EP1309781A1 - Method and device for the control of an internal combustion engine - Google Patents
Method and device for the control of an internal combustion engineInfo
- Publication number
- EP1309781A1 EP1309781A1 EP01953133A EP01953133A EP1309781A1 EP 1309781 A1 EP1309781 A1 EP 1309781A1 EP 01953133 A EP01953133 A EP 01953133A EP 01953133 A EP01953133 A EP 01953133A EP 1309781 A1 EP1309781 A1 EP 1309781A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- variable
- injection
- characterizes
- torque
- internal combustion
- 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
- 238000000034 method Methods 0.000 title claims abstract description 23
- 238000002485 combustion reaction Methods 0.000 title claims abstract description 22
- 238000002347 injection Methods 0.000 claims abstract description 63
- 239000007924 injection Substances 0.000 claims abstract description 63
- 238000012544 monitoring process Methods 0.000 claims abstract description 15
- 239000000446 fuel Substances 0.000 description 16
- 238000001514 detection method Methods 0.000 description 4
- 239000007789 gas Substances 0.000 description 4
- 230000004913 activation Effects 0.000 description 2
- 230000003197 catalytic effect Effects 0.000 description 2
- 238000006243 chemical reaction Methods 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 229930195733 hydrocarbon Natural products 0.000 description 2
- 150000002430 hydrocarbons Chemical class 0.000 description 2
- 239000002245 particle Substances 0.000 description 2
- 238000012545 processing Methods 0.000 description 2
- 230000001960 triggered effect Effects 0.000 description 2
- 230000006978 adaptation Effects 0.000 description 1
- 239000003054 catalyst Substances 0.000 description 1
- 238000013461 design Methods 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 230000018109 developmental process Effects 0.000 description 1
- 230000007613 environmental effect Effects 0.000 description 1
- 230000008929 regeneration Effects 0.000 description 1
- 238000011069 regeneration method Methods 0.000 description 1
- 238000005070 sampling Methods 0.000 description 1
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
- F02D41/22—Safety or indicating devices for abnormal conditions
-
- 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
- F02D41/221—Safety or indicating devices for abnormal conditions relating to the failure of actuators or electrically driven elements
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B3/00—Engines characterised by air compression and subsequent fuel addition
- F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
- F02D2200/1002—Output torque
- F02D2200/1004—Estimation of the output torque
-
- 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
-
- 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
- F02D41/20—Output circuits, e.g. for controlling currents in command coils
- F02D41/2096—Output circuits, e.g. for controlling currents in command coils for controlling piezoelectric injectors
-
- 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
- F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
- F02D41/402—Multiple injections
Definitions
- the invention relates to a method and a device for controlling an internal combustion engine.
- DE 40 33 049 discloses a method and a device for checking a sensor for detecting the position of a quantity signal box and the quantity signal box. In the method described there, it is checked with the quantity control mechanism switched off whether a needle movement sensor or a corresponding sensor supplies an output signal.
- a third variable which characterizes the torque provided by the internal combustion engine, is determined on the basis of a first variable, which characterizes the injection quantity, and a second variable, which characterizes the angular position at which the injection quantity is metered.
- a fourth variable which characterizes the driver's request
- a fifth variable which characterizes the torque desired by the driver.
- the third size and the fifth size are evaluated for error monitoring.
- This procedure according to the invention enables reliable and accurate error detection, in particular in the area of fuel metering and / or the detection of the driver's request.
- the second variable which characterizes the angular position of the crankshaft or the camshaft during the injection, is taken into account. As a result, the influence of the injected fuel on the torque provided by the internal combustion engine can be taken into account.
- the setpoint or actual value of the start of injection, the start of delivery, the start of activation or another corresponding variable is preferably used as the second variable.
- control duration of an output stage of a solenoid valve or a piezo actuator is used as the first variable.
- the functionality of the entire control unit can be checked by using the control signals for the output stage.
- the fourth size corresponds to the position of an operating element. This also means. Errors in the processing of the output signals of the control element can be identified.
- FIG. 1 shows a block diagram of the device according to the invention
- FIG. 2 shows a detailed illustration of the device according to the invention
- FIG. 3 shows a flow diagram to clarify the method according to the invention.
- the procedure according to the invention is described below using the example of the control of a diesel internal combustion engine.
- the procedure according to the invention is not limited to use with a diesel engine. It can also be used in other internal combustion engines in which there is a relationship between the amount of fuel injected and the torque of the internal combustion engine, or in systems in which there is a defined relationship between the amount of injection and another variable to be monitored.
- Figure 1 shows the essential elements of the device for controlling an internal combustion engine.
- An actuator is designated 100.
- This actuator 100 determines the amount of fuel to be injected into the internal combustion engine.
- This is preferably a solenoid valve or a piezo actuator.
- the actuator of the internal combustion engine measures a certain amount of fuel.
- Actuator 100 is supplied with control signals by a unit 110, referred to as TPU.
- the TPU provides signals that determine the start of injection and the end of injection.
- An output stage (not shown) in the actuator converts this into control signals for controlling various switching means.
- control unit 120 applies appropriate signals to the TPU 110.
- the controller 120 processes sensor signals from various sensors 130 which, for example, provide signals relating to the driver's request FP, the speed N of the internal combustion engine and other operating parameters or environmental parameters.
- a monitor 140 is also provided, to which the output signals of various sensors and the output signals of the TPU are fed.
- the monitoring 140 acts on the controller 120 and in an advantageous manner Design a display 150 with corresponding signals. Alternatively, it can also be provided that the display 150 is controlled by the controller 120.
- This facility works as follows. On the basis of various operating parameters, such as in particular the speed of the internal combustion engine and the driver's request, the controller 120 calculates the point in time at which the injection is to take place and the amount of fuel to be injected. The amount of fuel to be injected is then metered by the actuator 100 of the internal combustion engine and leads to a corresponding moment.
- additional amounts of fuel are metered in for each or for individual metering cycles.
- a pre-injection is carried out before the actual fuel metering in order to reduce noise.
- a post-injection takes place after the actual injection.
- the post-injection serves, among other things, to introduce hydrocarbons into the exhaust gases, which in turn cause the exhaust gases to rise in temperature.
- these hydrocarbons can cause reactions in a catalytic converter or particle filter downstream of the internal combustion engine, which reactions are required in order to keep the catalytic converter and / or the particle filter functional.
- Monitoring 140 processes the input signals of controller 120.
- monitoring 140 reads in the values of the accelerator pedal position sensor. This is, in particular, the output signal of an AD converter of accelerator pedal sensor 130.
- monitoring 140 evaluates the last detectable value, for example the activation duration, and preferably calculates whether these values are plausible independently of the normal quantity control. If, for example, the accelerator pedal position assumes a large value and the control duration signal assumes a large value, this is recognized as a plausible value.
- Such a procedure requires a procedure adapted to the injection system, since the monitoring 140 must take into account whether a post-injection takes place in the corresponding operating states, for example. This means that the monitoring 140 and there in particular the plausibility check must be individually adapted to the injection system.
- the data of each injection are made available via 720 degrees crankshaft rotation angle, independently of the injection system, via a defined interface.
- a size is stored for each cylinder and for each injection, that of the quantity injected and another size that is the angular position at which the injection was carried out.
- the determination of the position and the amount of fuel need be specially adapted to the injection system.
- the plausibility monitoring can be carried out equally for all systems. done well.
- the recorded data for calculating the current engine power are determined on the basis of the angular position of the crankshaft and the amount of fuel
- the monitoring is shown in more detail in FIG. 2.
- the output signal of the TPU 110 reaches a table 200 and from there to a moment determination 210.
- the output signal of the torque determination 210 reaches a logic 230 via a torque summation 220, which in turn supplies a corresponding output signal to the display 150 or to the control 120 .
- At the second input of logic 230 is the output signal of a torque characteristic map 240, to which the output signals FP and N of sensors 130 are fed as an input variable.
- the estimate of the indicated torque is based on a quantity that characterizes the injection quantity that has been metered and a quantity that characterizes the angular position at which the fuel quantity is metered.
- the start of injection and the injection duration are preferably read out from the corresponding registers of the TPU 110.
- the corresponding injection angle can also be used.
- the start of injection indicates the point in time or the angular position of the crankshaft at which the injection takes place.
- the injection duration defines the duration of the injection or the angle that is covered during the injection.
- the TPU can be made of the actual injection starts and injection periods or timings or the angular positions, 'which is used for controlling the actuator, are read out.
- a fuel quantity is determined on the basis of the injection duration. When determining the Quantity from the control duration is taken into account, for example, that the control of the actuator is longer than the actual injection.
- the fuel quantity determined for each injection is entered separately for each cylinder together with the starting angle in table 200.
- This table contains all injection events of a cylinder over 720 degrees crankshaft.
- the cylinder number is also stored in the table as an identification feature.
- a counter is carried, which is increased each time the table is written with the last event.
- a message with the table layout is created for each cylinder, which is managed by the operating system. This prevents access conflicts through simultaneous processing. Furthermore, an adaptation of the storage requirement to the required number of cylinders is possible without any problems.
- the determination of the injection quantity and the assigned start of injection is preferably carried out in the table in an angle-synchronous manner.
- Table 200 forms the interface between the control and the monitoring. - The message with the table layout is the same for all injection systems.
- an indexed torque is calculated for each cylinder from this data and forwarded to the torque summation 220.
- the moment summation 220 calculates indexed moments added up synchronously over all cylinders.
- Indexed torque determined over a sampling period is then available at the output of torque summation 220.
- a variable is determined by means of a torque map 240 that characterizes the driver's request. This The size and the size that characterize the indicated moment are checked by the logic 230 for plausibility and, in the event of a deviation, recognized for errors and preferably a corresponding display 150 is triggered.
- the procedure is illustrated in FIG. 3 using a flow chart.
- the target torque MS is calculated on the basis of the rotational speed and the accelerator pedal position FP.
- a subsequent query 310 checks whether there are operating states in which one
- step 300 is carried out again.
- the indicated torque is determined for each individual cylinder in step 320.
- the actuation duration is weighted with the crankshaft angle and the indicated torque per injection is determined. This determination is preferably carried out for each partial injection, that is to say both for the pre-injection, for the main injection and also for the post-injection. Amounts of fuel that are metered during post-injection are preferably weighted with the value zero, since they make no contribution to the moment.
- Control duration, main injection and the pre-injection are determined according to a predefinable function, the indicated torque of the respective injection.
- step 330 the individual indicated moments are integrated over several partial injections and preferably and / or over several cylinders, and the actual torque MI is determined therefrom. Then in step 340 the Amount of the difference between the target torque MS and the actual torque MI calculated. The subsequent query 350 checks whether the magnitude of the torque difference MD is greater than a threshold value SW. If this is not the case, step 300 is carried out again.
- step 360 If the magnitude MD of the torque difference is greater than a threshold value, an error is recognized in step 360.
- the threshold value SW is selected so that possible tolerances when determining the torque do not lead to an error being triggered.
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)
Abstract
Description
Claims
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE10038340 | 2000-08-05 | ||
DE10038340A DE10038340A1 (en) | 2000-08-05 | 2000-08-05 | Method and device for controlling an internal combustion engine |
PCT/DE2001/002449 WO2002012698A1 (en) | 2000-08-05 | 2001-07-03 | Method and device for the control of an internal combustion engine |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1309781A1 true EP1309781A1 (en) | 2003-05-14 |
EP1309781B1 EP1309781B1 (en) | 2006-06-07 |
Family
ID=7651491
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP01953133A Expired - Lifetime EP1309781B1 (en) | 2000-08-05 | 2001-07-03 | Method and device for the control of an internal combustion engine |
Country Status (8)
Country | Link |
---|---|
US (1) | US6820473B2 (en) |
EP (1) | EP1309781B1 (en) |
JP (1) | JP2004506120A (en) |
KR (1) | KR20020035647A (en) |
DE (2) | DE10038340A1 (en) |
PL (1) | PL200606B1 (en) |
RU (1) | RU2264551C2 (en) |
WO (1) | WO2002012698A1 (en) |
Families Citing this family (11)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE10129448A1 (en) | 2001-06-19 | 2003-01-02 | Bosch Gmbh Robert | Monitoring vehicle drive unit and/or associated components involves detecting errors starting from torque parameter and/or parameter from which torque parameter is determined |
WO2003085249A1 (en) * | 2002-04-08 | 2003-10-16 | Robert Bosch Gmbh | Method for monitoring an internal combustion engine |
DE10252988B3 (en) * | 2002-11-14 | 2004-06-09 | Siemens Ag | Method for determining the injection quantity of an internal combustion engine |
DE102004025406B4 (en) * | 2004-05-24 | 2015-11-12 | Volkswagen Ag | Method for injection control of an internal combustion engine and correspondingly designed engine control |
US20080194383A1 (en) * | 2005-09-08 | 2008-08-14 | Volvo Lastvagnar Ab | Method for Adapting an Automated Mechanical Transmission Based on a Measured Pto Load |
DE102006020065B3 (en) * | 2006-04-29 | 2007-07-26 | Dr.Ing.H.C. F. Porsche Ag | Engine control device for motor vehicle, has torque envelope that is enlarged or circumvented such that high engine torque is permissible for diagnostic device at defined engine speed, when criterion is fulfilled and pedal is not actuated |
DE102007025076A1 (en) * | 2007-05-30 | 2008-12-04 | Volkswagen Ag | Method for operating an internal combustion engine |
DE102007057311B3 (en) * | 2007-11-28 | 2009-06-10 | Continental Automotive Gmbh | Method and device for fault detection in emission-relevant control devices in a vehicle |
FI122489B (en) * | 2008-05-26 | 2012-02-15 | Waertsilae Finland Oy | Method and apparatus for stabilizing the diesel engine cylinders |
DE102011004773A1 (en) * | 2011-02-25 | 2012-08-30 | Robert Bosch Gmbh | Method and device for monitoring a drive of a drive system of a vehicle |
EP2607672B1 (en) * | 2011-12-20 | 2016-08-17 | Fiat Powertrain Technologies S.p.A. | System and method for regenerating the particulate filter of a Diesel engine |
Family Cites Families (19)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE3527856A1 (en) * | 1984-08-03 | 1986-02-27 | Nissan Motor Co., Ltd., Yokohama, Kanagawa | METHOD AND DEVICE FOR CONTROLLING AN INTERNAL COMBUSTION ENGINE |
JPH063159B2 (en) * | 1986-04-30 | 1994-01-12 | 株式会社日本自動車部品総合研究所 | Internal combustion engine controller |
JPH0759905B2 (en) * | 1987-07-10 | 1995-06-28 | 日産自動車株式会社 | Fuel injection control device for internal combustion engine |
JPH01144469U (en) * | 1988-03-29 | 1989-10-04 | ||
US4922877A (en) * | 1988-06-03 | 1990-05-08 | Nissan Motor Company, Limited | System and method for controlling fuel injection quantity for internal combustion engine |
JP2510250B2 (en) * | 1988-08-30 | 1996-06-26 | 日産自動車株式会社 | Combustion control device for internal combustion engine |
JPH0814271B2 (en) * | 1988-09-12 | 1996-02-14 | 日産自動車株式会社 | Ignition timing control device for internal combustion engine |
US5047943A (en) * | 1988-11-22 | 1991-09-10 | Nissan Motor Company, Ltd. | System and method for detecting engine revolution speed, identifying engine cylinder, and controlling engine operation according to detected engine revolution speed and identified cylinder |
JPH02283860A (en) * | 1989-04-24 | 1990-11-21 | Nissan Motor Co Ltd | Ignition timing control device for engine |
DE4033049A1 (en) | 1990-10-18 | 1992-04-23 | Bosch Gmbh Robert | Mixt.-setting position detector testing for IC engine - checking control element of fuel pump with electromagnetic valve for discontinuing fuel injection |
JP3479090B2 (en) * | 1992-06-03 | 2003-12-15 | 株式会社日立製作所 | Multi-cylinder engine combustion condition diagnostic device |
JP3323974B2 (en) * | 1995-02-24 | 2002-09-09 | 株式会社ユニシアジェックス | Control device for internal combustion engine |
US5910176A (en) * | 1996-10-28 | 1999-06-08 | Caterpillar Inc. | Apparatus and method for calibrating a computer based model of an attribute of a mobile machine |
JP3578597B2 (en) * | 1997-06-30 | 2004-10-20 | 株式会社日立ユニシアオートモティブ | Control device for direct injection spark ignition type internal combustion engine |
DE19844746C1 (en) * | 1998-09-29 | 2000-04-20 | Siemens Ag | Method and device for detecting a pre-injection in an internal combustion engine |
JP3769944B2 (en) * | 1998-10-06 | 2006-04-26 | 日産自動車株式会社 | Exhaust gas purification device for internal combustion engine |
DE19900740A1 (en) * | 1999-01-12 | 2000-07-13 | Bosch Gmbh Robert | Method and device for operating an internal combustion engine |
JP3910759B2 (en) * | 1999-05-21 | 2007-04-25 | 株式会社日立製作所 | Engine control device |
JP3966096B2 (en) * | 2002-06-20 | 2007-08-29 | 株式会社デンソー | Injection amount control device for internal combustion engine |
-
2000
- 2000-08-05 DE DE10038340A patent/DE10038340A1/en not_active Withdrawn
-
2001
- 2001-07-03 EP EP01953133A patent/EP1309781B1/en not_active Expired - Lifetime
- 2001-07-03 WO PCT/DE2001/002449 patent/WO2002012698A1/en active IP Right Grant
- 2001-07-03 RU RU2002110097/06A patent/RU2264551C2/en not_active IP Right Cessation
- 2001-07-03 US US10/089,667 patent/US6820473B2/en not_active Expired - Lifetime
- 2001-07-03 PL PL353478A patent/PL200606B1/en unknown
- 2001-07-03 DE DE50110060T patent/DE50110060D1/en not_active Expired - Lifetime
- 2001-07-03 JP JP2002517957A patent/JP2004506120A/en active Pending
- 2001-07-03 KR KR1020027004333A patent/KR20020035647A/en active Search and Examination
Non-Patent Citations (1)
Title |
---|
See references of WO0212698A1 * |
Also Published As
Publication number | Publication date |
---|---|
WO2002012698A1 (en) | 2002-02-14 |
PL200606B1 (en) | 2009-01-30 |
US20030037766A1 (en) | 2003-02-27 |
KR20020035647A (en) | 2002-05-13 |
EP1309781B1 (en) | 2006-06-07 |
JP2004506120A (en) | 2004-02-26 |
US6820473B2 (en) | 2004-11-23 |
DE50110060D1 (en) | 2006-07-20 |
RU2264551C2 (en) | 2005-11-20 |
DE10038340A1 (en) | 2002-02-14 |
PL353478A1 (en) | 2003-11-17 |
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