EP1309781B1 - Procede et dispositif de commande d'un moteur thermique - Google Patents

Procede et dispositif de commande d'un moteur thermique Download PDF

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Publication number
EP1309781B1
EP1309781B1 EP01953133A EP01953133A EP1309781B1 EP 1309781 B1 EP1309781 B1 EP 1309781B1 EP 01953133 A EP01953133 A EP 01953133A EP 01953133 A EP01953133 A EP 01953133A EP 1309781 B1 EP1309781 B1 EP 1309781B1
Authority
EP
European Patent Office
Prior art keywords
variable
characterizes
injection
internal combustion
combustion engine
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
EP01953133A
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German (de)
English (en)
Other versions
EP1309781A1 (fr
Inventor
Horst Wagner
Peter Schubert
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 EP1309781A1 publication Critical patent/EP1309781A1/fr
Application granted granted Critical
Publication of EP1309781B1 publication Critical patent/EP1309781B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/22—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.
  • US-A-5,996,547 describes a control of an internal combustion engine in which, based on the combustion chamber pressure, the torque provided by the internal combustion engine is calculated. Furthermore, based on the driver's request, the desired moment is determined. Based on the comparison between the desired moment and the torque measured from the combustion chamber pressure, errors are detected.
  • a solenoid valve or a piezoactuator which characterizes the injection quantity
  • a second variable which characterizes the angular position at which the injection quantity is measured
  • a third variable which characterizes the torque provided by the internal combustion engine
  • a fifth variable which characterizes the moment desired by the driver, is determined.
  • the third size and the fifth size are evaluated for error monitoring.
  • the second variable which characterizes the angular position of the crankshaft or the camshaft during the injection, is taken into account. This makes it possible to take into account the influence of the injected fuel on the moment provided by the internal combustion engine.
  • the second variable used is preferably the desired value or actual value of the start of injection, the start of delivery, the start of activation or another corresponding variable.
  • the fourth size corresponds to the position of a control element. As a result, too Error in the processing of the output signals of the control recognizable.
  • FIG. 1 shows a block diagram of the device according to the invention
  • FIG. 2 shows a detailed representation of the device according to the invention
  • FIG. 3 shows a flow diagram for clarifying 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 however 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 injected fuel quantity and torque of the internal combustion engine, or in the systems where there is a defined relationship between the injection quantity and another size to be monitored.
  • FIG. 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 piezoelectric actuator.
  • the actuator of the internal combustion engine not shown, to a certain amount of fuel.
  • the actuator 100 is acted upon by a designated TPU unit 110 with drive signals.
  • the TPU provides signals that determine the start of injection, the end of injection.
  • An output stage, not shown, in the actuator converts these into control signals for controlling various switching means.
  • the TPU 110 is acted upon by a controller 120 with corresponding signals.
  • the controller 120 processes sensor signals from various sensors 130, which provide, for example, signals relating to the driver's request FP, the speed N of the internal combustion engine and other operating parameters or environmental variables.
  • a monitor 140 is 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 Design a display 150 with corresponding signals.
  • the display 150 is controlled by the controller 120.
  • This facility works as follows. Based on various operating parameters, such as in particular the speed of the internal combustion engine and the driver's request, the controller 120 calculates the time at which the injection should 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 fuel quantities are metered at each or at individual Zumeßzyklen.
  • a pre-injection takes place in order to reduce the noise before the actual metering of the fuel.
  • a post-injection takes place after the actual injection.
  • the post-injection serves inter alia for the introduction of hydrocarbons into the exhaust gases, which in turn cause an increase in the temperature of the exhaust gases.
  • these hydrocarbons can cause in a catalytic converter downstream of the engine or particulate filter reactions that are required to keep the catalyst and / or the particulate filter functional.
  • the post-injections which are required for an exhaust aftertreatment system, do not contribute to the output torque of the internal combustion engine. Further partial injections contribute only to a lesser extent to the torque.
  • the monitor 140 processes the inputs to the controller 120.
  • the monitor 140 reads the values of the accelerator pedal position sensor. This is in particular the output signal of an AD converter of the accelerator pedal transmitter 130.
  • the monitoring 140 evaluates the last detectable value, for example the actuation 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 actuation duration signal assumes a large value, this is recognized as a plausible value.
  • Such a procedure requires adapted to the injection system approach, since the monitoring 140 must take into account whether, for example, a post-injection takes place at the corresponding operating conditions. As a result, the monitoring 140 and there, in particular the plausibility check, must be adapted individually to the injection system.
  • the data of each injection over 720 degrees crankshaft rotation angle are provided independently of the injection system via a defined interface.
  • a quantity is stored, that of the injected quantity and another variable, which is the angular position at which the injection has taken place.
  • the monitoring is shown in more detail in FIG. Already described in Figure 1 elements are designated in Figure 2 with corresponding reference numerals.
  • 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 passes via a torque summation 220 to a logic 230, which in turn delivers a corresponding output signal to the display 150 or to the controller 120.
  • the second input of the logic 230 is the output of a torque map 240, the output signals FP and N of the sensors 130 are fed as input.
  • the indication of the indicated torque is based on a quantity that characterizes the injection amount that has been metered and a quantity that characterizes the angular position at which the amount of fuel is metered.
  • the injection start and the duration of injection are preferably read from the corresponding registers of the TPU 110. Instead of the injection duration and the corresponding injection angle can be used.
  • the start of injection indicates the 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 swept during the injection.
  • the actual injection commencement and injection durations, or the times or the angular positions at which the actuation of the actuator takes place, can be read out of the TPU. Based on the duration of injection, an amount of fuel is determined. In determining the Quantity from the control period 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 into the table 200 separately for each cylinder together with the drive start angle. This table contains all the injection events of a cylinder over 720 degrees crankshaft. As an identifier, the cylinder number is also stored in the table. To ensure data integrity, a counter is included, which is incremented each time the last event table is written.
  • a message is created with the table layout managed by the operating system. This prevents access conflicts through concurrent processing. Furthermore, an adjustment of the storage requirements to the required number of cylinders is easily possible.
  • the determination of the injection quantity and the associated start of injection takes place in the table, preferably in angular synchrony.
  • Table 200 forms the interface between the controller and the monitor.
  • the message is the same as the table layout for all injection systems.
  • an indexed moment is calculated from this data for each cylinder and forwarded to the momentum summation 220.
  • the momentum summation 220 calculates time-synchronized indexed moments summed over all cylinders.
  • a variable is determined which characterizes the driver's request.
  • Size and the size that characterizes the indexed moment are checked for plausibility by the logic 230 and, if there is a deviation, detected for errors and preferably a corresponding display 150 is activated.
  • FIG. 3 shows the procedure on the basis of a flowchart.
  • the desired 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 a plausiblization is possible. If this is not the case, step 300 is repeated.
  • step 320 the indicated torque is determined for each individual cylinder.
  • the control period is weighted with the crankshaft angle and thus the indicated torque per injection determined.
  • This determination preferably takes place for each partial injection, that is to say for the pre-injection, for the main injection and also for the post-injection.
  • Fuel amounts that are metered in the post-injection are preferably weighted with the value zero because they do not contribute anything to the moment.
  • Activation time, main injection and the pilot injection are determined according to a predetermined function, the indicated moment of the respective injection.
  • step 330 the individual indexed moments are integrated over a plurality of partial injections and preferably and / or over a plurality of cylinders, and the actual torque MI is determined therefrom.
  • 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 amount of moment difference MD is greater than a threshold value SW. If this is not the case, step 300 is repeated.
  • step 360 If the magnitude MD of the torque difference is greater than a threshold, then an error is detected in step 360.
  • the threshold value SW is selected such that possible tolerances in the determination of the torque do not lead to an error triggering.

Abstract

La présente invention concerne un dispositif et un procédé permettant de commander un moteur thermique. A partir d'une première grandeur qui caractérise la quantité d'injection, et d'une deuxième grandeur qui caractérise la position angulaire avec laquelle la quantité d'injection est mesurée, est déterminée une troisième grandeur qui caractérise le moment produit par le moteur thermique. Ensuite, à partir d'une quatrième grandeur qui caractérise le souhait du conducteur, est déterminée une cinquième grandeur qui caractérise le moment souhaité par le conducteur. La troisième et la cinquième grandeur sont évaluées pour permettre aux erreurs d'être surveillées.

Claims (6)

  1. Procédé de commande d'un moteur à combustion interne, selon lequel,
    - à partir d'une durée de commande d'un étage final, d'une soupape électromagnétique ou d'un actionneur piézoélectrique, qui caractérise la dose d'injection, et d'une deuxième grandeur, qui caractérise la position angulaire pour laquelle la dose d'injection est dosée, on détermine une troisième grandeur qui caractérise le couple développé par le moteur à combustion interne,
    - à partir d'une quatrième grandeur, qui caractérise le souhait du conducteur, on détermine une cinquième grandeur qui caractérise le couple souhaité par le conducteur, et
    - on utilise la troisième grandeur et la cinquième grandeur pour la surveillance des défauts.
  2. Procédé selon la revendication 1,
    caractérisé en ce que
    la deuxième grandeur correspond à la position angulaire du vilebrequin pour laquelle l'injection se produit.
  3. Procédé selon l'une quelconque des revendications précédentes,
    caractérisé en ce que
    la quatrième grandeur correspond à la position d'un élément de service.
  4. Procédé selon l'une quelconque des revendications précédentes,
    caractérisé en ce qu'
    on reconnaît un défaut lorsque la troisième grandeur et la cinquième grandeur diffèrent l'une de l'autre d'une valeur supérieure à une valeur de seuil.
  5. Procédé selon l'une quelconque des revendications précédentes,
    caractérisé en ce que
    la surveillance des défauts n'est effectuée que dans certaines circonstances de service.
  6. Dispositif de commande d'un moteur à combustion interne, comprenant des moyens qui :
    - à partir d'une durée de commande d'un étage final, d'une soupape électromagnétique ou d'un actionneur piézoélectrique, qui caractérise la dose d'injection, et d'une deuxième grandeur qui caractérise la position angulaire pour laquelle la dose d'injection est dosée, déterminent une troisième grandeur qui caractérise le couple développé par le moteur à combustion interne, et
    - à partir d'une quatrième grandeur, qui caractérise le souhait du conducteur, déterminent une cinquième grandeur qui caractérise le couple souhaité par le conducteur, et
    - utilisent la troisième grandeur et la cinquième grandeur pour la surveillance des défauts.
EP01953133A 2000-08-05 2001-07-03 Procede et dispositif de commande d'un moteur thermique Expired - Lifetime EP1309781B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10038340A DE10038340A1 (de) 2000-08-05 2000-08-05 Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
DE10038340 2000-08-05
PCT/DE2001/002449 WO2002012698A1 (fr) 2000-08-05 2001-07-03 Procede et dispositif de commande d'un moteur thermique

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EP1309781A1 EP1309781A1 (fr) 2003-05-14
EP1309781B1 true EP1309781B1 (fr) 2006-06-07

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EP01953133A Expired - Lifetime EP1309781B1 (fr) 2000-08-05 2001-07-03 Procede et dispositif de commande d'un moteur thermique

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US (1) US6820473B2 (fr)
EP (1) EP1309781B1 (fr)
JP (1) JP2004506120A (fr)
KR (1) KR20020035647A (fr)
DE (2) DE10038340A1 (fr)
PL (1) PL200606B1 (fr)
RU (1) RU2264551C2 (fr)
WO (1) WO2002012698A1 (fr)

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EP1495222B1 (fr) * 2002-04-08 2011-05-25 Robert Bosch Gmbh Procede de surveillance d'un moteur a combustion interne
DE10252988B3 (de) * 2002-11-14 2004-06-09 Siemens Ag Verfahren zur Ermittlung der Einspritzmenge einer Brennkraftmaschine
DE102004025406B4 (de) * 2004-05-24 2015-11-12 Volkswagen Ag Verfahren zur Einspritzsteuerung eines Verbrennungsmotors und entsprechend ausgestaltete Motorsteuerung
CN101263025B (zh) * 2005-09-08 2012-02-01 沃尔沃拉斯特瓦格纳公司 用于确定具有机械式自动变速器的重型车辆的发动机的动力输出单元载荷的方法
DE102006020065B3 (de) * 2006-04-29 2007-07-26 Dr.Ing.H.C. F. Porsche Ag Motorsteuerungseinrichtung
DE102007025076A1 (de) * 2007-05-30 2008-12-04 Volkswagen Ag Verfahren zum Betreiben einer Brennkraftmaschine
DE102007057311B3 (de) * 2007-11-28 2009-06-10 Continental Automotive Gmbh Verfahren und Vorrichtung zur Fehlererkennung bei emissionsrelevanten Steuereinrichtungen in einem Fahrzeug
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DE102011004773A1 (de) * 2011-02-25 2012-08-30 Robert Bosch Gmbh Verfahren und Vorrichtung zur Überwachung eines Antriebs eines Antriebssystems eines Fahrzeugs
EP2607672B1 (fr) * 2011-12-20 2016-08-17 Fiat Powertrain Technologies S.p.A. Système et méthode de régénération d'un filtre à particule d'un moteur diesel

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Also Published As

Publication number Publication date
DE50110060D1 (de) 2006-07-20
DE10038340A1 (de) 2002-02-14
RU2264551C2 (ru) 2005-11-20
KR20020035647A (ko) 2002-05-13
US20030037766A1 (en) 2003-02-27
JP2004506120A (ja) 2004-02-26
WO2002012698A1 (fr) 2002-02-14
EP1309781A1 (fr) 2003-05-14
US6820473B2 (en) 2004-11-23
PL353478A1 (en) 2003-11-17
PL200606B1 (pl) 2009-01-30

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