EP1062417B1 - Verfahren und vorrichtung zum betreiben einer brennkraftmaschine - Google Patents

Verfahren und vorrichtung zum betreiben einer brennkraftmaschine Download PDF

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Publication number
EP1062417B1
EP1062417B1 EP00902542A EP00902542A EP1062417B1 EP 1062417 B1 EP1062417 B1 EP 1062417B1 EP 00902542 A EP00902542 A EP 00902542A EP 00902542 A EP00902542 A EP 00902542A EP 1062417 B1 EP1062417 B1 EP 1062417B1
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EP
European Patent Office
Prior art keywords
torque
internal combustion
combustion engine
fuel
actual torque
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
EP00902542A
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German (de)
English (en)
French (fr)
Other versions
EP1062417A1 (de
Inventor
Juergen Gerhardt
Arndt Ehrlinger
Torsten Bauer
Winfried Langer
Frank Bederna
Ulrich Schopf
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
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Robert Bosch GmbH
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Publication date
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Publication of EP1062417A1 publication Critical patent/EP1062417A1/de
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Publication of EP1062417B1 publication Critical patent/EP1062417B1/de
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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
    • F02D41/30—Controlling fuel injection
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
    • F02D41/3023—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the stratified charge spark-ignited mode
    • 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
    • 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
    • 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

Definitions

  • the invention relates to a method and a device for operating an internal combustion engine.
  • Modern control systems are used to operate internal combustion engines available, which depends on the input variables the performance the internal combustion engine by controlling performance parameters adjust the internal combustion engine. To avoid unwanted operating situations due to malfunctions, in particular of faults in the electronic control unit of the Motor control, various monitoring measures are to be provided, the safe operation of the internal combustion engine and ensure the availability of the internal combustion engine.
  • DE-A 195 36 038 U.S. Patent 5,692,472
  • the Monitoring the control of an internal combustion engine Torque base shown. There is at least on the Based on the accelerator pedal position, a maximum permissible torque determined. Furthermore, the current torque of the Internal combustion engine depending on engine speed, ignition angle setting and load (air mass, etc.) are calculated. For surveillance the maximum allowable value is calculated with the compared current value.
  • This monitoring strategy offers a reliable one and satisfactory monitoring of internal combustion engines. However, it is based on the measured air mass supplied to the internal combustion engine. For internal combustion engines, who at least in an operating state lean air / fuel mixture, such as directly injected petrol or diesel engines the torque determined from the measured air mass not the actual values, so the one described here Monitoring strategy can only be used to a limited extent is. For example, for gasoline engines with direct injection in stratified operation the recorded air mass and the set ignition angle for calculating the current one Torque is not sufficient.
  • a surveillance measure for gasoline-injected Internal combustion engines is from the unpublished DE 197 29 100.7 known. There is based on the burned Fuel mass is the actual torque of the internal combustion engine determined with one based on the accelerator pedal position permissible maximum torque determined and if the maximum torque is exceeded by the actual torque one Error response initiated.
  • DE-A1 196 20 038 Another individual measure is shown in DE-A1 196 20 038. There becomes a signal for monitoring a fuel metering system of a sensor, which detects the exhaust gas composition, for deviations checked by a predeterminable value.
  • the DE discloses in an internal combustion engine with lean operation to detect an error of a lambda probe in exhaust gas, due to the fact that a probe signal that is extreme lean mixture indicates is not reached. At a Error detection is then on mixture control switched.
  • a procedure is described which is complete Monitoring the control of internal combustion engines allowed those in at least one operating condition with lean Air / fuel mixture are operated. Doing so will be more reliable Wise an impermissible in relation to the driver's request Increase the indicated engine torque of such Internal combustion engine due to a software or hardware failure avoided.
  • the indicated engine torque is that Torque of the internal combustion engine, which is directly through the Combustion of the gas mixture is generated. That from the The engine's output torque is derived from this Consideration of loss moments and consumer moments calculated.
  • Fuel mass determined from the injection time is, or possibly only in certain operating states, when the mass of fuel injected into the cylinder from the air mass supplied to the engine and the exhaust gas composition is determined.
  • certain operating states can be used as additional measures to monitor the internal combustion engine e.g. monitoring based on a Size of the exhaust gas composition (e.g. a measure of the Oxygen content, ⁇ ), which is the moment monitoring secured and thus further improved.
  • monitoring states are also used for monitoring such as active measures for catalyst protection, for heating the catalyst and / or for keeping the catalyst warm be taken into account.
  • FIG. 1 and 2 show a control device for controlling a Internal combustion engine
  • Figure 3 a preferred embodiment the solution according to the invention as a flow chart is sketched, which one in the microcomputer of the control device implemented program represents.
  • the Specification of the permissible torque depending on the speed is for a preferred application in Figure 4 using a Characteristic curve shown.
  • a control unit 10 which as Elements at least one input circuit 12, at least one Microcomputer 14, an output circuit 16 and this one connecting communication system 18 includes.
  • the input circuit 12 are input lines supplied via the signals supplied by appropriate measuring devices which represent company sizes or from which company sizes are derivable.
  • FIG Input line 20 which the control unit with a measuring device 22 which connects the degree of actuation ⁇ representing the size of the accelerator pedal.
  • an input line 24 is provided, which is from a Measuring device 26 originates and via which the engine speed NMOT representative size is supplied.
  • an input line 28 to the control unit 10 Measuring device 30, which is the supplied air mass HFM representing signal.
  • An input line 32 leads from a measuring device 34 a size that the current IGES translation in the drive train corresponds. Further input lines 36 to 40 are provided, the operating variables representative signals from measuring devices Bring 42 to 46. Examples of such company sizes, the use in the control of the internal combustion engine find, are temperature quantities, the position of the throttle valve angle, etc. Go to control the internal combustion engine in the embodiment shown in FIG Output circuit 16 output lines 48 to 52 for control of the injection valves 54 and an output line 56 to control the throttle valve adjustable by electric motor 58 out. In addition, are not shown at least Lines are provided to control the ignition.
  • FIG. 2 shows the basic structure of the microcomputer 14 of the control unit 10 running programs for engine control and to monitor this control.
  • the microcomputer 14 are two separate program levels, Level 1 and level 2 are provided. Run on the first level the control programs, in the second level the monitoring programs.
  • the first level is based on the degree of actuation ⁇ of the accelerator pedal (pedal) the fuel and air supply according to a predetermined air / fuel ratio controlled.
  • ⁇ is possibly a driver's desired torque taking into account the engine speed mdfaw from maps and / or calculations educated.
  • This driver request moment or another one from another control system forms a predetermined target torque the setpoint for the indexed moment is missing. This will into a setpoint rksoll for the fuel mass to be injected implemented.
  • the target value for the fuel mass to be injected will then be considered if necessary of the fuel pressure is converted into an injection time ti.
  • On Pulse of this length is then sent to the final stage of the Injectors (HDEV) issued.
  • the throttle valve (DK) also becomes electric set, which is not shown in Figure la.
  • control unit described in Figure 2 is used depending on the embodiment for the control of an engine with intake manifold injection, which is operated lean to control a Engine with gasoline direct injection or to control a Diesel engine.
  • the injected fuel mass rk is based on the injection time ti output by the control unit and possibly other sizes such as determined the fuel pressure (UFRKTI). With regard to the injection time, measured values or the content of memory cells of the control unit for calculation used. Then the determined one is injected Fuel mass rk into a given engine torque mi below Consideration of efficiencies such as that Efficiency of the injection timing, the ignition timing, the exhaust gas composition (determined by a ⁇ probe LSU), converted to the degree of dethrottling, etc. (UFMIST). The Efficiency takes into account the extent of the influence an operating size that deviates from standard values the torque of the internal combustion engine.
  • the allowable torque mizul becomes at least from driver request (or accelerator pedal position ⁇ ) and / or speed, if applicable, by means of a map or a simplified functional model (UFMZUL).
  • the basic course of the permissible moment is such that at small pedal angles, e.g. smaller 2% the maximum allowable torque to a torque at the Output shaft of the internal combustion engine with little zero load or Zero torque leads, for example at larger pedal angles up to 10% maximum zero load (zero torque, thrust monitoring).
  • Zero load is the load of the internal combustion engine, at which the internal combustion engine is no longer a positive moment emits. With larger pedal angles, e.g. it will be greater than 10% permissible torque specified so that load values greater than zero load arise.
  • the allowable indexed moment taking into account consumer and loss moments the internal combustion engine into the torque output and thus converted into a load value of the internal combustion engine become.
  • the determined torque mi becomes the maximum permissible Torque compared mizul (UFMVER).
  • UFMVER maximum permissible Torque compared mizul
  • it will determined torque with the target torque and that Target torque measured compared with the allowable torque.
  • an error is detected when the actual torque is greater than the allowable moment.
  • An error is recognized when the determined actual torque is greater than the predetermined target torque and / or at the same time the specified target torque is greater than the permissible one Moment is.
  • the internal combustion engine in this regard monitor that no fuel is injected. This Monitoring takes place when there are no exceptions such as. Catalyst protection, catalyst heating or - warming measures are active. An error is detected if fuel is injected under these conditions.
  • the permitted lambda range is calculated under Taking into account positive and negative tolerance the lambda probe from the measured air mass (determined by the air mass meter HFM), which is supplied to the engine, and the target or the determined fuel mass.
  • the actual torque is then from the air mass instead of being calculated from the fuel mass and for monitoring operation known from the prior art Monitoring strategy carried out.
  • FIG. 3 shows a flow diagram which is a preferred one Embodiment of the monitoring concept as Represents computer program.
  • the program shown is in run through predetermined time intervals.
  • the injection time ti output read. It is the injection time output is either a measured signal, for example in the Area of each injector or in the area of the outlet the control unit or the one output by the microprocessor Injection time stored in a memory cell is.
  • the Step 102 the actually injected relative fuel mass rk determined. The calculation of the relative fuel mass, i.e. the fuel mass related to a standard value, depending on the injection time is preferred Embodiment based on a fuel pressure characteristic curve in the rail.
  • Step 104 checks whether the injection time is zero, i.e. there is an operating state in which the fuel injection is switched off.
  • step 106 determines leaks, Power stage errors, unwanted fuel supply from one Tank ventilation or monitoring from the crankcase on the basis of the measured value for the oxygen content performed in the exhaust gas ( ⁇ ).
  • ⁇ threshold a predetermined threshold
  • step 106 an operation of the internal combustion engine initiated in which the air / fuel mixture is stoichiometric, i.e. the ⁇ value is 1.
  • the internal combustion engine is therefore operated in homogeneous operation. Further monitoring then takes place on the basis of the actual torque, which is based on the relative fill, i.e. the supplied air mass, as in the stand mentioned at the beginning the technology shown is calculated. After that, the program finished and run through in the next interval.
  • the Lambda monitoring not only at zero injection time but also carried out with injection times greater than zero.
  • the ⁇ value is dependent on an operating point Tolerance band lies.
  • it is calculated taking into account the permissible tolerance band for the lambda value the positive and negative tolerance of the Lambda probe from the measured air mass supplied to the engine and the target or determined fuel mass.
  • the measured lambda value exceeds or falls below the specified tolerance range, the measure is according to Step 110 initiated, otherwise as in the case of a yes answer proceeded to step 108.
  • the injection time is not zero (no answer in step 104) or fulfills the lambda condition checked in step 108, so, according to step 112, the accelerator pedal angle ⁇ or The driver's desired torque derived therefrom is read in.
  • the area small accelerator pedal angle that checks in step 114 in a preferred embodiment is the range of the accelerator pedal angle, which is less than 2% (complete released accelerator pedal 0%, fully actuated accelerator pedal 100 %) and represents a released accelerator pedal. in the subsequent step 114 checks whether the accelerator pedal angle is greater than a certain lower limit, the one area of small accelerator pedal angles or driver request torques differentiated from the rest of the operating area.
  • a Exceptional operating state is present, which does not lead to one scheduled fuel injection leads.
  • Such operating areas are e.g. Operating areas in which to protect the catalyst or to heat or keep the catalyst warm a larger amount of fuel contrary to the current operating state is injected. Is such an exceptional operating situation before, it is described with the following Torque monitoring in lean or stratified charge operation proceed according to steps 118 to 124. If there is no such exceptional operating state, it is located the internal combustion engine in overrun mode. In this Operating state is at least at speeds above one Limit the injection time or the injected fuel mass Zero as a result of those operating in normal operation Fuel cut-off in overrun mode.
  • step 126 checks whether the injection time or the fuel mass Is zero when the engine speed is a certain speed has exceeded. Is the injection time or the fuel mass not zero, there is an error, so that according to Step 124 initiates an error response.
  • This is in the preferred embodiment, for example, in the limitation of the air supply to the internal combustion engine, in one Transition to homogeneous operation with stoichiometric Mixture or in a limitation of engine power.
  • Step 124 ends the program and the next interval run through.
  • step 116 In the exceptional operating state according to step 116, with accelerator pedal angles above the limit angle ⁇ 0 according to step 114 and with an injection time or a fuel mass the same
  • the torque monitoring described below becomes zero carried out.
  • the maximum permissible in step 118 Moment based on at least the engine speed and the Driver request, i.e. the driver's desired torque or accelerator pedal angle ⁇ determined.
  • a predefined map is created used, whose tendency to look at the example of a constant engine speed outlined below with reference to Figure 3 is. If the monitoring is only carried out at ⁇ ⁇ threshold a characteristic curve is sufficient, permissible torque 100% up to max. Idling speed and from 1500 / min no load or less No load.
  • step 120 the actual torque based on the calculated relative fuel mass, which is injected, as well as efficiencies regarding the injection timing, the ignition timing, the current lambda setting and the current throttle valve position (Dethrottling), etc. calculated. This calculation is done by multiplying the fuel mass by the efficiencies, the percentage influence of the deviation represent the respective company size from a standard size, for which the relationship between the relative Fuel mass and the actual torque is described.
  • step 120 it is checked in step 122 whether the actual torque is less than the maximum permissible torque. is if this is the case, correct operation of the Control went out and the program ended. exceeds the actual torque is the maximum permissible torque, then the Error response initiated according to step 140 and the program then ended and again in the next interval run through.
  • This error response is the preferred one Embodiment in a shutdown of the internal combustion engine e.g. by switching off the fuel supply and / or the ignition, at least until the actual torque returns has dropped below the permissible moment.
  • Embodiment determines the determined engine torque with the compared to the desired torque specified by the driver's desired torque and the specified target torque with the maximum permissible Moment. In this case there is an error response initiated when the determined engine torque the predetermined Target torque exceeds and / or the target torque at the same time is above the maximum permissible torque.
  • a map is provided for driver request and speed a simplified functional model of the control unit, by which assigns the measured variables to the maximum permissible torque become. It tends to be provided that the permissible Moment with small pedal angles always smaller than that Is zero moment, i.e. the motor does not give a positive moment may. With larger pedal angles where there is overrun, the maximum permissible torque is at most the zero torque. At larger pedal angles, the allowable moment shows a course increasing with the driver's request. Below one Accelerator pedal angle of 2% (released accelerator pedal) only one maximum negative moment allowed. Up to one Accelerator pedal angle of 10% (also accelerator pedal released) the zero torque of an acceptable maximum speed is allowed. Above the accelerator pedal angle of 10% (actuated Pedal) shows an increase with the accelerator pedal angle Course of the maximum permissible torque.
  • FIG 4. A preferred embodiment in which monitoring only with an accelerator pedal position smaller than one Threshold is carried out is shown in Figure 4. This shows the course of a characteristic curve, the maximum permissible torque mizul converted to that of the internal combustion engine torque delivered to the output shaft the engine speed is plotted. The allowable moment is 100% to max. Idling speed (1500 / min) and from 1500 / min Zero load or less than zero load.
  • the monitoring measure described above is both in gasoline internal combustion engines, which with lean Air / fuel mixture operated, for example Internal combustion engines with gasoline direct injection, applicable, as well as with diesel engines.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
EP00902542A 1999-01-12 2000-01-08 Verfahren und vorrichtung zum betreiben einer brennkraftmaschine Expired - Lifetime EP1062417B1 (de)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19900740 1999-01-12
DE19900740A DE19900740A1 (de) 1999-01-12 1999-01-12 Verfahren und Vorrichtung zum Betreiben einer Brennkraftmaschine
PCT/DE2000/000051 WO2000042307A1 (de) 1999-01-12 2000-01-08 Verfahren und vorrichtung zum betreiben einer brennkraftmaschine

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EP1062417A1 EP1062417A1 (de) 2000-12-27
EP1062417B1 true EP1062417B1 (de) 2004-09-15

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US (1) US6386180B1 (ja)
EP (1) EP1062417B1 (ja)
JP (1) JP4338900B2 (ja)
KR (1) KR100694742B1 (ja)
DE (2) DE19900740A1 (ja)
RU (1) RU2239078C2 (ja)
WO (1) WO2000042307A1 (ja)

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KR20010041779A (ko) 2001-05-25
JP2002535533A (ja) 2002-10-22
US6386180B1 (en) 2002-05-14
EP1062417A1 (de) 2000-12-27
DE50007735D1 (de) 2004-10-21
DE19900740A1 (de) 2000-07-13
WO2000042307A1 (de) 2000-07-20
JP4338900B2 (ja) 2009-10-07
KR100694742B1 (ko) 2007-03-14

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