EP1309783B1 - Verfahren zur steuerung einer brennkraftmaschine - Google Patents

Verfahren zur steuerung einer brennkraftmaschine Download PDF

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Publication number
EP1309783B1
EP1309783B1 EP01956351A EP01956351A EP1309783B1 EP 1309783 B1 EP1309783 B1 EP 1309783B1 EP 01956351 A EP01956351 A EP 01956351A EP 01956351 A EP01956351 A EP 01956351A EP 1309783 B1 EP1309783 B1 EP 1309783B1
Authority
EP
European Patent Office
Prior art keywords
combustion engine
internal combustion
signal
sensor
filter
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
EP01956351A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP1309783A1 (de
Inventor
Otwin Landschoff
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 EP1309783A1 publication Critical patent/EP1309783A1/de
Application granted granted Critical
Publication of EP1309783B1 publication Critical patent/EP1309783B1/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
    • F02D45/00—Electrical control not provided for in groups F02D41/00 - F02D43/00
    • 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
    • F02D41/222—Safety or indicating devices for abnormal conditions relating to the failure of sensors or parameter detection devices
    • 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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D41/1402—Adaptive control
    • 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
    • F02D41/32—Controlling fuel injection of the low pressure type
    • 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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/1413—Controller structures or design
    • F02D2041/1432—Controller structures or design the system including a filter, e.g. a low pass or high pass filter
    • 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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/1433—Introducing closed-loop corrections characterised by the control or regulation method using a model or simulation of the system
    • 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
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0406—Intake manifold pressure
    • F02D2200/0408—Estimation of intake manifold pressure

Definitions

  • the invention relates to a method and a device for controlling an internal combustion engine.
  • EP-A-0 905 358 Such a method is known from EP-A-0 905 358.
  • This method of controlling an internal combustion engine uses a sensor for detecting a pressure magnitude that characterizes the pressure of the air supplied to the internal combustion engine. By comparing the print size and a replacement value, the functionality of the sensor is monitored. In the case of a defect, the substitute signal is used for control. To determine the substitute signal, the device determines the substitute value based on operating parameters of the internal combustion engine. To form the substitute signal, the substitute value is processed mathematically.
  • This substitute signal provides sufficient accuracy only in static states.
  • a method and a device for controlling an internal combustion engine is known from DE-40 32 451 A1. There, a method and a device for controlling an internal combustion engine will be described.
  • a sensor for detecting a pressure variable which characterizes the pressure of the air supplied to the internal combustion engine. The functionality of the sensor is monitored and a replacement signal is used in the event of a defect. In the event of a defect, the output signal of a second sensor serves as a substitute value.
  • a substitute value can be provided in a simple and cost-effective manner. It is particularly advantageous if the static substitute value thus determined is filtered to form the substitute signal by means of a filter which has a delaying component. This filtering allows dynamic effects to be taken into account. Thus, the boost pressure reacts delayed to a change in the fuel quantity / and or the speed. Precise simulation is therefore only possible if the output variable of the simulation changes with a delay when the input variables change.
  • Particularly suitable for this purpose is in particular the speed of the internal combustion engine and / or time derivative of the pressure variable. At different speeds different time constants are selected for the filter. Accordingly, different time constants are selected for increasing and decreasing speeds. This allows the simulation to be more precisely adapted to the real behavior of the signal.
  • FIG. 1 shows a block diagram of the system for detecting the boost pressure
  • Figure 2 is a detailed representation of the monitoring of the boost pressure
  • Figure 3 is a block diagram showing the formation of a substitute value for the boost pressure.
  • the procedure according to the invention is described below using the example of a boost pressure sensor.
  • the invention is not limited to this application.
  • the procedure according to the invention can also be used with a sensor for detecting the air quantity or a variable correlated with the boost pressure or a variable characterizing the boost pressure.
  • the procedure can also be used with a sensor for detecting the amount of air.
  • a sensor for detecting the boost pressure and the associated analog / digital converter is designated 100.
  • This supplies a signal UP, which corresponds to the boost pressure, to a characteristic curve 110.
  • this variable is converted into a signal PR, which in turn is fed to a filter 120.
  • the output signal P of the filter 120 passes via a first switching means 130 to a controller 140, which then further processes this signal in order to correspondingly control the internal combustion engine or actuators arranged on the internal combustion engine.
  • An output signal PS of a simulation 135 is applied to the second input of the first switching means 130.
  • This simulation 135 calculates a simulated boost pressure PS based on various variables.
  • the switching means 130 can be controlled by a first monitoring 150. That is, when a fault is detected, the first monitor switches the first switching means 130 to such a position that the output signal PS of the simulation 135 reaches the controller 140.
  • the first monitoring 150 evaluates signals from various sensors 160, which characterize, for example, the amount of fuel QK to be injected and / or the speed N of the internal combustion engine.
  • the output signal PR of the characteristic diagram 110 for error monitoring is preferably evaluated.
  • the output signal P of the filter 120 or the output signal UP of the A / D converter of the sensor 100 can also be processed directly.
  • a second switching means 170 is arranged that is controlled by a second monitoring 180.
  • the second monitor 180 controls the switching means 170 such that the output PA of a delay 175 reaches the controller 140. This has the effect that, in the event of a detected defect, the value last recognized as error-free will continue to be used.
  • the output of the sensor provided by an A / D converter is converted by the characteristic 110 into a quantity PR corresponding to the pressure. After evaluating the various signals through the first Monitoring and / or the second monitoring, various errors are detected.
  • a substitute value PS or a previously stored value PA can be used as a substitute value for a detected error for controlling the internal combustion engine by the controller 140.
  • the delay 175 stores the value last recognized as faultless. This stored in the delay 175 old value PA then serves to control the internal combustion engine.
  • a signal range check may be provided at a minimum and / or a maximum value for the signal UP or the signal PR.
  • a plausibility check can be carried out with a further sensor, such as an atmospheric pressure sensor, in certain operating conditions.
  • a plausibility check with the injection quantity and / or another operating parameter which has a significant influence on the boost pressure is carried out.
  • This plausibility check is preferably carried out in such a way that an error is detected when a change in the operating parameter does not result in a corresponding change in the output variable of the sensor.
  • a variable which characterizes the injected fuel quantity is used as the operating parameter.
  • a desired value for the fuel quantity to be injected and / or a manipulated variable, which is used to control a fuel-determining actuator can be used.
  • the drive duration of an electromagnetic valve or a piezo actuator is suitable. This monitoring is shown in more detail in FIG.
  • the first switchover 130 switches over to the simulated substitute signal PS.
  • the functionality of the sensor is monitored and the replacement signal PS is used in the event of a defect.
  • variables which characterize the operating state of the internal combustion engine are used.
  • the value thus formed is additionally filtered with a filter having a delaying component. A detailed description of the formation of the substitute value can be found in FIG. 3.
  • the first monitor 150 is shown by way of example in more detail in FIG.
  • the case may occur that the boost pressure value UP remains constant, although the actual boost pressure changes.
  • Such an error is also called freezing the sensor.
  • the error monitoring shown in Figure 2 is performed.
  • the monitoring is carried out according to the invention only in certain operating conditions. If there is such an operating state in which the charge air temperature is below a threshold value TLS, and the speed and the amount of fuel to be injected are within certain ranges of values, then after a change of sign in the change of the amount of fuel to be injected, the currently present amount and the currently existing boost pressure as old Values QKA or PA are stored. At the same time, a time counter starts. After a waiting period, the Differences QKD formed between the old stored value QKA and the now current value QK of the injection quantity. Accordingly, the change PD of the pressure in this waiting time is also determined.
  • the amount of the difference between the fuel quantity values is greater than a threshold value QKDS, the amount of change in the boost pressure must also be greater than a threshold value PDS. If this is not the case, an error is detected.
  • FIG. 2 shows an example of an embodiment of such a monitoring device.
  • a first comparator 200 is supplied with the output TL of a temperature sensor 160c which provides a signal corresponding to the charge air temperature. Furthermore, the comparator 200 is supplied with a threshold value TLS from a threshold value 205. The comparator 200 supplies an AND gate 210 with a corresponding signal.
  • a second comparator 230 the output of a map 220 is fed to the input of the speed signal N of a speed sensor 160 a is applied. Further, the map 220 processes a quantity QK that characterizes the amount of fuel to be injected and that is preferably provided by a quantity controller 160b. Furthermore, the comparator 230 is supplied with a threshold value BPS from a threshold value specification 235. The comparator 230 also acts on the AND gate 210 with a corresponding signal.
  • the size QK also passes to a sign recognition 250 and a filter 260.
  • the output signal of the sign recognition 250 is a time counter 270 and a first memory 262 and a second memory 265 acted upon.
  • the output signal of the filter 260 reaches, firstly, a positive sign to a node 285 and secondly via the first memory 262 with a negative sign to the second input of the node 285.
  • the node 285 acts on a switching means 275 with a size QKD.
  • the output signal of the switching means 275 QKD reaches a third comparator 280, at whose second input the output signal QKDS of a threshold value 285 is applied.
  • the evaluation 240 is likewise applied to the output signal of the comparator 280.
  • the output signal P of the filter 120 passes directly to the positive sign of a node 287 and the other via the second memory 265 with a negative sign to the second input of the node 287.
  • the node 287 acts on a switching means 276 with a size PD.
  • the output signal of the switching means 276 PD reaches a fourth comparator 290, to the second input of which the output signal PDS of a threshold value 295 is applied.
  • the evaluation 240 is likewise applied to the output signal of the comparator 290.
  • the first comparator 200 compares the measured charge air temperature TL with the threshold value TLS. If the measured charge air temperature TL is smaller than the threshold value TLS, a corresponding signal is sent to the AND gate 210.
  • the characteristic map 220 forms a characteristic value, which characterizes the operating state of the internal combustion engine, based on at least the rotational speed and / or the fuel quantity to be injected. This characteristic value is compared in the comparator 230 with the threshold value BTS. If the characteristic value for the operating state is greater than the threshold value BPS, then a corresponding signal goes to the AND gate 210. If both conditions are met, that is, the temperature of the air is less than the threshold TLS and there are certain operating conditions, so monitoring is possible.
  • This logic unit consisting of the comparators 200 and 230, the threshold values 205 and 235, the map 220 and the AND gate, cause the monitoring of the sensor signal is dependent on the presence of certain operating conditions. Monitoring occurs only when the air temperature is less than a threshold and when certain values for the speed and / or amount of fuel injected are present.
  • the sign recognition 250 checks whether there is a change in the sign of the change in the fuel quantity. This means that it is checked whether the derivative over the time of the fuel quantity to be injected has a zero crossing. If this is the case, the current values of the fuel quantity to be injected are stored in the memory 262 as the old value QKA. Accordingly, in the second memory 265, the current value of the pressure is stored as the old value PA. In this case, it is particularly advantageous if the quantity of fuel to be injected is filtered by means of the filter 260 before being stored.
  • the time counter 270 is activated. Based on the current value QK and the old value QKA for the amount of fuel, a difference value QKD is formed in the node 285, which indicates the change in the amount of fuel since the last sign change. Correspondingly, a corresponding difference value PD for the pressure is formed in the connection point 287, which characterizes the change in the boost pressure since the last change of sign.
  • the difference signal QKD is compared by the comparator 280 with a threshold value QKDS. Accordingly, the differential pressure PD is compared with a corresponding threshold value PDS in the node 290. If the two values for the difference of the fuel quantity QKD and the differential pressure PD are each greater than the threshold value, then the device does not recognize errors. If only the difference of the fuel quantity QKD is greater than the threshold value and the value PD for the pressure is smaller than the threshold value PDS, then the device recognizes errors. In this case, monitoring 150, i. H. from the evaluation 240, a corresponding signal for controlling the switching 130 predetermined.
  • a load size a Torque size and / or a drive quantity of a quantity controller can be used.
  • the simulation 135 is shown in more detail. Already described in Figure 1 elements are designated with corresponding signs.
  • the signal N of the rotational speed sensor 160a and the signal QK with respect to the injected fuel quantity reach a characteristic map 300 whose output quantity passes via a filter 310 to the switching means 130.
  • the rotational speed N also reaches the filter 310 via a characteristic 320 and a connection point 330.
  • At the second input of the node 330 is the output of a sign determination 340.
  • a value for the boost pressure P is stored depending on the operating state of the internal combustion engine.
  • This stored value corresponds to the boost pressure in the static state.
  • the filter means 310 is provided.
  • This filter means 310 is preferably designed as a PT1 filter, and simulates the time course of the pressure at a change of the operating state. It is particularly advantageous if the transmission behavior of this filter means 310 can be varied depending on the operating state of the internal combustion engine.
  • the characteristic curve 320 is provided in which, depending on at least the rotational speed N, a variable is stored which determines the transmission behavior of the filter medium 310.
  • a smaller time constant is chosen for high speeds than for low speeds for the filter.
  • the transmission behavior is determined by the sign determination 340, which depends on the sign of the pressure change, a correction quantity for Correction of the output signal of the characteristic 320 specifies.
  • the sign determination determines whether the pressure rises or falls.
  • a larger time constant is selected with increasing pressure than with decreasing pressure for the filter.
  • the output signal of the characteristic field 300 as well as the output signal of the filter means 310 are used.
  • the transmission behavior of the filter 310 is predetermined depending on the rotational speed of the internal combustion engine and the direction of change of the pressure

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
EP01956351A 2000-08-05 2001-07-20 Verfahren zur steuerung einer brennkraftmaschine Expired - Lifetime EP1309783B1 (de)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10038335A DE10038335A1 (de) 2000-08-05 2000-08-05 Verfahren zur Steuerung einer Brennkraftmaschine
DE10038335 2000-08-05
PCT/DE2001/002748 WO2002012699A1 (de) 2000-08-05 2001-07-20 Verfahren zur steuerung einer brennkraftmaschine

Publications (2)

Publication Number Publication Date
EP1309783A1 EP1309783A1 (de) 2003-05-14
EP1309783B1 true EP1309783B1 (de) 2006-05-17

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP01956351A Expired - Lifetime EP1309783B1 (de) 2000-08-05 2001-07-20 Verfahren zur steuerung einer brennkraftmaschine

Country Status (7)

Country Link
US (1) US6688164B2 (zh)
EP (1) EP1309783B1 (zh)
JP (1) JP2004506121A (zh)
KR (1) KR100786027B1 (zh)
CN (1) CN1265082C (zh)
DE (2) DE10038335A1 (zh)
WO (1) WO2002012699A1 (zh)

Families Citing this family (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10159069A1 (de) * 2001-12-01 2003-06-12 Daimler Chrysler Ag Verfahren zum Betrieb eines elektronischen Steuergerätes eines Kraftfahrzeuges
DE10230834A1 (de) * 2002-07-09 2004-01-22 Robert Bosch Gmbh Verfahren zum Betreiben einer Brennkraftmaschine
US7181334B2 (en) * 2003-05-14 2007-02-20 General Motors Corporation Method and apparatus to diagnose intake airflow
FR2927174B1 (fr) * 2008-02-05 2010-02-12 Renault Sas Procede de detection de microcoupures electriques et de gestion du fonctionnement d'un moteur
US8215288B2 (en) * 2009-04-29 2012-07-10 GM Global Technology Operations LLC Control system and method for controlling an engine in response to detecting an out of range pressure signal
US8572891B2 (en) * 2009-10-02 2013-11-05 Magna Closures Inc. Vehicular anti-pinch system with rain compensation
DE102009047400B4 (de) * 2009-12-02 2022-04-28 Robert Bosch Gmbh Verfahren zum Betreiben einer Brennkraftmaschine
US9234979B2 (en) 2009-12-08 2016-01-12 Magna Closures Inc. Wide activation angle pinch sensor section
US8942883B2 (en) * 2009-12-17 2015-01-27 GM Global Technology Operations LLC Sensor messaging systems and methods
JP5891708B2 (ja) 2011-10-28 2016-03-23 セイコーエプソン株式会社 印刷装置
KR101716310B1 (ko) * 2015-10-30 2017-03-17 (주)모토닉 직접분사식 엘피아이 개조 차량의 시동성 개선장치 및 방법
IT201800004431A1 (it) * 2018-04-12 2019-10-12 Dispositivo e metodo di controllo di un motore a combustione interna ad accensione comandata

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0090535B1 (en) * 1982-03-25 1986-07-02 The Secretary of State for Defence in Her Britannic Majesty's Government of the United Kingdom of Great Britain and Electroluminescent panels and method of manufacture
DE4032451B4 (de) 1990-10-12 2005-08-11 Robert Bosch Gmbh Verfahren zur Ladedruckregelung
DE4207541B4 (de) 1992-03-10 2006-04-20 Robert Bosch Gmbh System zur Steuerung einer Brennkraftmaschine
US5505179A (en) 1994-10-03 1996-04-09 Ford Motor Company Method and apparatus for inferring manifold absolute pressure in turbo-diesel engines
JPH09158775A (ja) * 1995-12-06 1997-06-17 Toyota Motor Corp 内燃機関の吸気圧センサ異常検出装置
GB9720430D0 (en) 1997-09-26 1997-11-26 Lucas Ind Plc Control method
DE19927674B4 (de) 1999-06-17 2010-09-02 Robert Bosch Gmbh Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine

Also Published As

Publication number Publication date
DE50109824D1 (de) 2006-06-22
EP1309783A1 (de) 2003-05-14
US6688164B2 (en) 2004-02-10
WO2002012699A1 (de) 2002-02-14
KR100786027B1 (ko) 2007-12-17
US20030019480A1 (en) 2003-01-30
DE10038335A1 (de) 2002-02-14
CN1265082C (zh) 2006-07-19
KR20020035893A (ko) 2002-05-15
JP2004506121A (ja) 2004-02-26
CN1386166A (zh) 2002-12-18

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