ve2, corresponding to the curve K to N. Since the internal combustion engine is now operated in MBR mode, the course of the power-determining signal corresponds to ve the course of the second signal ve2.
- the value of the second signal ve2 corresponds to the value of the first signal ve l.
- the selection means 16 will set the regulator mode RM back to the first value, here one, on the basis of the minimum value selection and set the first signal ve l as the power-determining signal ve. From time t4, the curve of the power-determining signal ve thus corresponds to the curve of the first signal ve l, d. H. ve remains constant as shown in Figure 8E. Due to the change in the controller mode RM, the switch positions of the two software switches 33 and 34 change to C / B.
- the differential torque MK (Diff) again corresponds to the value L1.
- the I component ve2 (l) of the second signal ve2 is set to the value of the first signal ve l.
- a course according to the curve N to 0 results for the second signal ve2.
- the period under consideration has ended.
- FIG. 9 shows a program flow chart of the method according to the invention.
- step S 1 the controller mode RM is initialized with 1, because when the
- step S2 Internal combustion engine does not yet have an engine torque.
- the internal combustion engine is operated in the speed mode.
- the first controller is set as dominant, ie the first signal ve l is used as the power-determining signal ve set.
- steps S3 and S4 the first signal ve l is calculated and the current engine torque MK is read.
- a differential torque MK (Diff) is then calculated in step S5 from the current engine torque MK and a maximum permissible engine torque MK (Max).
- step S6 it is checked whether the control mode RM is equal to 1, ie whether the internal combustion engine is still in the speed mode. If this is not the case, ie the internal combustion engine is in MBR mode, steps S 16 to S22 are carried out.
- step S7 the query is made as to whether the differential torque MK (Diff) is greater than the value L1. If the test result is positive, the I component ve2 (l) of the second signal ve2 is set to the value of the first signal vel, step S8. If the test result in step S7 is negative, the calculation of the I component ve2 (l) of the second signal ve2 is activated, step S9. In step S 10, the I component ve2 (l) of the second signal ve2 is limited to the value of the first signal ve 1.
- step S 1 the P component ve2 (P) of the second signal ve2 is calculated as a function of the differential torque MK (Diff) and a proportional coefficient kp.
- step S 12 the second signal ve2 is determined by adding the P and I components. It is then checked in step S13 whether the second signal ve2 is smaller than the first signal ve l. If this is not the case, the program branches to point A. If it is determined in step S 13 that the value of the second signal ve2 is smaller than the value of the first signal ve 1, the control mode RM is changed to one via the selection means 16 second value, here zero. The selection means 16 now set the second signal ve2 as the power-determining signal ve, ie the second controller 15 is dominant. The program sequence then branches to point A with the recalculation of the first signal ve l.
- step S6 If it is determined in step S6 that the internal combustion engine is in the MBR mode, the calculation of the I component ve2 (l) of the second signal ve2 is activated in step S16.
- the I component is limited to the value of the first signal ve l, step S 17.
- step S 18 the P component is calculated as described above, step S 18.
- step S 19 the P and I component become the second Signal ve2 determined.
- step S20 it is checked whether the value of the second signal ve2 is smaller than the value of the first signal ve l. If this is the case, the program flowchart branches to point A. If the test result is negative, ie the second signal ve2 is not less than the first signal ve l, the Controller mode RM set to a first value, here 1.
- the first signal ve l is then set as the power-determining signal ve in step S22, ie the first controller 14 is dominant.
- first software switch second software switch maps first function block minimum value function block calculation P-part function block calculation I-part function block calculation D-part summation second function block minimum value
Abstract
Description
Claims
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
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DE19953767 | 1999-11-09 | ||
DE19953767A DE19953767C2 (en) | 1999-11-09 | 1999-11-09 | Control system for protecting an internal combustion engine against overload |
PCT/EP2000/010972 WO2001034959A1 (en) | 1999-11-09 | 2000-11-07 | Control system for protecting an internal combustion engine from overloading |
Publications (2)
Publication Number | Publication Date |
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EP1228300A1 true EP1228300A1 (en) | 2002-08-07 |
EP1228300B1 EP1228300B1 (en) | 2005-01-05 |
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Application Number | Title | Priority Date | Filing Date |
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EP00979536A Expired - Lifetime EP1228300B1 (en) | 1999-11-09 | 2000-11-07 | Control system for protecting an internal combustion engine from overloading |
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US (1) | US6807939B1 (en) |
EP (1) | EP1228300B1 (en) |
DE (2) | DE19953767C2 (en) |
ES (1) | ES2233481T3 (en) |
WO (1) | WO2001034959A1 (en) |
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DE102008036300B3 (en) * | 2008-08-04 | 2010-01-28 | Mtu Friedrichshafen Gmbh | Method for controlling an internal combustion engine in V-arrangement |
DE102008059687A1 (en) * | 2008-11-29 | 2010-06-02 | Deutz Ag | Tamper-proof transmission of signals |
DE102008059686A1 (en) * | 2008-11-29 | 2010-06-02 | Deutz Ag | safety device |
DE102008059684A1 (en) * | 2008-11-29 | 2010-06-02 | Deutz Ag | Tamper protection on an internal combustion engine |
DE102011082643B4 (en) | 2011-09-14 | 2022-06-02 | Robert Bosch Gmbh | Method and device for monitoring a control device for a drive motor |
SE538535C2 (en) * | 2012-03-27 | 2016-09-13 | Scania Cv Ab | Device and method for limiting torque build-up of an engine of a motor vehicle |
EP3486470B1 (en) * | 2016-07-13 | 2021-08-18 | Nissan Motor Co., Ltd. | Engine control method and control device |
DE102018104925B4 (en) | 2018-03-05 | 2019-09-19 | Mtu Friedrichshafen Gmbh | Method for operating and device for controlling and / or regulating an internal combustion engine and internal combustion engine |
DE102018104926B4 (en) | 2018-03-05 | 2020-11-05 | Mtu Friedrichshafen Gmbh | Method for operating and device for controlling and / or regulating an internal combustion engine and internal combustion engine |
DE102018104927B4 (en) | 2018-03-05 | 2020-11-05 | Mtu Friedrichshafen Gmbh | Method for operating and device for controlling and / or regulating an internal combustion engine and internal combustion engine |
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US5186081A (en) * | 1991-06-07 | 1993-02-16 | General Motors Corporation | Method of regulating supercharger boost pressure |
DE19515481C2 (en) * | 1995-04-27 | 1999-09-23 | Mtu Friedrichshafen Gmbh | Procedure for load regulation of a drive system |
US5740044A (en) * | 1995-06-16 | 1998-04-14 | Caterpillar Inc. | Torque limiting power take off control and method of operating same |
WO1997013973A1 (en) * | 1995-10-07 | 1997-04-17 | Robert Bosch Gmbh | Process and device for controlling an internal combustion engine |
US5623906A (en) * | 1996-01-22 | 1997-04-29 | Ford Motor Company | Fixed throttle torque demand strategy |
DE59809316D1 (en) | 1997-05-02 | 2003-09-25 | Siemens Ag | Method for controlling an internal combustion engine |
DE19739564A1 (en) | 1997-09-10 | 1999-03-11 | Bosch Gmbh Robert | Method and device for controlling a drive unit of a vehicle |
DE19748355A1 (en) | 1997-11-03 | 1999-05-06 | Bosch Gmbh Robert | Method and device for controlling the drive unit of a vehicle |
US6263856B1 (en) * | 2000-01-20 | 2001-07-24 | Ford Global Technologies, Inc. | Powertrain output monitor |
-
1999
- 1999-11-09 DE DE19953767A patent/DE19953767C2/en not_active Expired - Fee Related
-
2000
- 2000-11-07 DE DE50009174T patent/DE50009174D1/en not_active Expired - Lifetime
- 2000-11-07 WO PCT/EP2000/010972 patent/WO2001034959A1/en active IP Right Grant
- 2000-11-07 EP EP00979536A patent/EP1228300B1/en not_active Expired - Lifetime
- 2000-11-07 US US10/129,561 patent/US6807939B1/en not_active Expired - Fee Related
- 2000-11-07 ES ES00979536T patent/ES2233481T3/en not_active Expired - Lifetime
Non-Patent Citations (1)
Title |
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See references of WO0134959A1 * |
Also Published As
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DE50009174D1 (en) | 2005-02-10 |
DE19953767C2 (en) | 2002-03-28 |
WO2001034959A1 (en) | 2001-05-17 |
US6807939B1 (en) | 2004-10-26 |
DE19953767A1 (en) | 2001-05-23 |
EP1228300B1 (en) | 2005-01-05 |
ES2233481T3 (en) | 2005-06-16 |
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