GB2355317A - Method for monitoring a control device for an internal combustion engine - Google Patents

Method for monitoring a control device for an internal combustion engine Download PDF

Info

Publication number
GB2355317A
GB2355317A GB0023883A GB0023883A GB2355317A GB 2355317 A GB2355317 A GB 2355317A GB 0023883 A GB0023883 A GB 0023883A GB 0023883 A GB0023883 A GB 0023883A GB 2355317 A GB2355317 A GB 2355317A
Authority
GB
United Kingdom
Prior art keywords
mon
internal combustion
combustion engine
speed
integral 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
Application number
GB0023883A
Other versions
GB0023883D0 (en
GB2355317B (en
Inventor
Oliver Hild
Thomas Pfeufer
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.)
Siemens AG
Original Assignee
Siemens AG
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 Siemens AG filed Critical Siemens AG
Publication of GB0023883D0 publication Critical patent/GB0023883D0/en
Publication of GB2355317A publication Critical patent/GB2355317A/en
Application granted granted Critical
Publication of GB2355317B publication Critical patent/GB2355317B/en
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

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
    • F02D31/008—Electric control of rotation speed controlling fuel supply for idle speed control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0203—Variable control of intake and exhaust valves
    • F02D13/0207—Variable control of intake and exhaust valves changing valve lift or valve lift and timing
    • 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
    • F02D41/0002—Controlling intake air
    • F02D2041/001—Controlling intake air for engines with variable valve actuation
    • 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
    • F02D2041/1409—Introducing closed-loop corrections characterised by the control or regulation method using at least a proportional, integral or derivative controller
    • 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
    • F02D2041/389—Controlling fuel injection of the high pressure type for injecting directly into the cylinder
    • 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
    • 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
    • F02D2200/1006—Engine torque losses, e.g. friction or pumping losses or losses caused by external loads of accessories
    • 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
    • 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
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/1454—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an oxygen content or concentration or the air-fuel ratio
    • F02D41/1456—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an oxygen content or concentration or the air-fuel ratio with sensor output signal being linear or quasi-linear with the concentration of oxygen

Abstract

A control device 6 comprises an idle-speed controller 621 with an integral component. In the control device, a set value of a variable characterising a load at the internal combustion engine is calculated at 622 depending on the integral component and/or a minimum torque, which depends on the integral component, and operating variables is calculated. Actuator signals for actuators such as 10, 30, 33, 34, 31 of the internal combustion engine are generated depending on the set value of the variable characterising the load at the internal combustion engine. To monitor the control device, a check is made at 63 to determine whether a condition is fulfilled which depends on the integral component or the minimum torque, a set value of the idle speed and the actual speed. An error reaction takes place if the condition is met.

Description

0. -0- 0 2355317 METHOD FOR MONITORING A CONTROL DEVICE FOR AN INTERNAL
COMBUSTION ENGINE The invention relates to a method for monitoring a control device for an internal combustion engine.
A method for controlling an internal combustion engine which is achieved by a control unit is known from DE 196 12 455 Al. With this known method, a set value of the torque of the internal combustion engine is calculated and actuating signals for actuators of the internal combustion engine, such as a throttle valve, are calculated depending on the set value of the torque. The set value of the torque is calculated relative to the driver's command and a maximum available torque range, which is given by a maximum and minimum torque. The minimum torque depends on a loss torque which in turn depends on operating variables of the internal combustion engine, and an integral component of an idle-speed controller.
For series use of a control device of this kind a high degree of safety must be guaranteed. Therefore, for example, the false generation of an impermissibly-high torque, which could lead to an unwanted, safetycritical acceleration of the vehicle, must be prevented.
The object of the invention is to create a method of monitoring a control device for an internal combustion engine which guarantees safe operation of the control device.
The invention achieves this objective by the features of the independent patent claims. Advantageous embodiments of the invention are characterised in the subclaims.
The invention is based on the knowledge that the integral component of an idle-speed controller and/or the minimum value of one of the variables characterising the load on the internal combustion engine are essential influence variables for the set value of the variable characterising the load on the internal combustion engine. The invention is characterised in that the integral component, or minimum value, of the variable characterising the load on the internal combustion engine can be made plausible by simple checking of a condition, which additionally depends on the set value of the idle speed and the actual speed. Thus, a safer and more reliable operation of the control device is guaranteed by simple means.
Examples of embodiments of the invention are further explained using the following schematic drawings. These are as follows.
Figure I Am internal combustion engine with a control device.
Figure 2 A block diagram of a monitoring level of the control device shown in Figure 1.
Figure 3 A block diagram of a first plausibilisation unit of the monitoring level.
Figure 4 A block diagram of a second plausibilisation unit of the monitoring level.
An internal combustion engine (Figure 1) consists of an inlet system I with throttle valve 10 and an engine block 2, which has a cylinder 20 and a crankshaft 23. A piston 21 and a connection rod 22 are fitted in the cylinder 20. The connecting rod 22 is connected to the piston and to the crankshaft 23.
A cylinder head 3 is provided, which has a valve gear and is fitted with at least one inlet valve 30 and one outlet valve 3 1. The valve gear has at least one camshaft (not illustrated) with a transmission device which transmits the cam stroke to the inlet valve 30 or outlet valve 3 1. The cylinder head 3 is also fitted with an injection valve 33 and a spark plug 34. The injection valve 33 is arranged so that the fuel is metered directly to the combustion chamber of the cylinder. The internal combustion engine shown in Figure I has one cylinder, but it can, however have several cylinders.
The internal combustion engine has an exhaust system 4 with a 5 catalytic converter 40 and an oxygen sensor 4 1.
A control device 6 is provided, which is assigned to the sensors, detects various measured variables and determines the measured value of the measured variable in each case. The control device 6 determines, depending on at least one measured variable, one or more actuating signals for control of an actuator in each case. The sensors are an accelerator position sensor 71 which detects a pedal value PV of the accelerator pedal 7, a throttle value position sensor 11 which detects the degree of opening of the throttle valve 10, and an air mass sensor 12 which detects a mass airflow MAY and/or an inlet manifold pressure sensor 13 which detects an inlet pressure in the inlet system 1, a first temperature sensor 14, which detects an inlet air temperature, a speed sensor 24 which detects a speed n of the crankshaft 23, a second temperature sensor 25 which detects a coolant temperature TCO and an oxygen sensor 41 which detects the residual oxygen content of the exhaust gas in the exhaust system 4. Any sub-set of the named sensors or additional sensors may be present depending on the embodiment of the invention.
The actuator assemblies each consist of an actuator drive and an actuator. The actuator drive is an electric motor drive, an electromagnetic drive or any other drive know to engineers. The actuator consists of a throttle valve 10, an injection valve 33, a spark plug 34 or a device for adjusting the stroke of the inlet or outlet valves 30, 3 1. References to actuator assemblies in the following are to the particular assigned actuator in each case.
The control device 6 consists of analogue/digital converters 61 which convert the analogue measuring signals of the sensors to digital signals. The control device also has a function level 62, a monitoring level 63 and final stages 64 to 68.
At function level 62, a set value of a variable characterising a load at the internal combustion engine is determined. In an advantageous example embodiment, this variable is the torque. A torque-based control system of this kind is, for example, described in DE 196 12 455 Al, whose content with respect to this is included. The set value of the torque is calculated depending on the accelerator pedal value PV and the maximum torque range available, which is given by a minimum and maximum torque. The calculation of the set value also takes account of other torque requirements, such as those of an electronic gear control, an electronic stability program or a drive slip control.
The minimum torque depends on a loss torque which in turn depends on operating variables of the internal combustion engine, which correspond either to the measured variables detected by the sensors or calculation variables calculated from these. The minimum torque also depends on an integral component of an idle-speed controller 621, which is also arranged in function level 62. An idle-speed controller of this kind is, for example, known from EP 0 875 673 A2. The idle-speed controller 621 is advantageously formed as a proportional, integral and differential controller. It is active if the accelerator pedal value PV exceeds a specified threshold value which is characteristic of the driver not demanding torque at the output shaft of the internal combustion engine, with the actual speed at the same time being less than a further threshold value.
A set value of the idle speed is either permanently specified or depends on the operating variables of the internal combustion engine. If the idlespeed controller is active, torque contributions of the integral component of the proportional component and of the differential component are generated and applied to a block 622 in which a set value of the torque of the internal combustion engine is also calculated taking account of further torque demands.
The set value of the torque calculated in block 622 is an input variable to block 623, in which actuating signals for the actuators of the internal combustion engine are determined depending on the set value of the torque.
The actuating signals calculated in block 623 are applied to the final stages 64 to 68 and then control the actuators of the internal combustion engine assigned to them.
The set value of the torque is also calculated in block 622 if the idle speed controller 621 is not active. In this case, the set value of the torque depends on the accelerator pedal value PV, the minimum and maximum torque that can be made available at the output shaft of the internal combustion engine and further torque demands, such as those of an electronic gear control system.
Also with a deactivated idle-speed controller, the set value of the torque depends on the integral component of the idle-speed controller 621, because in the interest of higher driving comfort this is reduced in a specified-manner, e.g. in the form of a ramp.
In the main, the integral component of the idle-speed controller 621 is taken into account when calculating the minimum torque of the internal combustion engine. Without taking account of the loss torque, the pattern of the minimum torque relative to speed is as follows: Starting from the set value of the idle speed up to the lower speed values, the minimum torque increases hyperbolically up to a maximum value. At around the set value it assumes the value zero and then drops to a minimum specified negative value, preferably linearly, at higher speeds. Allowing for the loss torque results in a corresponding shift in the described characteristic curve in the speed range above the set value of the idle speed. A minimum torque pattern of this kind, considered relative to speed, has a so- called self-stabili sing effect, i.e. the speed during idling moves to the set value of the idle speed without intervention from the idle-speed controller. The torque pattern should therefore assist the idle-speed controller.
In monitoring level 63, copies of the values of the detected operating variables and various calculation variables, which are calculated in function level 62, are stored in a separate storage area. In addition, individual, detected operating variables or calculation variables, which were calculated in the function level, are made plausible, i.e. plausibilised. If one of the variables of monitoring level 63 is detected as not plausible, i.e. as faulty, a corresponding error reaction is instigated by the monitoring level. An error reaction of this kind can be carried out either at function level 62 or it can take place directly in end stages 64 to 68 in the form of a limitation of the power or speed of the internal combustion engine.
Figure 2 is a block diagram of monitoring level 63. The variables in the monitoring level, which are stored in a separate storage area as copies of the original variables and are in some cases extra plausibilised, are labelled by a suffix MON.
Because the integral component TQ_DIF-I-IS-MON of the idlespeed controller 621 can reach very high values (e.g. 70% of the maximum torque), for example after an uphill run in idling or an idling run with a high load coupled to the vehicle, e.g. a trailer, the integral component is monitored in a first plausibilisation unit PBE I and then, if it assumes implausible values, activates a corresponding error reaction. The construction and functioning of the first plausibilisation unit is further explained in the following with the aid of Figure 3.
In a block B2. a maximum permissible set value TQLSP-MON of the torque is calculated, i.e. depending on the speed N-MON, the accelerator pedal value PV-AV-MON, the minimum torque TQ_MIN - CLU - MON at the output shaft of the internal combustion engine, which is a copy of the value calculated in the function level, and on the maximum torque TQ_MAX-CLU-MON at the output shaft and loss torque TQ_LOSS-MON.
Further torque demands, such as those of an electronic gear control or an electronic stability program can also be taken into account when calculating the maximum permissible set value TQI - SP - MON.
In a block B3, an actual value TQI - AV - MON of the torque, depending on the speed N-MON, the mass airflow MAF-MON in the cylinder 20 and an actual ignition angle IGA-AV-MON is determined.
A check then takes place in block B4 to detennine whether the difference between the actual value TQI - AV - MON and the maximum permissible set value TQI-SP-MON of the torque is less than a specified threshold value SW. If this is the case, a corresponding error reaction is triggered either in function level 62 or by direct intervention in final stages 64 to 68.
In a block B5, the difference N - DIF SP IS MON between the set value N-SP-IS-MON of the idle speed and the actual speed N-MON is determined.
In a first plausibilisation unit PBE I (Figure 3), a check is carried out to establish whether a condition is met which depends on the integral component TQ-DIF-I-IS-MON and the difference N-DIF-SP-IS-MON between the set value N-SP-IS-MON and the actual speed N-MON. If the condition is met, a corresponding marker ERR is set for an error and a corresponding error reaction is triggered. The preferred embodiment of the condition is described in the following.
In a comparator V 1, a check is carried out to determine whether the difference N-DIF-SP-IS-MON is less than a first threshold value SW1 (e.g. 10 SWI =- 300 revolutions per minute).
In a comparator V2, a check is carried out to determine whether the integral component TQ DIF-IS-MON of the idle-speed controller 621 is greater than a preset second threshold value (SW2), which for instance can be zero.
If the comparisons of comparators VI and V2 are both fulfilled and at the same time the integral component is still not reduced from its original value at the time point of a deactivation of an idle-speed controller, in the form of a ramp function, which is indicated by a set marker LV_RAMP for an active ramp function, the integral component TQ__PIS-1-IS-MON is detected as faulty, sometimes after a debouncing process. This makes use of the fact that at a speed which is above the set value of the idlespeed controller by the specified first threshold value SW I the internal combustion engine is so far outside the idling speed that the integral component with a correctly-calculated integral component TQ_DIF_I-IS-MON cannot be greater than the second threshold value SW2, provided the integral component is still not ramped down.
In a block B7. a ramp value TQ_DIF-I-IS-RAMP-MON of the integral component of the idle-speed controller is calculated depending on whether the marker LV_RAMP for the active ramp function is set or not and on the integral component TQ_DIF-I-IS-MON of the idle-speed controller 5 621 and a ramp-down duration T-RAMP.
The marker LV_RAMP is set in function level 62 if the ramp-down function is active, i.e. directly at the start of the deactivation of the idlespeed controller 621 up to the time point at which the integral component has reduced to a specified value, which it assumes as a steady state outside the idle operation of the internal combustion engine. The ramp-down duration T-RAMP is permanently specified in the example of an advantageous embodiment. This is the time period required to reduce the ramp value TQ_DIF-I-IS-RAMP-MON of the integral component of the idle-speed controller whilst the marker LV_RAMP is set, from the value of the integral component TQ DIF-1-IS-MON of the idle-speed controller 621 when the marker LV_RAMP is set to a specified steady-state value, e.g. zero, of the integral component outside idle operation. This should preferably take place linearly, i.e. in the form of a ramp.
At summing point S 1, the difference between the integral component TQ-DIF-1-IS-MON and the ramp value TQ_DIF-I-IS-RAMP-MON of the integral component is formed. The output of the summing point S I is compared in comparator V3 with a third threshold value SW3, which preferably takes the value zero. If the result of comparator V3 is that the output of summing point S I is greater than the third threshold value SW3 and at the same time the marker LV_RAMP for active ramp-down function is set, the integral component TQ-DIF-I-IS-MON, if necessary after appropriate debouncing, is detected as faulty and a corresponding error reaction is initiated. In doing so, the fact that the integral component of the idle- speed controller 621 after deactivation of the controller is not suddenly returned to its steady state value outside the idle operation of the internal combustion engine but instead is returned via a ramp function is taken into account.
Furthermore, a third condition is checked and an error reaction triggered if this condition is met. To do this, a check is carried out in comparator V4 to determine whether the integral component TQ_DIF_I-IS-MON of the idle-speed controller 621 is greater than a permissible maximum value MAX-V. If this is the case, the marker for an error ERR is set, after a debouncing process as necessary, and a corresponding error reaction is initiated. The permissible maximum value MAXY is preferably a permariently-specified value.
The second plausibilisation. unit PBE2 includes a characteristic curve KU from which a monitoring value is determined depending on the difference N-DIF-SP-IS-MON between the set value of the idle speed and the actual speed. The characteristic curve KL I is applied in such a way that the monitoring value at values of the actual speed which are greater than the set value of the idle speed is smaller than at values of the actual speed which are smaller than the set value of the idle speed. The monitoring value UW in this case assumes, starting ftom. a zero speed to the proximity of the set value N-SP-MON of the idle speed, a specified high value (for example up to 100% of the maximum possible torque). The monitoring value UW then reduces within a narrow band around the set value N-SP-MON of the idle speed to a value close to zero and then remains at this value until there is a further increase in speed.
At summing point S3 the integral component TQ_DIF - I - IS - MON and the monitoring value UW are subtracted from the minimum torque TQ_MIN_CLU-MON at the output shaft of the internal combustion engine.
A check is carried out in comparison point V8 to determine whether the output of the summing point is greater than a specified fourth threshold value SW4, which preferably is equal to zero.
If this is the case, then, after debouncing as necessary, the marker ERR for error is set. The monitoring of the minimum torque TQ_MIN_CLU-MON utilises the knowledge that the difference between the minimum torque TQ_MIN_CLU-MON at the output shaft of the internal combustion engine and the integral component TQ_DIF-I-IS-MON is always less than zero for speed values which are greater than the set value of the idle speed.
In a comparator V 10, a check is carried out to determine whether the speed N-MON is less than a maximum starting speed N-ST-MAX-MON and a marker for the start mode LV-ST is set in the Rinction. levels. If this is the case, the internal combustion engine is in start mode and a threshold value SW5, of a magnitude which ensures that the output of the summing point S3 is certainly less or equal to zero is applied to the output of switch SC. The threshold SW5 is, for example, equal to the maximum torque of the internal combustion engine.
If the comparison is not fulfilled at comparison point V10 or the marker LV-ST for the start mode of the internal combustion engine is not set, threshold value SW6, which is preferably zero, is present at the output of switch SC. This makes sure that during the start mode of the internal combustion engine the minimum torque TQ_MIN_CLU-MON can assume any values and no error reaction takes place during starting.

Claims (7)

CLAIMS:
1. Method for monitoring a control device for an internal combustion engine, - which has an idle-speed controller (62 1) with an integral component and - in which a set value characterising a load on the internal combustion engine relative to the integral component and operating variables is calculated, - actuating signals for actuators of the internal combustion engine are generated depending on the set value of the variable characterising the load at the internal combustion engine, - whereby a check is made to determine whether a condition is fulfilled, which depends on the integral component (TQ-DIF-IS-1-MON), a set value (NjS-SP-MON) of the idle speed and the actual speed (NMON), and that an error reaction takes place if the condition is met.
2. Method in accordance with claim I, characterised in that the condition is met provided - the deviation of the set value (N_SP IS-MON) of the idle speed from the actual speed (N_MON) is greater than a specified first threshold value (Swl) - and the integral component (TQ_DIF-IS-l- MON) is greater than a specified second threshold value (SW2).
3. Method in accordance with one of the preceding claims, characterised in that after a deactivation of the idle-speed controller a check is made to determine whether a second condition is met, which depends on the integral component (TQ-DIF-IS-I-MON) and on a characterising function for the 0 a reduction over time of the integral component (TQ_DIF-IS-l-MON) after deactivation of the idle-speed controller, and that the error reaction takes place if the second condition is met.
4. Method in accordance with one of preceding claims, characterised in that a check is carried out to determine whether a third condition is fulfilled which depends on the integral component (TQ_PIF-IS-I-MON) and on a permissible maximum value (MAXY).
5. Method for monitoring a control device for an internal combustion engine, - which has an idle-speed controller with an integral component and - in which a minimum value of a variable characterising a load at the internal combustion engine depending on the integral component and operation variables is calculated,, - a set value of a variable characterising the load at the internal combustion engine depending on operating variables and calculation variables, which are determined in the control unit and on the minimum value is calculated, - actuating signals for actuators of the internal combustion engine are generated depending on the set value of the variable characterising the load at the internal combustion engine, characterised in that the check determines whether a further condition is fulfilled which depends on the minimum value of the variable characterising the load at the internal combustion engine, a set value (NS_SP-IS-MON) of the idle speed and the actual speed (N__M0N) and that an error reaction takes place if the condition is met.
6. Method in accordance with claim 5, characterised in that a monitoring value (UW) is determined, which depends on the deviation of the set value of the idle speed (N_SP-IS-MON) from the actual speed (NMON) and at which values of the actual speed (N_MON) which are greater than the set value (N_SP-IS-MON) of the idle speed, is smaller than at values of the actual speed (N_MON) which are smaller than the set speed (N_SP-IS-MON) of the idle speed and that the fourth condition is met, if the minimum value is greater that the monitoring value (UW).
7. Method in accordance with one of claims 5 or 6, characterised in that the fourth condition additionally depends on the integral component (TQ_DIF_IS_I-MON) of the idle-speed controller (621).
GB0023883A 1999-09-30 2000-09-29 Method for monitoring a control device for an internal combustion engine Expired - Fee Related GB2355317B (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE1999147052 DE19947052C1 (en) 1999-09-30 1999-09-30 Method for monitoring a control device for an internal combustion engine

Publications (3)

Publication Number Publication Date
GB0023883D0 GB0023883D0 (en) 2000-11-15
GB2355317A true GB2355317A (en) 2001-04-18
GB2355317B GB2355317B (en) 2004-04-21

Family

ID=7923967

Family Applications (1)

Application Number Title Priority Date Filing Date
GB0023883A Expired - Fee Related GB2355317B (en) 1999-09-30 2000-09-29 Method for monitoring a control device for an internal combustion engine

Country Status (3)

Country Link
DE (1) DE19947052C1 (en)
FR (1) FR2799235B1 (en)
GB (1) GB2355317B (en)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10135078A1 (en) * 2001-07-19 2003-02-06 Bosch Gmbh Robert Method and device for operating a drive motor of a vehicle
DE10317649A1 (en) * 2003-04-17 2004-11-04 Robert Bosch Gmbh Method and device for operating an internal combustion engine in push mode
DE102008002623B4 (en) * 2007-12-20 2019-06-27 Robert Bosch Gmbh Method and control device for monitoring and limiting the torque in a drive train of a road vehicle

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2285145A (en) * 1993-12-24 1995-06-28 Bosch Gmbh Robert Determination of loading with diagnostics on an internal combustion engine
DE19612455A1 (en) * 1996-03-28 1997-10-02 Siemens Ag Method for determining a target torque on the clutch of a motor vehicle
EP0875673A2 (en) * 1997-05-02 1998-11-04 Siemens Aktiengesellschaft Method for controlling an internal combustion engine

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3222363A1 (en) * 1982-06-15 1983-12-15 Robert Bosch Gmbh, 7000 Stuttgart ARRANGEMENT FOR SPEED CONTROL OF AN INTERNAL COMBUSTION ENGINE
JPH05263687A (en) * 1992-03-23 1993-10-12 Zexel Corp Revolving speed control method of internal combustion engine

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2285145A (en) * 1993-12-24 1995-06-28 Bosch Gmbh Robert Determination of loading with diagnostics on an internal combustion engine
DE19612455A1 (en) * 1996-03-28 1997-10-02 Siemens Ag Method for determining a target torque on the clutch of a motor vehicle
US6065446A (en) * 1996-03-28 2000-05-23 Siemens Aktiengesellschaft Method for controlling an internal combustion engine
EP0875673A2 (en) * 1997-05-02 1998-11-04 Siemens Aktiengesellschaft Method for controlling an internal combustion engine

Also Published As

Publication number Publication date
GB0023883D0 (en) 2000-11-15
DE19947052C1 (en) 2001-05-03
FR2799235A1 (en) 2001-04-06
GB2355317B (en) 2004-04-21
FR2799235B1 (en) 2006-02-24

Similar Documents

Publication Publication Date Title
US6615804B2 (en) Method and apparatus for deactivating and reactivating cylinders for an engine with displacement on demand
US6178371B1 (en) Vehicle speed control system and method
US6078859A (en) System and method for torque based vehicle speed control
US6964260B2 (en) Electronic engine control device
US7599780B2 (en) Methods and systems to feedback coordinated torque control system information
US8147378B2 (en) Airflow based idle speed control power security
US7377260B2 (en) Method and device for controlling an internal combustion engine
US7970524B2 (en) Safety concept in electronic throttle control of internal combustion engine controllers
EP3406880B1 (en) Waste gate valve control method and control device
US6766785B2 (en) Electronic throttle control apparatus
US8935074B2 (en) Apparatus to control internal combustion engine, method for controlling internal combustion engine and non-transitory computer-readable recording medium
US20100217472A1 (en) Securing driver requested torque
JP2000282931A (en) Method and device for controlling internal combustion engine
US7200508B2 (en) Method and device for monitoring a control unit of an internal combustion engine
US6808471B1 (en) Methods and apparatus for providing security for electronically-controlled cylinder activation and deactivation
CN1323235C (en) Overspeed preventing control device for engine
US6295967B1 (en) Powertrain output monitor
US6263858B1 (en) Powertrain output monitor
US6567739B2 (en) Control system and method of internal combustion engine, for suppressing load variation and improving self-diagnosis
GB2355317A (en) Method for monitoring a control device for an internal combustion engine
KR100289457B1 (en) Method for controlling the internal combustion engine during no load at low speed
US20040267436A1 (en) Method for controlling the speed of a torque-controlled internal combustion engine
GB2312763A (en) Cylinder cut-out control system
US6173696B1 (en) Virtual power steering switch
JP4412177B2 (en) Control device for internal combustion engine

Legal Events

Date Code Title Description
PCNP Patent ceased through non-payment of renewal fee

Effective date: 20090929