EP2080885A2 - Procédé et dispositif destinés à la surveillance d'une unité de commande du moteur - Google Patents

Procédé et dispositif destinés à la surveillance d'une unité de commande du moteur Download PDF

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Publication number
EP2080885A2
EP2080885A2 EP08105765A EP08105765A EP2080885A2 EP 2080885 A2 EP2080885 A2 EP 2080885A2 EP 08105765 A EP08105765 A EP 08105765A EP 08105765 A EP08105765 A EP 08105765A EP 2080885 A2 EP2080885 A2 EP 2080885A2
Authority
EP
European Patent Office
Prior art keywords
injection
torque
actual
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.)
Withdrawn
Application number
EP08105765A
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German (de)
English (en)
Other versions
EP2080885A3 (fr
Inventor
Guenter Kettenacker
Volker Pitzal
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 EP2080885A2 publication Critical patent/EP2080885A2/fr
Publication of EP2080885A3 publication Critical patent/EP2080885A3/fr
Withdrawn legal-status Critical Current

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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
    • 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
    • F02D41/1497—With detection of the mechanical response of the engine
    • 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
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/26—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor
    • F02D41/266—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor the computer being backed-up or assisted by another circuit, e.g. analogue
    • 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

Definitions

  • the invention relates to a method and a device for monitoring an engine control unit for controlling an internal combustion engine.
  • a separate monitoring unit is hitherto provided.
  • the separate monitoring unit also calculates injection parameters independently of the engine control unit on the basis of provided input variables, such as the desired driver torque or the desired torque to be set, which is to be set by a torque control. From the drive signals provided by the engine control unit to the injection valves, the injection parameters on which the engine control unit is based are determined and these are compared with the injection parameters calculated in the monitoring unit in a suitable manner. Depending on the result of the comparison, it is determined whether the function of the engine control unit is correct or not.
  • the maps in the engine control unit are customized according to desired characteristics of the internal combustion engine, so that the monitoring unit must be programmed in a similar manner as the engine control unit or must otherwise obtain access to the maps to the injection parameters for monitoring to determine the proper functioning of the engine control unit.
  • One idea of the method described above is to determine the actual torque only from the injection parameters with which the motor is controlled. For example, injection duration, injection quantity and / or injection profile can be assumed as injection parameters. With the estimated actual torque thus obtained, the proper function of a motor control function is determined by evaluating the estimated actual torque with respect to the torque to be realized.
  • the recalculation of the expected actual torque from the injection parameters, with which the engine is controlled is independent of the maps stored in the engine control unit and is performed only on the basis of the provided injection parameters and engine type specific maps or previously learned maps. This is possible because the accuracy requirements for the monitoring of the engine control unit are not high, as it must be recognized and limited by accelerating motors only in the lower part load range because of undesirable too high indexed moment.
  • the proposed method has the advantage that the engine control unit comprises a functional monitoring of the continuous monitoring and this need not be adapted after a customer engine application, whereby the cost of implementing the engine control function can be reduced.
  • the invention is based on the assumption that the efficiency of an injection essentially depends on the angle of the injection center, so that the total torque provided by the internal combustion engine can be estimated via the individual moments provided by the cylinders.
  • the indexed efficiency of several different types of internal combustion engines there are no large differences in efficiency, since the piston movement results from a rotational movement and the speed angle curve is therefore always the same.
  • the achievable accuracy is therefore directly related to the effort that would like to apply for the adaptation to the internal combustion engine used. It is thus possible, with low accuracy requirements, to provide simple maps with only a few sample points, and not to determine values mapped in the map by map interpolation.
  • the actual torque can be estimated by determining the injection duration of each cylinder based on the injection parameters, the individual torque provided by the respective cylinder being determined depending on the injection duration and an efficiency of the cylinder, the actual torque of the cylinder being determined Internal combustion engine is estimated from the individual torques.
  • the efficiency may be determined depending on the injection center angle, which corresponds to a center of an angular range between injection start and end of injection.
  • an injection quantity can furthermore be determined, with the respective individual torque being determined from the injection quantity and the efficiency.
  • the injection quantity is corrected with a pressure wave correction factor (in the case of common rail systems) or with a cam shape correction factor (in the case of pump-nozzle systems).
  • an error can be detected if the actual torque is outside a tolerance range around the torque to be realized.
  • the injection parameters can be provided in the form of drive signals for driving injection valves of the cylinders.
  • a monitoring unit for checking the plausibility of a motor control function for an internal combustion engine.
  • the monitoring unit comprises an interface for receiving injection parameters which control an injection of fuel into cylinders of the internal combustion engine on the basis of a predetermined torque to be realized, an estimation unit for estimating an actual torque of the internal combustion engine depending on the injection parameters, and an evaluation unit for evaluating the actual Moments depending on the moment to be realized in order to make the engine control function plausible.
  • a computer program including a program code which, when executed on a data processing unit, executes one of the above methods.
  • Fig. 1 shows a block diagram illustrating a monitoring system according to an embodiment of the present invention.
  • the entire system 1 comprises a motor control unit 2 for controlling an internal combustion engine 3.
  • the internal combustion engine 3 is embodied, for example, as a self-igniting internal combustion engine which is operated by specification of injection parameters such as injection time, injection duration and injection profile controlled by drive signals S provided by the engine control unit 2.
  • the engine control unit 2 provides the drive signals S of an output stage 4 which, in accordance with the drive signals S, actuates the injection valves 5 associated with the cylinders 7.
  • the injection valves 5 can be opened to allow a fuel-air mixture of a so-called common rail section 6 (chamber for providing the air-fuel mixture under high pressure) to flow into the associated cylinder 7.
  • the control signals S of the engine control unit 2 are used to implement or generate a setpoint torque M desired predetermined by the engine control unit 2 in the internal combustion engine 3.
  • the engine control unit 2 is coupled to a monitoring unit 10 which is preferably operated independently of the engine control unit 2 and which is intended to monitor the function of the engine control unit 2, as shown in the flowchart of FIG Fig. 2 is shown.
  • the monitoring can also be implemented in the engine control unit 2, for example as a microcontroller unit.
  • the monitoring unit 10 is connected to the engine control unit 2 to receive, via an interface 11, the drive signals S (step S1) provided by the engine control unit 2.
  • the drive signals S determine the injection timing, the injection quantity and the injection profile.
  • the monitoring unit 10 evaluates the control signals S in an evaluation unit 12 according to the procedure described below (step S2) and further receives an indication of the desired torque M Soll , which is to be set by the engine control unit 2 in the internal combustion engine 2.
  • the engine control unit determines, for example, in a corresponding control a torque M to be realized in order to determine by an evaluation (step S3), for example, by comparing the torque M to be realized with an estimated torque 13 in an estimation unit M actual of the internal combustion engine 3 Engine control unit 2 is working properly.
  • the engine control unit 2 can provide the monitoring unit 10 with an indication of a torque to be implemented, with which the actual torque is compared.
  • the estimated actual torque M IST can be evaluated with respect to the required torque M to be realized by checking whether or not the actual torque M actual is within a tolerance range of, for example, +/- 10% defined by the torque M to be achieved , According to the evaluation result, a plausibility signal P is provided by the monitoring unit 10, for example, to the engine control unit 2 in order, for example, to activate an emergency function by which, for example, the engine torque is limited and / or it is signaled that a malfunction has occurred.
  • the monitoring unit 10 can also be provided with information about the injection parameters before they are converted into corresponding control signals in the engine control unit 2.
  • the estimation of the actual torque M actual of the internal combustion engine 3 from the drive signals is based on the assumption that the efficiency of an injection and thus the single torque provided are substantially the same as the angle of the injection center and thereby the corresponding moment for each injection into a cylinder 7 can be calculated.
  • the total torque results from the sum of the individual moments of the individual cylinders 7.
  • the injection quantity m E of fuel in the cylinder 7 assigned to the drive signal is first determined from the pressure in the common rail section 6 P CR and the drive duration T ON of one of the drive signals by means of a first characteristic map K1 without pressure wave correction.
  • the engine speed n can be used instead of the pressure P CR , since there the injection quantity m E depends approximately proportionally on the engine speed.
  • the injection quantity m E is fed together with a time ⁇ t E over the time interval of the current injection to the previous injection a second map K2 to (for common rail) to provide a pressure wave correction factor F DW .
  • a correction factor depending on the crankshaft angle is used instead because of the cam shape.
  • the pressure wave correction factor is supplied to a first multiplier M1.
  • the non-corrected injection quantity m E is supplied with the pressure wave correction factor F DW and a corrected injection quantity m E 'is obtained.
  • ⁇ M ⁇ ⁇ drive start + opening time + ⁇ ⁇ control end + closing time / Second
  • the control start corresponds to the time at which the respective drive signal S instructs an opening of the injection valve.
  • the drive end corresponds to the time at which the respective drive signal S instructs a closing of the injection valve.
  • the opening time or the closing time corresponding to the delay times with which the respective injection valve responds to a corresponding drive signal.
  • an efficiency factor F W per cylinder 7 is determined via a third characteristic field K3.
  • the efficiency factor F W is multiplied by the number of cylinders N ZYL in a second multiplier 2, so that the third characteristic field K3 does not have to be changed for different numbers of cylinders, but for identical injection valves or injectors.
  • the third map K3 can be determined according to the engine type and therefore takes into account engine geometries and engine type conditional peculiarities.
  • the third characteristic map K3 can be learned for each individual internal combustion engine 3, in which the monitoring unit 10 is ultimately used, in a learning process.
  • the torque M to be realized and the drive signals S are related to each other and mapped as a map.
  • the map may be provided with a constant value, such as a. 1.5 Nm / (mg / stroke) are filled.
  • the result F W 'of the multiplication of the number of cylinders N ZYL with the efficiency factor F W is multiplied by the corrected injection quantity m E ' in a third multiplier M3 so as to obtain the individual torque determined per part injection (per cylinder).
  • the individual torques are stored in a summing field S with a number of storage locations for the individual torques corresponding to the number of cylinders N ZYL .
  • the summation field S adds permanently stores the individual torques stored therein and outputs their sum as the estimated actual torque M IST .
  • the determined, estimated actual torque M IST can be displayed by connecting a display unit (not shown) to the monitoring unit 10.
  • a factor can be generated which indicates whether the redundant torque calculation in the respective operating point is above or below the torque M to be realized.
  • An advantage of the method described above is that the monitoring of the function of the engine control unit 2 can be performed without also realizing the maps of the engine control unit 2 in the monitoring unit 10.
  • the efficiency map i. the third map K3, can be set so that at all injection angles in the center of injection before 10 ° before top dead center on the optimum efficiency, e.g. 1.5 Nm / (mg / stroke) and from there to e.g. 90 ° after top dead center to 0 Nm / (mg / stroke) decreases linearly.
  • the second map K2 can initially output neutral 1 as a factor and be adapted accordingly in a subsequent adaptation process to make a pressure wave correction.
  • the adaptation takes place in accordance with the desired accuracy of the engine torque estimation in a learning process or during operation of the internal combustion engine 3.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Computer Hardware Design (AREA)
  • Microelectronics & Electronic Packaging (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
EP08105765.5A 2008-01-18 2008-11-11 Procédé et dispositif destinés à la surveillance d'une unité de commande du moteur Withdrawn EP2080885A3 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102008005154.3A DE102008005154B4 (de) 2008-01-18 2008-01-18 Verfahren und Vorrichtung zur Überwachung einer Motorsteuereinheit

Publications (2)

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EP2080885A2 true EP2080885A2 (fr) 2009-07-22
EP2080885A3 EP2080885A3 (fr) 2017-07-26

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Country Link
US (1) US9995235B2 (fr)
EP (1) EP2080885A3 (fr)
DE (1) DE102008005154B4 (fr)
RU (1) RU2486366C2 (fr)

Cited By (1)

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WO2012104122A1 (fr) * 2011-02-02 2012-08-09 Robert Bosch Gmbh Procédé et dispositif de modélisation d'un rendement de couple d'un moteur à combustion pour une injection multiple de carburant dans un cycle de combustion

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DE102008005154B4 (de) * 2008-01-18 2023-01-26 Robert Bosch Gmbh Verfahren und Vorrichtung zur Überwachung einer Motorsteuereinheit
US20120283900A1 (en) * 2011-05-06 2012-11-08 GM Global Technology Operations LLC Actuator torque production diagnostic
DE102013110169A1 (de) 2013-09-16 2015-03-19 Denso Corporation Verfahren zur Bestimmung eines Akkumulator-Drucks und Verfahren zur Steuerung einer Kraftstoffpumpe
FR3095705B1 (fr) 2019-05-03 2021-05-07 Safran Aircraft Engines Procédé de supervision d’une unité de contrôle moteur

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2012104122A1 (fr) * 2011-02-02 2012-08-09 Robert Bosch Gmbh Procédé et dispositif de modélisation d'un rendement de couple d'un moteur à combustion pour une injection multiple de carburant dans un cycle de combustion
CN103339361A (zh) * 2011-02-02 2013-10-02 罗伯特·博世有限公司 用于模拟在一个燃烧冲程中燃料多次喷射的内燃机的转矩效率的方法及装置

Also Published As

Publication number Publication date
RU2009101381A (ru) 2010-07-27
DE102008005154B4 (de) 2023-01-26
US20090187330A1 (en) 2009-07-23
EP2080885A3 (fr) 2017-07-26
RU2486366C2 (ru) 2013-06-27
US9995235B2 (en) 2018-06-12
DE102008005154A1 (de) 2009-07-23

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