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WO1998036163A1 - Procede et dispositif de controle d'un detecteur - Google Patents

Procede et dispositif de controle d'un detecteur Download PDF

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Publication number
WO1998036163A1
WO1998036163A1 PCT/DE1998/000293 DE9800293W WO9836163A1 WO 1998036163 A1 WO1998036163 A1 WO 1998036163A1 DE 9800293 W DE9800293 W DE 9800293W WO 9836163 A1 WO9836163 A1 WO 9836163A1
Authority
WO
WIPO (PCT)
Prior art keywords
value
sensor
mod
measured
recognized
Prior art date
Application number
PCT/DE1998/000293
Other languages
German (de)
English (en)
Inventor
Hong Zhang
Maximilian Engl
Original Assignee
Siemens Aktiengesellschaft
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 Aktiengesellschaft filed Critical Siemens Aktiengesellschaft
Priority to EP98909317A priority Critical patent/EP0897464A1/fr
Publication of WO1998036163A1 publication Critical patent/WO1998036163A1/fr

Links

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
    • F02D41/02—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
    • 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
    • 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
    • F02D41/02—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
    • F02D2041/1415—Controller structures or design using a state feedback or a state space representation
    • F02D2041/1416—Observer
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the invention relates to a method for monitoring a sensor according to the preamble of patent claim 1 and a device for monitoring the sensor according to the preamble of patent claim 10.
  • a method and a device for monitoring a sensor is described in US Pat. No. 5,079,946.
  • a throttle position sensor and an intake manifold pressure sensor are associated with the device that monitors the throttle position sensor.
  • the throttle valve position sensor detects the opening angle of a throttle valve and determines the measured value of the opening angle.
  • the pressure sensor detects the intake manifold pressure and determines a measured value of the intake manifold pressure. If the internal combustion engine is in a stationary operating state, the measured value of the opening angle is compared with a speed-dependent calibration value. If the measured value of the opening angle is greater than the calibration value, it is checked whether the intake manifold pressure is greater than a predetermined value.
  • the known method / device enables the sensor to be monitored only in a stationary operating state of the internal combustion engine.
  • the calibration value and the value of the intake manifold pressure are determined under predetermined operating conditions of the internal combustion engine. However, if the operating conditions deviate significantly from the specified operating conditions, precise and safe monitoring of the sensor can no longer be guaranteed.
  • the object of the invention is to provide a method and a device for monitoring a sensor that is accurate and reliable.
  • the object is achieved by the features of independent claims 1 and 10.
  • the method according to claim 1 is characterized in that it is checked whether a first condition is met, which depends on a measured value and an estimated value of a measured variable.
  • the measured value is determined by a sensor.
  • the estimated value is calculated by an observer.
  • the sensor is then recognized as faulty if the condition is fulfilled.
  • the observer comprises a physical model of an intake tract of the internal combustion engine, which is preferably adapted in such a way that deviations of the model from physical reality are minimized.
  • the estimated value of the measured variable is calculated very precisely regardless of the current operating conditions. This enables accurate and reliable monitoring of the sensor.
  • the method according to the invention also has the advantage that the monitoring takes place reliably both in a stationary operating state and in an unsteady operating state.
  • a further sensor is additionally monitored. For this purpose, it is checked whether a measured value of a further measured variable fulfills a predetermined second condition.
  • the further measured variable can be detected by the further sensor. However, it can also be detected by a third sensor.
  • FIG. 1 shows an internal combustion engine with a control device for controlling the internal combustion engine
  • FIG. 2 shows a block diagram of a first embodiment of the invention
  • 3 shows the block diagram of a second embodiment of the invention
  • FIG. 4 shows the block diagram of a third embodiment of the invention
  • FIG. 5 shows a table.
  • An internal combustion engine (FIG. 1) comprises an intake tract 1, in which a throttle valve 10 is arranged, and an engine block 2, which has a cylinder 20 and a crankshaft 24.
  • a piston 21, a connecting rod 22 and a spark plug 23 are assigned to the cylinder 20.
  • the connecting rod is connected to the piston and a crankshaft 24.
  • An injection valve is provided that is assigned to an individual injection system and is arranged in the vicinity of the cylinder 20 on the intake tract 1.
  • the internal combustion engine further comprises an exhaust tract 4 in which a catalytic converter
  • the internal combustion engine is shown in FIG. 1 with a cylinder 20. However, it can also comprise several cylinders.
  • the injection valve can also be assigned to a central injection system or a direct injection system.
  • the internal combustion engine can also have a bypass (not shown) to the throttle valve 10 or an exhaust gas recirculation system.
  • a control device 5 for the internal combustion engine is provided, to which sensors are assigned, which record different measured variables and each determine the measured value of the measured variable. Depending on at least one measured variable, the control device 5 determines one or more control signals, each of which controls an actuator.
  • the sensors are a pedal position sensor 6, which detects a pedal position PV of the accelerator pedal 7, a throttle valve position sensor 11, which detects an opening angle THR of the throttle valve 10, an air mass meter 12, which detects an air mass flow MAF, and / or an intake manifold pressure sensor 13, which detects an intake manifold pressure MAP ,
  • a temperature sensor 14 which detects an intake air temperature TAL, a speed sensor 25, which detects a speed n of the crankshaft 24, and an oxygen probe 41, which detects the residual oxygen content of the exhaust gas and which assigns an air ratio LAM to it.
  • any subset of the sensors mentioned or additional sensors can be present.
  • Operating variables include the measured variables and variables derived therefrom, such as an ambient pressure or an exhaust gas back pressure, which are determined via a map context or by an observer who calculates estimated values of the operating variables.
  • the control units each include an actuator and an actuator.
  • the actuator is an electromotive drive, an electromagnetic drive, a mechanical drive or another drive known to the person skilled in the art.
  • the actuators are designed as a throttle valve 10, as an injection valve 3, as a spark plug 23 or as a switch between two different intake pipe lengths. In the following, reference is made to the actuators with the associated actuator.
  • the control device is preferably designed as an electronic motor controller. However, it can also comprise several control devices which are connected to one another in an electrically conductive manner, for. B. via a bus system.
  • the control device 5 further comprises a monitoring device 51, which monitors at least one sensor.
  • the monitoring device 51 is preferably arranged in the electronic engine control. However, it can also be arranged in a separate control unit.
  • FIG. 2 shows the block diagram of a first embodiment of the monitoring device 51.
  • the observer 511 encompasses the area shown in dashed lines.
  • a first block B1 comprises a physical model of the intake tract 1 of the internal combustion engine. Such a model is described in WO 96/32579, the content of which is hereby included.
  • An estimate MAF_THR_MOD of the air mass flow MAF at the throttle valve 10 is derived from the flow equation of ideal gases through throttle points. Flow losses that occur at the throttle valve 10 are taken into account by a reduced flow cross section ARED. The following relationships can be specified:
  • MAF THR MOD ARED • P ⁇ »J -» MAP MOD » ⁇ (1. 0] ⁇ - 1 V RL * TAL with
  • MAP_MOD Model value of the intake manifold pressure
  • ⁇ can be broken down into sections within which it can be represented with sufficient accuracy by a polygon approximation. So: ⁇ DFGO j - DFGl ⁇ - * 100 (1 .3)
  • the values for the slope DFG1 and the offset DFGO are stored in tables depending on the ratio of the estimated value MAP_MOD of the intake manifold pressure MAP to the estimated value AMP_MOD of the ambient pressure AMP.
  • a first map KF1 is preferably represented by a first map KF1 as a function of the intake air temperature TAL.
  • MAF_THR_M0D ARED »KF1 (TAL) • (DFG0 « AMP_MOD-DFGl »MAP_MOD) (1.6)
  • the air mass flow MAF in the cylinder 20 can be determined analytically only with difficulty, since it depends strongly on the gas exchange.
  • the filling of the cylinder 20 is largely determined by the intake manifold pressure MAP, the speed n and by the valve overlap VUE of the gas exchange valves. With constant speed N and valve overlap VUE, the air mass flow in the MAF in the cylinder 20 is directly proportional to the intake manifold pressure MAP. With a linear use of the form
  • MAF CYL MOD ETA 1 • MAP MOD + ETA 0 (2.0) the estimated value MAF_CYL_MOD of the air mass flow MAF into the cylinder 20 can be calculated with good accuracy.
  • the slope ETA_1 and the absolute element ETA_0 of the relationship (2.0) are functions of the rotational speed N, the geometry of the intake tract, the number of cylinders 20, the valve overlap VUE, and the intake air temperature TAL, taking into account all essential influencing factors.
  • the dependency of the values of the slope ETA_1 and of the absolute member ETA_0 on the quantities mentioned can be determined via stationary measurements and stored in a second and a third characteristic map.
  • the differential equation (3.0) is preferably solved using a numerical solution method, such as the trapezoidal rule.
  • the estimated value MAP_MOD of the intake manifold pressure MAP is preferably calculated segment-synchronously.
  • the index n denotes the current point in time, with the index n-1 the point in time that is a segment before the current point in time.
  • TN is used to denote the length of time for each segment.
  • the relationship for the estimated value MAP MOD of the intake manifold pressure MAP is as follows:
  • the estimates MAP_MOD of the intake manifold pressure MAP, the estimate MAF_CYL_MOD of the air mass flow into the cylinder 20 and the estimate MAF_THR_MOD of the air mass flow at the throttle valve 10 are thus available at the outputs of the first block B1.
  • an estimated value ARED_MOD of the reduced flow cross section ARED is determined from a fourth characteristic diagram as a function of the measured value THR_MES of the opening angle THR of the throttle valve 10, the estimated value AMP_MOD of the ambient pressure AMP and the estimated value MAP_MOD of the intake manifold pressure. Due to the reduced flow cross-section ARED, flow losses that occur at the throttle point are taken into account.
  • a third block B3 comprises a behavior model of the air mass meter 12, which can be a PTI element, for example.
  • a behavior model of the air mass meter 12 which can be a PTI element, for example.
  • MAF_AFM_MOD of the air mass flow to the air mass meter 12 is formed.
  • the difference XW of the measured value MAF_MES of the air mass flow MAF and the estimated value MAF AFM MOD of the air mass flow is supplied as a control difference to a fourth block B4, which has a controller with proportional and integral behavior.
  • the difference XW is also fed to a fifth block B5, which has a controller with integral behavior. If the ratio of the estimated value MAP_MOD of the intake manifold pressure MAP and the estimated value AMP_MOD of the ambient pressure AMP has a value which is less than a predetermined first threshold value (e.g. MAP_MOD / AMP_MOD> 0.9), the controller of the fourth block is B4 active and the controller of the fifth block B5 is not active.
  • the output variable of the fourth block B4 represents a correction value DARED of the reduced flow cross section.
  • the controller of the fifth block B5 is active and the controller of the fourth block B4 is not active.
  • the output of the fifth block B5 is an estimate AMP_M0D of the ambient pressure.
  • an error in the air mass meter 12 is detected when the correction value DARED exceeds a predetermined second threshold value.
  • the amount of the correction value DARED can also be formed and the air mass meter 12 can be recognized as faulty if the amount of the correction value DARED exceeds the second threshold value.
  • the air mass meter 12 is identified as faulty if the difference XW is greater than the predetermined second threshold value.
  • the quotient of the correction value DARED and the estimated value ARED_MOD of the reduced flow cross section is calculated at the first dividing point D1.
  • the output variable of the first divider D1 is the first error measure DARED_A, which is fed to a sixth block B6, which has a filter.
  • the first error measure DARED_A is preferably subjected to a moving averaging once per segment.
  • a seventh block B7 it is then checked whether the amount of the averaged first error measure DARED_A_M exceeds a predetermined third threshold value. If this is the case, a first error A is recognized.
  • a variable representing the measured value LAM_MES of the air number LAM is fed to an eighth block B8.
  • This is preferably an injection time correction factor TI_LAM.
  • the injection time correction factor TI_LAM is preferably subjected to a moving averaging in the eighth block B8, and a check is made in a ninth block B9 to determine whether the averaged injection time correction factor TI_LAM_M exceeds a predetermined fourth threshold value. If this is the case, a second error B is recognized.
  • An evaluation unit 512 then checks whether the first and second errors A, B have been detected. If this is the case, the air mass meter 12 is recognized as faulty.
  • the throttle valve position sensor 11 is identified as faulty.
  • FIG. 3 shows the block diagram of a second embodiment of the invention.
  • a behavior model of the intake manifold pressure sensor 13 is stored in a block B3 '.
  • the intake manifold pressure sensor 13 has a PT1 behavior to a good approximation.
  • the output variable of block B3 ' is the estimated value MAP_MPS_MOD of the intake manifold pressure at the intake manifold pressure sensor 13.
  • the difference XW is formed from the measured value MAP_MES and the estimated value MAP_MPS_MOD of the intake manifold pressure at the intake manifold pressure sensor 13. It is checked in the evaluation unit 512 whether the error A and the error B are recognized. If this is the case, the intake manifold pressure sensor 13 is recognized as faulty. If the fault A is detected, but the second fault B is not, the throttle valve position sensor 11 is recognized as faulty.
  • both an air mass meter 12 and an intake manifold pressure sensor 13 are assigned to the internal combustion engine.
  • the difference between the measured value MAP_MES and the estimated value MAP_MOD of the intake manifold pressure, which represents a second error measure, is formed at a third summing point S3 and fed to a tenth block BIO.
  • the third error measure is preferably subjected to a moving averaging.
  • a third error C is detected in a block B1 if the averaged third error measure exceeds a predetermined fifth threshold value. Alternatively, the third error C is recognized when the amount of the second error measure exceeds the predetermined fifth threshold value.
  • the evaluation unit then checks which errors A, B, C are detected. If only the 3rd error C is detected, the intake manifold pressure sensor 13 is identified as being defective. A faulty air mass meter or a faulty throttle valve position sensor is identified analogously to FIG. 2.
  • the internal combustion engine is assigned an ambient pressure sensor 14 which detects the ambient pressure and determines the measured value AMP_MES of the ambient pressure.
  • the difference between the measured value AMP_MES and the estimated value AMP_MOD of the intake manifold pressure, which represents a third error measure, is determined in a fourth summing point S4.
  • the fourth error measure is preferably subjected to a moving averaging.
  • a thirteenth block B13 it is checked whether the error measure or the amount of the error measure exceeds a predetermined sixth threshold value. Is this the case, a fourth error D is recognized.
  • the evaluation unit checks whether only error D is detected. If this is the case, then the ambient pressure sensor is recognized as faulty.
  • the evaluation unit 512 is preferably assigned a table (FIG. 5) from which, depending on the errors A, B, C, D, it can be determined which sensor is faulty.
  • the method and the device according to the invention are particularly distinguished by the fact that the estimates, which are determined by the observer 511, both for the plausibility check of the sensors and for the exact determination of an injection time and injection duration for the injection valve 23 - both in the stationary and in transient operation of the internal combustion engine - can be used advantageously.

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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)

Abstract

L'invention concerne un procédé et un dispositif de contrôle d'un détecteur associé à un moteur à combustion interne. Le détecteur détecte une grandeur mesurée et détermine une valeur mesurée de cette grandeur. Une valeur estimée de la grandeur mesurée est calculée par un observateur (511). On effectue un contrôle en vue d'examiner si une première condition dépendant de la valeur mesurée et de la valeur estimée est satisfaite. Le détecteur est considéré comme défectueux lorsque cette condition est satisfaite.
PCT/DE1998/000293 1997-02-14 1998-02-03 Procede et dispositif de controle d'un detecteur WO1998036163A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP98909317A EP0897464A1 (fr) 1997-02-14 1998-02-03 Procede et dispositif de controle d'un detecteur

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE1997105766 DE19705766C1 (de) 1997-02-14 1997-02-14 Verfahren und Einrichtung zum Überwachen eines Sensors, der einer Brennkraftmaschine zugeordnet ist
DE19705766.7 1997-02-14

Publications (1)

Publication Number Publication Date
WO1998036163A1 true WO1998036163A1 (fr) 1998-08-20

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PCT/DE1998/000293 WO1998036163A1 (fr) 1997-02-14 1998-02-03 Procede et dispositif de controle d'un detecteur

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EP (1) EP0897464A1 (fr)
DE (1) DE19705766C1 (fr)
WO (1) WO1998036163A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2785389A1 (fr) * 1998-10-30 2000-05-05 Siemens Ag Procede de controle de capteurs analogiques

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DE19941006A1 (de) * 1999-08-28 2001-03-01 Volkswagen Ag Funktionsüberwachung eines Luftmassenregelsystems
DE19954535C2 (de) * 1999-11-12 2001-10-25 Bosch Gmbh Robert Verfahren zur Plausibilitätsprüfung der gemessenen Last bei einer Brennkraftmaschine mit variabler Ventilhubsteuerung
DE10000534A1 (de) * 2000-01-08 2001-08-09 Bayerische Motoren Werke Ag Kraftfahrzeug mit Luftdrucksensoren
DE10059285A1 (de) * 2000-11-29 2002-06-06 Bayerische Motoren Werke Ag Regelverfahren für den Stellantrieb eines variablen Ventiltriebes
EP1229238B1 (fr) * 2001-02-01 2005-10-19 Kabushiki Kaisha Toyota Jidoshokki Dispositif de détection d'anomalie dans un système d'admission pour moteur
DE10135586B4 (de) * 2001-07-20 2007-02-08 Eads Deutschland Gmbh Rekonfigurations-Verfahren für ein Sensorsystem mit zwei Beobachtern und Sensorsystem zur Durchführung des Verfahrens
US6804601B2 (en) * 2002-03-19 2004-10-12 Cummins, Inc. Sensor failure accommodation system
DE10312387B4 (de) * 2003-03-20 2017-01-26 Robert Bosch Gmbh Verfahren und Vorrichtung zum Betrieb einer Brennkraftmaschine
DE10332608B3 (de) * 2003-07-17 2005-05-04 Siemens Ag Verfahren zum Regeln einer Brennkraftmaschine sowie eine Vorrichtung zum Regeln einer Brennkraftmaschine
AT503956B1 (de) * 2006-07-13 2008-02-15 Ge Jenbacher Gmbh & Co Ohg Verfahren zur diagnose von fehlerhaften betriebszuständen
FR2937379B1 (fr) * 2008-10-21 2014-07-18 Renault Sas Procede de diagnostic de l'etat d'un dispositif de suralimentation a turbocompresseur d'un moteur thermique de vehicule automobile
US9587552B1 (en) * 2015-10-26 2017-03-07 General Electric Company Systems and methods for detecting anomalies at in-cylinder pressure sensors

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DE4243493A1 (de) * 1992-12-22 1994-06-23 Bosch Gmbh Robert Verfahren und Vorrichtung zur Überwachung einer Steuereinrichtung
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WO1996032579A1 (fr) * 1995-04-10 1996-10-17 Siemens Aktiengesellschaft Procede pour determiner a l'aide d'un modele le volume d'air admis dans le cylindre d'un moteur a combustion interne

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Publication number Priority date Publication date Assignee Title
FR2785389A1 (fr) * 1998-10-30 2000-05-05 Siemens Ag Procede de controle de capteurs analogiques

Also Published As

Publication number Publication date
DE19705766C1 (de) 1998-08-13
EP0897464A1 (fr) 1999-02-24

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