FR2791396A1 - METHOD AND DEVICE FOR CONTROLLING AN INTERNAL COMBUSTION ENGINE - Google Patents

Abstract

Method and control device according to which the engine torque is adjusted according to the driver's wishes, by entering the engine speed and limiting it to a given value. For this limitation, a regulator-limiter is used which first of all limits the torque in the direction of a speed limitation to the monitoring speed, by acting on the air supply and / or the ignition and / or fuel supply. In the presence of at least one defined error situation, the fuel supply of at least one cylinder is additionally coupled.

Description

STATE OF THE ART: The present invention relates to a method and a

  control device of an internal combustion engine according to which the engine torque is adjusted according to the driver's wishes, by entering the engine speed and

  by limiting it to a predetermined value.

  Document DE-A 195 36 038 describes a method and a device for controlling an internal combustion engine according to which, to ensure the operational safety of the engine control, at least on the basis of the position of an element maneuvered by the driver,

  maximum allowable torque that the engine can deliver. The one-

  this is compared to the actual torque supplied by the engine. When

  the actual torque exceeds the maximum authorized torque, a function

  control error allows action to be taken to correct the error until the actual torque is

  again below the maximum permitted torque. This over-

  torque monitoring is very much dependent on the quality of the input of the actual torque. To improve surveillance of

  operating safety of the combustion engine control

  internal document, the document DE 197 42 083.4 of 24.09.1997 not previously published, plans to cut off this torque monitoring, if a defect is found or assumed, at the level of the torque input or the filling input at the base of this entry of torque (entry of the air mass). To secure the operation, the fuel supply to the engine is then cut off, if for a predetermined position of the

  accelerator pedal, the engine rotation speed

  passes a predetermined speed of rotation.

  In this solution, the fuel supply is cut for safety if the predetermined speed of rotation for the engine is exceeded, generally even without fault in the engine control. However, in certain exemplary embodiments, this solution cannot be accepted, because below certain conditions, for

  example for heating the catalyst, to protect the

  talyseur for extreme temperatures etc., it is desired

  prohibit cutting off the fuel supply. However

  less, it is desirable that in the event of an error, one does not exceed a limit speed of rotation when the pedal

accelerator is released.

  Document DE-A 42 39 711 describes an example

  where the setpoint torque value is converted to

  control quantity to influence the filling of a mo-

  internal combustion torch, ignition angle and / or number

of cylinders to be cut.

  The present invention therefore aims to develop

  lopper a method and a device allowing to respect the desired rotation speed without cutting the fuel supply and to maintain the operating safety of the

  motor control even in the event of a fault or error.

  To this end, the invention relates to a method of the type defined above, characterized in that: - to limit the speed of rotation of the motor, a speed-limiting speed regulator is used which limits the speed of rotation of the motor at a predetermined monitoring speed, - the regulator-limiter first of all reducing the torque in the direction of limiting the speed of the motor to the monitoring speed by acting on the supply air and / or engine ignition and / or fuel supply and, - in at least one predetermined error situation,

  additionally interrupts the fuel supply

  of at least one engine cylinder.

  According to other characteristics of the invention: - a setpoint torque of the internal combustion engine is determined, as a function of the driver's wish, which is reduced by the speed limiter-regulator if the speed of rotation is greater than a predetermined monitoring speed,

  - the monitoring rotation speed depends on the position

  tion of the accelerator pedal or the wish of the driver

tor,

  - the regulation of the speed limitation

  reduces the torque supplied by the motor to a minimum value

  minimum possible, predetermined, without misfire, reducing the air supply to the engine to a minimum value and reducing the ignition angle to a predetermined delay ignition angle, - speed limitation regulation of rotation reduces the torque supplied by the engine to a value possible without combustion failure, either by reducing the fuel supply to the engine to a value possible in stratified mode without combustion failure, or by reducing the supply in air and the fuel supply to the engine up to a possible value in homogeneous mode without misfire, - to reduce the fuel supply, the quantity of fuel supplied by

  injectors and / or tank ventilation valve

  see, - an idle speed regulator regulates a predetermined idle speed rotation speed, the monitoring rotation speed being greater than the idle speed rotation speed, - to limit the engine rotation speed at the monitoring speed, the actuator influencing

  the air supply can be completely closed.

  Advantages of the invention: The rotation speed of the motor is limited in at least one predetermined operating state at a speed

  security or surveillance rotation, under the conditions

  normal operations without cutting off the fuel supply and without error information, by an action on the filling and the ignition angle, and / or an action on the fuel supply. In addition to secure the operation of the internal combustion engine control when it is in certain boundary conditions, in particular if the control or one of the components connected to the control has a defective behavior which is the cause of an increase. unwanted to

  the speed of rotation, the cut off of the supply

  burant is authorized at least for certain cylinders. Thus, in normal operation, despite the speed limitation

  safety rotation, it is possible to provide

  for which there must be no interruption of

  the fuel supply, whereas in the event of errors

  Safety is guaranteed by making possible a fuel cut. Furthermore, it is not necessary to distinguish whether the increase in the speed of rotation is

whether or not caused by an error.

  It is advantageous that errors or faults which are not detected and which could lead to an increase in the speed of rotation are dealt with without interruption of

fuel supply.

For this according to the invention:

  - the predetermined minimum torque, up to which it regulates it

  monitoring speed limiter can

  correct without shutting off the fuel supply, is correct

  riged using characteristic quantities formed from

  deriving from the correction of the mixture and / or from the comparison of the air mass signal to an air mass signal supplied by a redundant sensor, - the filling signal representing the base of the basic duration of injection, using the characteristic quantities of correction of the mixture and / or of the air mass signal from a redundant sensor, - the correction is formed from the minimum of the correction quantities of the same direction of l adaptation of the mixture and the adaptation of the air mass,

  - cylinder cutting is authorized, if it is not possible to

  set a predetermined minimum torque, or if the comparison of the air mass signal of a main load sensor

  with that of a second load sensor exceeds limits

  authorized, or if a fault has been observed in the main load sensor, or if the speed of

  displacement is below a defined threshold.

  In addition, it is expected that if there is a

  condition to authorize the cutting of the supply of car-

  burant, this remains authorized for the rest of the cycle

driving.

  Since there is no cut in the fuel supply each time the speed threshold is reached

  safety rotation, this advantageously increases the availability

system reliability.

  It is particularly advantageous to combine

  the means according to the invention for limiting the speed of rotation

  preferably when the accelerator pedal is released

  rée, with the torque comparison mentioned above to monitor an internal combustion engine control. The

  combination of the two means results in a measure of over-

  total monitoring, extremely reliable and which covers all

operating states.

  To this end, the invention provides that: the speed limiter-regulator is produced as a variant or in addition in a second program channel, redundant from the microcomputer of the control unit for

  control of the internal combustion engine or in a se-

cond monitoring calculator,

  - the speed limit of the monitoring speed is

  operates as a speed signal supplied by a redundant speed sensor, for example the camshaft phase regulator, - the monitoring regulator-limiter is only active when the accelerator pedal is released,

  - the reduced speed limiter-regulator

  the angle of the throttle flap and the angle

  ignition and / or fuel supply.

  If we abandon the use of comparison

  torque, we advantageously arrive at a significant reduction

  of the means implemented, because for example there is no

  to predetermine a maximum permitted torque.

  The limitation of the speed of rotation in the

  sense of the procedure according to the invention described below aug-

  Advantageously lies the ride comfort in case of

  because, unlike a vehicle reaction when you cut the fuel supply, you have a very

  softer from the vehicle. The reason is that the speed of ro-

  tation is first kept low by reducing

  tion of the torque provided by the filling and / or the angle

  ignition. This prevents the speed of rotation from increasing

  lies very quickly and exceeds the limit value and that it

  is then brutally limited by cutting off the injection.

  This would produce an unpleasantly perceived shake

by the driver.

  In order to implement the method according to the invention, the latter therefore relates to a control device

  of an internal combustion engine using a control unit

  electronic command which controls the torque supplied by the mo-

  according to the wishes of the driver, this unit detecting the speed of rotation of the engine and comprising a regulator-limiter for limiting the speed of rotation of the engine to a predetermined speed of rotation, characterized

  by a speed limiter regulator

  monitoring which, if the speed of rotation is exceeded

  tion of predetermined monitoring, reduces the speed of rotation of the engine to this by reducing the torque first of all by actions on the air supply and ignition and / or actions on the fuel supply, and in the presence of at least one predetermined error state, further cutting the fuel supply completely

towards at least one cylinder.

  Drawings: The present invention will be described below in more detail with the aid of embodiments of an example of action on the filling and the ignition angle, represented by the attached drawings, in which: Figure 1 shows a block diagram of a control system of an internal combustion engine, - Figures 2-4 are flowcharts which outline the programs of at least one microcomputer of the control system representing a mode advantageous realization

  a speed limiter-regulator.

  Description of the exemplary embodiments:

  Figure 1 shows an electro-

  pic 10 having at least one input circuit 12, at least one microcomputer 14 and at least one output circuit 16. The input circuit, the microcomputer and the output circuit are connected by a communication system 18 for to exchange

  between them the data. The input circuit 12 receives the li-

  following input genes: - an input line 20 coming from a measuring installation 22 for entering the position of the accelerator pedal wped, an input line 24 from a measuring installation 26 for entering the position of the wdk throttle valve, - an input line 28 of a measurement installation 30 for

  enter the air mass hfm supplying the combustion engine

  internal tion, - an input line 32 of a measurement installation 34 to enter the speed of rotation of the engine nmot (speed) and input lines 36, 40 of measurement installations 42-46 to enter other operating quantities of the internal combustion engine and / or of the vehicle, necessary for controlling the engine; for example, the temperature of the air drawn in, the ambient pressure, etc. The electronic control unit 10 controls by the output circuit 16 the power parameters of the internal combustion engine. Thus, the load of the internal combustion engine is controlled by action on the air supply of the internal combustion engine using a throttle valve 48. In addition, the ignition time is set at 50 , influence in 52 the fuel dosage and / or

  54 is ordered a turbocharger.

  The principle operation of the motor control executed by the control unit 10 is known according to the state of the art mentioned above. At least as a function of the position of the accelerator pedal wped, a set value is determined for a torque of the internal combustion engine corresponding to the driver's wishes. If necessary, this is converted by taking into account other setpoint torques by external and internal functions such as drive control, speed limitation, speed limitation, etc., to give a torque setpoint. The torque setpoint is then normalized, taking into account at least the speed of

  rotation of the motor in fields of characteristic cor-

  correspondents, tables or according to calculation steps to give a reference value of the load, i.e.

  relative filling by cylinder stroke; this normalization

  tion is based on the maximum possible filling of a cylinder. According to this filling setpoint and taking into account the physical relationships in the tubing

  suction, a setpoint of the posi-

  throttle shutter adjustment. The value of consi-

  gne is then regulated by a corresponding regulation circuit. In addition, if necessary taking into account the real torque which is calculated for example from the signal

  air mass, influence the ignition angle and / or the

  fuel wise; the actual torque is then controlled by the setpoint torque. In addition, in an embodiment of the control unit 10, the couples sketched above are compared with an error reaction provided in the event

error.

  In addition to the comparison of the torques or in an example, as a variant to the comparison of the torques, a speed limitation regulator is used which limits the speed of rotation of the motor to a speed of

  monitoring rotation, predetermined, depending on pref-

  of the position of the accelerator pedal or of the torque desired by the driver by reducing the setpoint torque up to a minimum torque authorized for operation with ignition. The minimum torque is reduced to zero if injections can be suppressed. Injection withdrawals are

  authorized if a fault has been detected inside the

  control of the internal combustion engine or of a connected component

to the engine.

  The flowcharts according to Figures 2 to 4 shown

  feel a preferred embodiment of the regulator-

  speed limiter. Figure 2 shows a computer

  nogram for the basic function of the limit regulator

  tion; Figure 3 shows a flow chart which corrects the minimum torque of the speed limiter. Finally, Figure 4 shows a flowchart that controls the conditions

  to activate injection suppressions.

  In a known manner, in a control structure of an internal combustion engine oriented on the torque, as a function of magnitudes such as the position of the accelerator pedal and the speed of rotation of the engine, one forms

  the setpoint torque desired by the MIFA conductor (100).

  This couple is combined with the MIVER loss or consumption couple, preferably by addition (combination point 102); the loss or consumption torque is formed as a function of quantities such as the speed of rotation of the motor, the temperature of the motor or the state of the accessory consumers (104). The setpoint torque thus formed is corrected by the action of the idle speed regulator (combination point 106). This set torque MISOLL will then be converted according to the indications of the speed limiter described below, as resulting torque MISOLLRES, in known manner into a set value rlsoll for filling the cylinders and for the ignition angle az . This is done using the calculation program 108 whose

  main elements are known according to the state of the art.

  Therefore, this program will not be described in a way

  more detailed. Likewise, no description will be given.

  of conversion of filling setpoints

  wise and ignition angle in actual control quantities (dk, xz, ti) in program 110 for reasons of simplification. The conversion is also known in its bases according to the state of the art cited in the preamble. As a peculiarity, it suffices to indicate that the suppression of injection (EA), that is to say the cutting of different cylinders is integrated, contrary to the state of the art, in the presence of at least one condition Bea w en

  converting the torque setpoint into large

  commanders. Liberation from deletion

  injection in the presence of condition B eauw is schematically

  entered by switching element 114 in program 108.

  The exemplary embodiment is presented for an engine control operating under the condition A = 1. It is possible under the same conditions to transpose the process to an engine with direct fuel injection and with homogeneous operation in lean regime or in operation stratified in lean diet. In such an embodiment, the torque MISOLLRES is also converted into an air / fuel ratio to be supplied

  and an amount of fuel necessary for this purpose.

  The control output of the idle speed regulator taken into account at the combination point 106 is formed in the usual way. The rotation speed of

  setpoint nLLRsoll (characteristic field 116) predetermined

  born if necessary according to the operating parameters, is compared to the actual rotational speed nist measured

  to form the regulatory deviation. The deviation from regu-

  lation is applied to a regulator 118 preferably having a PID behavior (proportional-integral-differential) which

  generates an output signal dependent on the regulation deviation

  lation. This output signal is limited to a maximum value or to a minimum value by the limiting means 120 for

  be combined with the setpoint torque (for example by addi-

  tion). The idle speed regulator is

  thus active only in the presence of an operating state

  idling, that is to say in particular when the accelerator pedal is released or the throttle flap is closed. This is represented by the switching element

  122 which closes in the presence of the condition B_lîr.

  If you wrongly calculate too much

  the lost MIVER couple and / or the couple desired by the conduc-

  MIFA, the idle speed control can no longer adjust the

  set speed because of the mid-limit

  nimal. This erroneous state is not yet recognized by the sur-

  couple watch mentioned above. Limiting the idle speed governor's signal prevents the engine from stalling during normal operation during

clutch release.

  The overspeed speed limiter

  Veillance also prevents in such an operating state 11 that the engine does not run away, and in particular that it does not exceed the predetermined safety rotation speed, equal for example to 1500 rpm. The monitoring speed limiter limits the speed to the safety speed, predetermined NOWB which is either fixedly predetermined or variable, for example depending on the

  position of the accelerator pedal (see metering cell

  moire or the field of characteristics 124). The limiter forms the difference between the current rotation speed of the nist motor and the limitation value NUWB (combination point 126, preferably by subtraction). This deviation is then limited to positive values (the speed of rotation

  is greater than the safety rotation speed) (limita-

  minimum 128 reduced to zero). The deviation is then supplied to the regulator 130 designed as a PID regulator in the preferred embodiment). The output signal

  that the regulator forms as a function of the regulator deviation

  lation modifies the value of the MISOLL setpoint torque in the

combination point 132.

  In the preferred embodiment, the output signal of the limitation regulator is subtracted from the torque setpoint. This means that for a

  exceeding the safety speed, we perform

  kills a regulatory intervention reducing the torque of

instructions.

  The monitoring regulator-limiter is not active.

  preferably only in certain specified operating states. This is represented by the switching element

  134. In the preferred embodiment, the regulation

  limit limiter is only activated if the accelerator pedal

  is released. Correspondingly, the position of the pe-

  wped accelerator blade is compared in comparator 136 to a value representing the released accelerator pedal; at the end of a predetermined TWUB time after reaching the

  first time this operating state, the commu-

  tation closes (see timer element 138). The

  integrative behavior of the surge limiter-regulator

  watch 130 is then unsatisfactory, if we leave

  again the predetermined operating state. It's for-

  what, leave the operating state, i.e. action-

  ner the pedal, cut the regulator-limiter. For that and

  as shown in Figure 2 by the negative edge of the si-

  general through comparator 136 at point 140, there is a permanent return of the regulation output to the zero value, for example by an appropriate command of the value of

  the integral. By the permanent return of the regulation output

  tion, that is to say by permanent regulation of the composition

  integral health of the regulator 130, an abrupt variation of the torque is avoided when the regulator-limiter is cut in the event of only slight acceleration. The same remark

  applies if the regulator is active within a range

  tial of the range of the accelerator pedal position. As a variant, the part of the regulator is suddenly reset to the initial state if a function

  amortization of alternating loads is carried out; that-

  ci, starting from the existing global setpoint torque, is com-

  directed continuously and without jerking towards the new desired couple. This embodiment is not shown

in the drawing.

  If the governor-limiter is active throughout the range of the accelerator pedal, elements 134-140 do not

are not necessary.

  Unlike the speed regulator

  idling, the speed limiter

  Vigilance can produce an unlimited decrease in the speed of rotation, as it can ensure an initially unlimited reduction in torque. It is excluded that the engine

  may stall when disengaging, because pass under the screw

  limiting rotation tess cancels the regulation component

  lation. The setpoint torque influenced by the limiter

  monitoring speed limit is limited in the li-

  miter 142, if applicable to a valid minimum value MN

  for normal operation. This minimum value is ap-

  plicated so that at minimum filling and the most delayed ignition angle possible, there is nevertheless a

  combustion. In another embodiment, the mid value

  minimum torque is the desired brake torque, minimum in thrust mode. The setpoint torque, if necessary limited to a minimum value, reduced by the monitoring speed limiter, is then converted into values of

  filling and corresponding ignition angle, in the

  dre of the program 108. In this way, in normal operation, at least in a working state, a predetermined safety rotation speed is respected; if applicable in the event that this speed is exceeded

  rotation, there will be an action of the regulator-limiter by modi-

  filling and / or ignition angle.

  In the presence of certain conditions (B ea w) which

  refer to error states whose formation is re-

  presented using Figure 4, we cancel the torque limit

  minimum of the limiter 142 and the possibility of removing

  give priority to the injection. In this case, the speed limiter-regulator makes it possible to continuously reduce the torque to zero in order to respect the speed of rotation of

  surveillance. Thus by the over-flow regulator-limiter

  Even in the event of a fault, in all cases, the safety speed is guaranteed.

  The minimum value MN of the limiter 142 is set to

  the value zero when the condition for implementing the

  injection pressures exist. In the absence of this condition

  tion, the minimum value is defined in point 144 according to the

  motor rotation speed, the setpoint speed of ro-

  idling speed of the engine as well as the gear ratio

  past. This relationship between quantities and minimum value

  male is applied as shown above. The switching between this calculated minimum value and the zero minimum value is symbolized by the switching element 146 which, in

* presence of condition B eaiw is switched to zero. The va-

  their minimum formed in 144 is weighted at the point of combi-

  naison 148 which is preferably a multiplication point with a fkmimin coefficient by weighting which takes account of the error situation so that the main load signal of the internal combustion engine control, obtained

  from the signal of the measured air mass or the pressure

  sion in the suction pipe, or distorted towards

  their weak. In this case, the filling would be done at a too low measured value, corresponding to a high real torque and leading to an excessive increase in the rotational speed. To detect this situation from the start and be able to correct it, the minimum value is reduced by the

correction factor fkmimin.

  Figure 3 shows an exemplary embodiment of

  the formation of the correction coefficient. A main signal

  load pal, distorted in the direction of too low values, appears with the same error tendency of the integrator of

  the air mass 202 as the correction coefficient of met

  language, multiplicative Fra. The air mass integration value is then the integrated deviation between the air mass value obtained using an air mass sensor mshfm and an air mass value msdk corrected from the value of the integrator; this value is calculated relative to the ambient pressure as a function of the opening angle of the throttle flap and the pressure ratio between the pressure prevailing in the suction pipe and the ambient pressure (see correction 204, the formation of the

  deviation 200). The mixing correction coefficient, mul-

  tiplicative Fra is mainly the output signal from the

  lambda regulation. To determine the correction coefficient

  tion of the minimum torque, the minimum value of the deviation of the mixture correction coefficient Fra with respect to the value 1 and the inverted value of the integrator is used as the corrective term. The deviation of Fra with respect to 1 is formed at point 206; the inversion of the integrator is done at point 207. The deviations of neutral values thus formed are applied to the minimum value selector 208. The smaller of the two values is limited to positive values (limiter 210), which authorizes a

  correction only in the direction of decreasing the

  their minimum (the correction coefficient is less than or equal to 1). A fault in the other direction, i.e. a main load signal, distorted towards high values does not give real torque and does not limit the limiter.

  rotation speed. To limit the correction coefficient

  tion fkmimin, subtract the minimum value if necessary

  of the unit compared to 1 (combination point 202).

  As an alternative to reducing the minimum torque by the coefficient fkmimin, we can also divide the actual filling signal rl ist by this coefficient and thus increase it. If you start from an air mass signal too

  low, wrong, this value is corrected again with the

  their actual and ro speed limitation regulation

  tation is no longer limited (see Figure 3a).

  As explained above, under certain conditions

  tions, to limit the speed of rotation, we can not only

  Lement intervene on the filling or the ignition angle and / or reduce the fuel supply, but also cut injections, that is to say put out of service a number of cylinders to reduce the torque. The figure

  4 shows a flowchart corresponding to an example of a reali-

  preferential allocation to determine the existence of this con-

edition.

  A first hypothesis is that the conditions

  activation of the overspeed speed limiter

  veillance exist; in the preferred embodiment

  tiel, it means that the accelerator pedal has been

  released (comparison of threshold value 300 with wped).

  Another hypothesis is that the motor rotation speed is higher than the NCWB monitoring rotation speed. This is formed by comparing the deviation between the motor rotation speed and the NOWB monitoring rotation speed formed in the combination point 302

  with a threshold value 304. These two conditions are combined

  born according to the AND logic function (306) and form the signal

condition B uwdb.

  In addition, the actual filling signal rl ist is compared with the reference filling signal rl requested (see

  comparator 308) and the gradient as a function of time if

  real filling general formed in the gradient generator 310; this signal is filtered in the low pass filter 312 to

  then be compared in comparator 314 with a li-

  predetermined moth. In addition, a waiting time (TWDP, timer 316) is taken into account after the establishment of the operating state entered in the comparator 300. These signals are then combined by the OR logic gate 317 and the logic gate. ET 318. The AND gate gives an output signal

  if the actual filling is greater than the consignment filling

  and the waiting time is over or has been exceeded

  lé a significant gradient for the real couple. The output signal from the AND gate 318 is gathered by the OR gate 328 on

  the AND gate 330, at the operating status signal; in pre-

  sence of the two signals, cylinder deletions will be authorized. If then an abrupt variation caused by an error is detected in the filling of the setpoint, we immediately oppose this situation by cutting the

  injections, which results in a large number of situa-

  error errors by a much error correction reaction

  softer blow from the vehicle. In addition, the removal of

  injections constitutes a countermeasure, if at the end of a

  The actual filling is still higher than the set value. Alternatively, the actual torque is also compared

at minimum torque.

  A second independent path for authorizing injection deletions is an error in entering the air mass in the presence of the condition to activate the

  monitoring regulator-limiter. The compensatory value

  tion of the air mass formed according to FIG. 3, fkmsdk is subtracted from the value 1 (319) and its absolute value is formed in the absolute value generator 320 to compare it with a limit value in the comparator 322. The result of the comparison is then processed if air mass compensation is allowed (see switch 324). If for this condition, the absolute value of the correction coefficient

  weighted exceeds the limit value, a flip-

  flop 326 after a certain waiting time 325. This flip-flop is reset again (SKL15) only after the ignition is restored; it is put in the permanent state at the first appearance of a fault. The output signal of the flip-flop (flip-flop) 326 is combined in the logic gate OR 328 with the signal formed in the logic gate AND 318. In the event of a fault in the entry of the air mass, if the compensation coefficient exceeds a limit value, injection deletions will be allowed to limit if

  you are in the operating state to activate the regulation

limitation.

  The output signal from gate ET 330 is applied

  than flip-flop 332 which is set when it occurs-

  feels the conditions described. The output signal from the flip-

  flop 332 forms via logic gate OR 334 the condition

  B eaw to authorize injection deletions. The flip-

  flop 332, after being reset, will not be reset until the SKL15 ignition switch is pressed again. For this operating cycle,

  deletions are allowed permanently.

  In summary, it can be seen that injection suppressions are authorized if the operating range

  exists to carry out speed limitation regulation

  monitoring rotation size and if compensation for

  the wrong air mass or an actual torque greater than a

  their minimum and a too large real torque gradient or a real torque greater than the minimum value at the end of a

  waiting times were noted.

  In addition, there are conditions which do not

  feels that with temporary authorization for deletions

  injection. These conditions are met in the logistic door.

  that OR 336 to give the signal B eauwv and form, within the framework of the OR gate, in connection with the signal corresponding to the existence of the permanent authorization conditions, the authorization signal B eauw. Temporary injection suppressions are authorized if the speed of the VFZG vehicle is below a predetermined minimum threshold (comparator

  338), if a fault exists in the video capture sensor

  vehicle size EVFZG, that of air mass E HFM or the

  throttle flap sensor E DKG.

  The example not developed here of an injector engine

  direct gasoline in which the torque is controlled by

  the fuel supply, gives for the regulation of

  Firstly, a reduction in rotation speed, a further reduction in the injection time and the regeneration rate of the tank ventilation, and in the event of a recognized error situation, the injection is also suppressed.

  and to complete shutdown of the tank ventilation.

  The overspeed speed limiter

  monitoring of the preferred embodiment is active in a predetermined operating situation when the

  accelerator pedal is released. In this working state-

  The torque comparison mentioned above is not

  active. In the preferred embodiment, the compa-

  torque reason outside of this operating state is active throughout the partial load range. In another preferred embodiment, in particular for engines with direct petrol injection, the comparison of the torque is limited to the range close to the zero angle of the

accelerator pedal.

  The torque comparator regulator can be made in the same microcomputer as that of the device

  motor control. In a preferred embodiment example

  cost-effective, the monitoring speed limiter is implemented in a program channel other than the function

  control. Advantageously, the regulation of limitation

  The rotational speed is not performed on the basis of the crankshaft sensor, but on that of the phase sensor, which allows a real two-channel structure between

  operation and monitoring.

  According to an advantageous exemplary embodiment, a method is applied in which also when the accelerator pedal is actuated, one limits oneself to increasing rotational speeds of surveillance with the position of the

  accelerator pedal. In particular in this case, we supp-

  takes precedence over the torque monitoring mentioned in the preamble.

  According to a preferred embodiment, we

  realizes a second overspeed speed limiter

  monitoring with a redundant monitoring computer or

  in a separate program branch. In this case, we cal-

  calculates the rotation speed, advantageously on the basis of the signal from the phase sensor while the first monitoring rotation speed limiter works on the basis of the

  crankshaft sensor as information relating to the

  rotation size. We thus carry out a complete surveillance

two-channel.

  The overspeed speed limiter

  veillance, shown, is used both in petrol engines with injection into the suction manifold or in

  direct injection but also in the case of Die-

salt.

  Besides the predefinition of a couple of consi-

  gne, you can also predefine a setpoint power or any other motor output variable to

internal combustion.

  If the limiter operates over the entire operating range

  the waiver of the condition relating to the

  the accelerator pedal to allow cuts

cylinder.

  According to another exemplary embodiment, the limit

  tor directly reduces the angle of the throttle flap and

the ignition angle.

  The speed limitation regulation

  tion reduces the torque of the internal combustion engine to a predetermined minimum value by reducing the air supply to the internal combustion engine to a minimum value

  and the ignition angle at a predefined delay ignition angle

  finished. In addition to limit the speed of rotation to the

  monitoring rotation size, we close completely

  the actuator influencing the air supply.

  For engines with direct injection or function-

  With a lean mixture, the torque can be reduced by the speed limiter-governor in addition or alternatively with the reduction of the fuel supply.

  up to the limit of the lean mixture in homogeneous mode and up to

  than at the combustion limit in stratified mode.

  The monitoring rotation speed (speed

  rotation speed) is greater than the rotation speed

  idle set point (preferably around 1,500 rpm). In place of the use of the quantities rlsoll and rlist in FIG. 4, in another embodiment, the values of the setpoint torque misoll and of the real torque miist are used.

Claims (17)

R E V E N D I C A T I ON S   1) Method for controlling an internal combustion engine   ion which regulates the engine torque depending on the   hates the driver, by entering the speed of rotation of the motor and limiting it to a predetermined value, characterized in that - to limit the speed of rotation of the motor, a speed-limiting speed regulator is used which limits the speed of rotation of the motor at a predetermined monitoring speed, - the regulator-limiter first of all reducing the torque in the direction of limiting the speed of the motor to the monitoring speed by acting on the power supply in air and / or ignition and / or fuel supply to the engine, and   - in at least one predetermined error situation, one in-   additionally completely cuts off the fuel supply at least one engine cylinder.   2) Method according to claim 1, characterized in that a set torque of the internal combustion engine is determined, as a function of the driver's wish, which is reduced by the speed limiter-regulator if the speed   of rotation is greater than a speed of rotation of over- predetermined monitoring.   3) Method according to one of claims 1 and 2,   characterized in that the monitoring speed depends on the position   the accelerator pedal or the driver's wish.   4) Method according to one of the preceding claims,   characterized in that the regulation of the speed limitation reduces the torque supplied by the motor to a minimum value   possible, predetermined, without misfire, reducing   the air supply to the engine to a minimum value and   reducing the ignition angle to a return ignition angle predetermined late.    ) Method according to any one of claims 1 to 4,   characterized in that the speed limitation regulation reduces the torque supplied by the engine to a possible value without misfire by reducing the fuel supply to the engine to a possible value in stratified mode without misfire.   ) Method according to one of the preceding claims,   characterized in that the speed limitation regulation reduces the torque supplied by the motor to a value possible without misfire by reducing the air supply and   fuel supply to the engine up to a pos-   sible in homogeneous mode without misfire.   7) Method according to one of the preceding claims,   characterized in that in order to reduce the fuel supply, the quantity of fuel supplied by the   injectors and / or the tank ventilation valve.   8) Method according to claim 1, characterized in that   an idle speed regulator regulates a speed   idle setpoint rotation speed, predetermined, the   monitoring speed being higher than the speed   idle speed rotation speed.   9) Process according to any one of the preceding claims.   teeth, characterized in that to limit the speed of rotation of the motor to the speed of   monitoring rotation, the actuator influencing the supply   air can be completely closed.    ) Method of controlling an internal combustion engine   ion which regulates the engine torque depending on the   hates the driver, by entering the engine speed and limiting to a predetermined value, according to claim 1, characterized in that   the predetermined minimum torque, up to which the regulator-   monitoring speed limiter can correct without cutting the fuel supply, is corrected using   characteristic quantities formed from the correction   tion of the mixture and / or comparison of the mass signal   of air to an air mass signal supplied by a redundant sensor dant.   11) Process according to any one of the preceding claims.   teeth, characterized in that the filling signal representing the base of   the basic injection time, using the characteristic variables   correction correction of the mixture and / or the signal of the   air mass from a redundant sensor.   12) Method according to any one of the preceding claims.   teeth, characterized in that the correction is formed from the minimum of the correction quantities of the same direction of the adaptation of the mixture and of the adaptation of the air mass.   13) Method according to claim 1, characterized in that the cutting of the cylinders is authorized, if one cannot adjust a predetermined minimum torque.   14) Method according to claim 1, characterized in that the cutting of the cylinders is authorized, if the comparison of the air mass signal of a main load sensor with   that of a second load sensor exceeds auto limits   laughs. ) Method according to claim 1, characterized in that the cutting of the cylinders is authorized, if a fault has been   found in the main load sensor.   16) Method according to claim 1, characterized in that   cutting is authorized, if the speed of movement is kills below a defined threshold.   17) Method according to any one of the preceding claims. teeth, characterized in that   for a condition noted for the authorization of the   pure from the fuel supply, this remains authorized   for the rest of the driving cycle.   18) Method according to any one of the preceding claims.   teeth, characterized in that the speed limiter-regulator is made in   variant or in addition in a second program channel, redundant   on the microcomputer of the control unit for com-   control of the internal combustion engine or in a second monitoring calculator.   19) Method according to any one of the preceding claims. teeth, characterized in that   the speed limit for surveillance rotation works   functions as a speed signal provided by a   redundant speed sensor, for example the   camshaft phase regulator.    ) Method according to any one of the preceding claims. teeth, characterized in that   the monitoring regulator-limiter is only active when   the accelerator pedal is released.   21) Method according to any one of the preceding claims.   teeth, characterized in that the speed limiter-regulator directly reduces the angle of the throttle valve and the ignition angle and / or the fuel supply.   22) Control device of an internal combustion engine   using an electronic control unit which controls the torque supplied by the motor according to the wishes of the driver   tor, this unit detecting the speed of rotation of the motor and comprising a regulator-limiter for limiting the speed of rotation of the motor to a predetermined rotation speed, characterized by a regulator-limiter of speed of surveillance   which, if the overspeed speed is exceeded   predetermined watch, reduces the speed of rotation of the mo-   tor to this by reducing the torque first of all by   actions on air supply and ignition and / or ac-   fuel supply, and in the presence of   minus a predetermined error state, further cutting off   full fuel supply to at least one cylinder dre.