DE19913272B4 - Method and device for controlling an internal combustion engine - Google Patents

Abstract

method for controlling an internal combustion engine, wherein the torque the internal combustion engine dependent is set by the driver's request, the speed of the internal combustion engine is detected and limited to a predetermined value, thereby characterized in that for limiting the engine speed, a speed limiting controller is used, the engine speed to a predetermined monitoring speed limited, wherein the limiting controller initially the torque in the sense a limitation of the engine speed to the monitoring speed by intervention into the air supply and / or the ignition and / or reduces the fuel supply of the internal combustion engine and wherein in the presence of at least one predetermined misconduct the controller or one of its connected components, which Cause for is an undesirable speed increase, additionally the complete Interruption of the fuel supply to at least one cylinder Internal combustion engine is released.

Description

State of the art

The The invention relates to a method and a device for controlling an internal combustion engine.

From the DE 33 19 025 C2 a method for limiting the speed of internal combustion engines with spark ignition is known, wherein upon reaching a first definable speed value, the fuel mixture is emaciated and the firing order is deteriorated. At a second speed value, which is greater than the first speed value, there is a switch to a significantly greater leaning of the fuel mixture.

From the DE 195 13 370 A1 a method and a device for controlling the performance of an internal combustion engine is known in which the power adjusting element for adjusting the air supply is set in the context of a load control loop. If the load detection fails, measures to ensure operational safety and an emergency operation procedure for setting the throttle valve in the event of a fault are described.

From the DE 44 26 972 A1 a method and a device for controlling an internal combustion engine is known, wherein a target engine torque is set and the torque output by the internal combustion engine is set according to the target torque, wherein by influencing at least the fuel metering and / or the ignition angle, the torque to be delivered by the engine is controlled such that in the case of an air supply to the internal combustion engine which is not or can be influenced in an erroneous manner, an operating variable of the internal combustion engine or of the vehicle which is related to the engine power is limited to at least one predetermined value.

From the DE 42 39 711 A1 For example, it is known how a target torque value is converted into control variables for influencing the filling of an internal combustion engine, the ignition angle and / or into a number of cylinders to be blanked out.

From the DE 38 28 850 C2 a device is known for controlling the fuel metering of an engine used to drive a motor vehicle. If an error detection signal is present in the idle state and, in addition, oscillation of the speed has been detected by the speed threshold value, then a speed limitation value is output when the idle switch is opened.

From the DE 195 36 038 A1 a method and a device for controlling an internal combustion engine is known in which a maximum allowable torque of the internal combustion engine is formed to ensure the reliability of the engine control at least on the basis of the position of a driver operable control element. This is compared with an actual torque of the internal combustion engine. If the actual torque exceeds the maximum permissible torque, a malfunction of the control is assumed and measures for the error reaction are initiated until the actual torque falls below the maximum permissible torque again. This torque monitoring depends strongly on the quality of the actual torque detection. To improve the monitoring of the operational safety of the engine control was therefore not previously published German Patent Application 197 42 083 A1 added that this torque monitoring is switched off when a fault in the range of torque detection or this underlying charge detection (air mass detection) is suspected. To ensure operational safety, the fuel supply to the internal combustion engine is then switched off when, for a given position of the accelerator pedal, the engine speed exceeds a predetermined engine speed.

at this solution will be exceeded the specified engine speed in general, even without errors in the range the fuel cell engine control, the safety shutdown of the Fuel performed. However, this may be in some embodiments not be accepted because under certain conditions, eg. B. in heating the catalyst, in protecting the catalyst at extreme catalyst temperature, etc. a suppression the shutdown of fuel is desired. Nevertheless, it is desirable that in the Fault, a limit speed is not exceeded when the accelerator pedal is released becomes.

It Object of the invention, the desired speed limit without Shut off the fuel supply and maintain operational safety the engine control in case of failure still maintain.

This is achieved by the characterizing features of the independent claims.

Advantages of the invention

The engine speed is limited in at least one predetermined operating condition to a safety speed, normally without switching off the fuel supply and without the presence of error information, by filling and Zündwinkeleingriffe and / or interventions in the fuel supply. In addition, to ensure the reliability of the engine control in presence gewis this boundary conditions, especially in case of malfunction of the controller or one of its connected components, which is the cause of an undesirable increase in speed, the shutdown of the fuel supply allows at least to individual cylinders. This makes it possible in normal operation despite limitation to the safety speed to continue functions in which the shutdown of the fuel supply should not take place, while the safety is ensured by the then possible fuel cut in a detected error. Further, no distinction is required as to whether the speed increase is due to an error or not.

Advantageous is that too unrecognizable errors that can lead to an increase in speed, without Shutting off the fuel supply manageable are.

Thereby, that not a shutdown every time the safety speed threshold is reached the fuel supply takes place, is advantageously the system availability elevated.

Especially advantageous is a combination of the inventive measure the Limitation of the engine speed preferably when the accelerator pedal is released with the torque comparison mentioned above for monitoring an engine control. The combination of the two measures leads to a complete, every operating condition covering, extremely reliable monitoring measure.

Becomes dispensed with the use of the torque comparison, is in an advantageous Way a significant reduction of the application effort is achieved because z. B. no maximum permissible Moment must be specified.

The Limitation of the speed in the sense of the inventive procedure described below elevated advantageously the ride comfort in case of failure, as opposed to a vehicle reaction with triggering of fuel cut the reaction of the vehicle is much gentler. This is why because the speed initially via torque reduction on filling and / or ignition angle is kept low. This avoids that the speed very fast over increases the limit value and then through an injection shutdown hard is limited. This would have an unpleasant feeling from the driver Jerk to the result.

Further Benefits emerge from the following description of exemplary embodiments or the dependent Claims.

drawing

The invention is explained in more detail below with reference to the embodiments shown in the drawing for an example with filling and Zündwinkeleingriff. 1 shows a block diagram of a control system for an internal combustion engine. In the 2 to 4 are illustrated by flowcharts that outline programs of at least one microcomputer of the control system, an advantageous embodiment of a speed limiting controller.

Description of exemplary embodiments

1 shows an electronic control unit 10 at least via an input circuit 12 , at least one microcomputer 14 and at least one output circuit 16 features. Input circuit, microcomputer and output circuit are via a communication system 18 connected to each other for mutual data exchange. The input circuit 12 The following input lines are supplied: an input line 20 from a measuring device 22 for detecting the accelerator pedal position wped, an input line 24 from a measuring device 26 for detecting the throttle position wdk, an input line 28 from a measuring device 30 for detecting the internal combustion engine supplied air mass hfm, an input line 32 from a measuring device 34 for detecting the engine speed nmot and input lines 36 to 40 of measuring devices 42 to 46 for detecting further operating variables of the internal combustion engine and / or of the vehicle, which are required for carrying out the engine control, such as, for example, intake air temperature, ambient pressure, etc. via the output circuit 16 controls the electronic control unit 10 Performance parameters of the internal combustion engine. Thus, the filling of the internal combustion engine by influencing the air supply of the internal combustion engine via a throttle valve 48 controlled. Further, the ignition timing is set ( 50 ), which affects fuel metering ( 52 ) and / or a turbocharger ( 54 ) controlled.

The principle of operation of the engine control, by the control unit 10 is executed, is known from the aforementioned prior art. At least on the basis of the accelerator pedal position wped, a desired value for a torque of the internal combustion engine is determined, which corresponds to the driver's request. If necessary, this is converted into a torque setpoint, taking into account further setpoint torques by external and internal functions such as traction control, speed limitation, speed limitation, etc. The torque setpoint is then at least taking into account the engine speed in corresponding maps, tables or calculation steps in a setpoint for the filling, ie for the relative air charge per cylinder stroke, normalized to a maximum possible cylinder filling implemented. Depending on this desired filling value, a desired throttle valve position value is determined, taking into account the physical relationships in the intake manifold. The setpoint is then set by a corresponding control loop. Furthermore, if necessary, taking into account the actual torque, which z. B. is calculated on the basis of the air mass signal, the ignition angle and / or the fuel metering influenced, the actual torque is brought to the target torque. In addition, in one embodiment of the control unit 10 the initially outlined torque comparison with the predetermined error response measure carried out in the event of a fault.

In addition to Torque comparison or in an embodiment alternative to Torque comparison, a speed limiting controller is used, the engine speed to a predetermined, preferably from the Accelerator pedal position or the driver's request torque dependent monitoring speed by reducing the set torque to a permissible minimum torque for the fired Operation limited. The minimum moment is set to zero, if Injection masks allowed are. Injection shutdowns are allowed if an error occurs within the engine control or one of its connected Component was detected.

The flowcharts in the 2 to 4 represent a preferred embodiment of the speed limiting controller. It shows 2 a flowchart for the basic function of the limit controller, while in 3 a flowchart is shown, by which the minimum torque value for the speed limiter is corrected. In 4 Finally, a flow chart is shown, which shows the verification of the conditions for the activation of injection shutdowns.

In a known manner, in a torque-oriented engine control structure based on variables such as accelerator pedal position and engine speed, the desired torque MIFA desired by the driver is formed ( 100 ). This is linked to the loss or consumer torque MIVER, preferably added (link 102 ), wherein the loss or consumer torque is formed depending on variables such as engine speed, engine temperature or the status of secondary consumers ( 104 ). The target torque formed in this way is corrected by the intervention of the idle speed controller (point of connection 106 ). This target torque MISOLL is then converted in accordance with the speed limiter described below as the resulting target torque MISOLLRES in a known manner in a desired value rlsoll for the cylinder charge and for the firing angle αz. This is done as part of the calculation program 108 whose basic features are known from the aforementioned prior art. Therefore, this program is not described in detail. Likewise, a detailed representation of the conversion of the filling and ignition angle setpoint values into actual control variables (dk, αz, ti) is shown in the program 110 omitted for clarity. The implementation is also known from the basic state of the art. As a special feature is merely hinted that skips of injections (EA), ie the shutdown of individual cylinders, in contrast to the prior art in the presence of at least one condition B_eaüw in the implementation of the setpoint torque value in control variables is included. The release of the blanking in the presence of the condition B_eaüw is through the switching element 114 in program 108 symbolizes.

The embodiment is for a motor control with λ = 1 - operation shown. However, it is equally possible to follow the procedure an engine with gasoline direct injection with homogeneous lean operation or stratified lean operation. In such an embodiment will the moment MISOLLRES in addition in an output air / fuel ratio and a required Fuel quantity converted.

The one in the link 106 considered control output of the idle speed controller is formed in a conventional manner. The setpoint speed nLLRsoll (map 116 ) is compared to form the control deviation with the measured actual speed nist. The control deviation becomes a controller 118 , preferably with PID behavior, which produces an output dependent on the control deviation output. This output signal is set to a maximum or minimum value by the limitation 120 limited and linked to the target torque (eg added). The idle speed controller is only active in the presence of the idle operating state, ie in particular when the accelerator pedal or throttle closed, active. This is done by the switching element 122 shown, which closes in the presence of the condition B_llr.

If the loss torque MIVER and / or the driver's desired torque MIFA are erroneously calculated too high, the idling control can no longer set the setpoint speed because of the minimum limitation. This error state is not recognized by the torque monitoring mentioned above. The limitation of the idle speed controller signal is used to prevent the Ausgehen of the engine in normal operation when disengaging.

The monitoring speed limiter prevents even in such an operating condition an excessive increase in the engine speed, in particular an increase above the predetermined safety speed of z. B. 1500 revolutions per minute. The monitoring speed limiter limits the engine speed to the predetermined safety speed NÜWB, which is either fixed or, for example, variable depending on the accelerator pedal position (see memory cell or map 124 ). The limiter forms the deviation of the current engine speed NIST from the limit value NÜWB (link 126 , preferably subtraction). This deviation is then limited to positive values (speed is above safety speed) (minimum limitation 128 to zero). The deviation then becomes the regulator 130 supplied, which is designed in the preferred embodiment as a PID controller. The output signal, which forms the controller as a function of the control deviation, changes in the connection point 132 the setpoint torque value MISOLL. In the preferred embodiment, the clipping control output is subtracted from the desired torque value. This means that when the safety speed is exceeded, a control intervention reducing the desired torque is performed.

The monitoring limit controller is preferably active only in certain operating states. This is due to the switching element 134 shown. In the preferred embodiment, the limit controller is activated only when the accelerator pedal is released. Accordingly, the accelerator pedal position WPED in the comparator 136 with a, the accelerator pedal representing value compared, wherein after a certain time TWÜB after first reaching this operating state, the switching element closes (see 138 ). The integrating behavior of the monitoring limit controller 130 is then unsatisfactory when the default operating state is left again. Therefore, when leaving the operating state, ie when pressing the pedal, the limit controller is turned off. Here, as in 2 by detecting the negative edge of the signal of the comparator 136 in 140 is shown, a steady return of the control output to zero z. B. initiated by appropriate control of the integral value. By the constant return of the control output, ie by continuous adjustment of the integral component of the controller 130 , a sudden torque jump is prevented when the limit controller is switched off with only slight acceleration. The same applies if the controller is active in a portion of the accelerator pedal position range. Alternatively, the controller component is abruptly reset when a load-swing damping function is implemented which, starting from the existing total desired torque, steers steadily and smoothly to the new desired torque. This embodiment is not shown in the drawing.

If the limit controller is active over the entire accelerator pedal area, the elements are 134 to 140 unnecessary.

in the Contrary to the idle speed controller, the monitoring speed limiter So cause an unlimited speed reduction, as it is an initially unlimited Can cause reduction of torque. A going out of the engine at Disengaging is excluded because when falling below the limiting speed the controller contribution becomes zero.

The influenced by the monitoring speed limiter target torque is then in the limiter 142 possibly limited to a valid in normal operation minimum value MN. This minimum value is applied in such a way that with minimal filling and the latest possible ignition angle just combustion is guaranteed. In another embodiment, the minimum value of the torque is the minimum desired braking torque in the thrust. The possibly limited to a minimum value, reduced by the monitoring speed limiter target torque is then in the context of the program 108 converted into corresponding filling and ignition angle values. In this way, a predetermined safety speed is maintained in normal operation, at least in one operating state, with a possible exceeding of this speed, a limiting control intervention via changing the filling and / or the ignition angle takes place.

In the presence of certain conditions (B_eaw) that indicate fault conditions and their formation on the basis of 4 is shown, the minimum limiting torque of the limiter 142 set to zero and enabled the possibility for injection suppression. In this case, the speed limiting controller can steadily reduce the torque to zero to maintain the monitoring speed. Thus, in any case a compliance with the safety speed is ensured by the monitoring limit controller in the event of an error.

The minimum value MN of the limiter 142 is set to the value zero in the present condition for the connection of injection blanking. If this condition does not exist, the minimum value in 144 depending on engine speed, engine idle speed and the engaged gear ratio determined. The relationship between these quantities and the minimum value is applied as shown above. Switching between this calculated minimum value and the minimum value is zero by the switching element 146 symbolizes, which switches to zero in the presence of the condition B_eaüw. The in 144 formed minimum value is in the link 148 , which is preferably a multiplication point, weighted by a factor fkmimin, which accounts for the error case that the main load signal of the engine control, which is obtained from the measured air mass or intake manifold pressure signal is falsified to low values. In this case, the filling would be set to a too low measured value, which corresponds to a too high actual torque and leads to a speed increase. In order to recognize and correct this already in the beginning, the minimum value is reduced by the correction factor fkmimin.

3 shows an embodiment of how this correction factor is formed. A main load signal corrupted in the direction of lower values manifests itself in a similar error tendency of the air mass integrator 202 and the multiplicative mixture correction factor Fra. The air mass integrator value is the integrated deviation between the air mass value mshfm determined on the basis of an air mass sensor and an air mass value msdk corrected from the integrator value, which is calculated from the throttle valve opening angle and the pressure ratio of the intake manifold pressure to the ambient pressure (cf. 204 , Deviation formation 200 ). The multiplicative mixture correction factor Fra is essentially the output signal of the lambda control. For determining the correction factor for the minimum torque, the minimum value of the deviation of the mixture correction factor Fra from 1 and the inverted integrator value is used as the correction term. The deviation of Fra from 1 is in 206 formed, the inversion of the integrator in 207 , The neutral value deviation quantities thus formed become the minimum value selection 208 fed. The smaller of the two values is limited to positive values (limiter 210 ), so that a correction is allowed only in the direction of lowering the minimum value (correction factor is less than or equal to 1). An error in the other direction, ie a falsification of the main load signal to higher values, results in smaller actual torques and thus does not restrict the speed limiter. To form the correction factor fkmimin, the possibly limited minimum value of 1 is deducted (linkage point 202 ).

As an alternative to lowering the minimum torque by the factor fkmimin, the actual filling signal rl_ist is also divided by this factor and thus increased. If it is assumed that the air mass signal is incorrectly too low, this will be corrected back to the correct value and the speed limitation control will no longer be restricted (s. 3a ).

As described above, under certain conditions for limiting the speed in addition to filling and Zündwinkeleingriffen and / or reducing interventions on the fuel supply and skip injections, ie the shutdown of a certain number of cylinders, allowed for torque reduction. In 4 FIG. 3 is a flowchart showing a preferred embodiment for detecting the presence of this condition.

A first condition is that the conditions for the activation of the monitoring speed limiter be present, ie in the preferred embodiment that the accelerator pedal is released (threshold comparison 300 from wped). It is also a prerequisite that the engine speed is above the monitoring speed NÜWB. This is done by comparing the deviation of engine speed and monitoring speed NÜWB, which in the point of connection 302 is formed with a threshold 304 performed. These two conditions are logically and linked ( 306 ) and form the condition signal B_üwdb.

Furthermore, the actual filling signal rl_ist is compared with the desired filling signal rl_soll (compare Comparator 308 ) and in the gradient images 310 formed temporal gradient of Istfüllungssignals in the low-pass filter 312 filtered, in the following comparator 314 compared with a predetermined limit. Furthermore, a waiting time (TWDP, delay 316 ) after entering the comparator 300 taken into account detected operating condition. These signals are transmitted via the OR connection 317 and the AND connection 318 connected. An output signal is output from the AND connection when the actual charge is above the target charge and the waiting time has elapsed or a large gradient of the actual torque has been detected. The output signal of the AND connection 318 is via the Oder connection 328 in the AND connection 330 linked to the operating state signal, wherein the presence of both signal, the blanking are allowed. If, therefore, an error-related jump in the actual filling is detected, the countermeasures are immediately counteracted by suppressing injections, which leads to a smoother error reaction of the vehicle in a large number of error cases. Further counteracted with suppression of injections, if after a time, the actual charge is still greater than the setpoint. Alternatively, the actual torque is compared with a minimum torque.

A second independent path for allowing injection blanking is an air mass detection error when the condition for activation of the monitoring limit is present regulator. The in 3 formed air mass balance value fkmsdk is of value 1 ( 319 ) deducted, in the amount images 320 his amount is formed and in the comparator 322 compared with a limit. The comparison result is further processed if the air mass balance is permitted (see switching element 324 ). If, in the presence of this condition, the amount of the weighted correction factor is above the limit value, after a certain waiting time ( 325 ) a flip-flop 326 set. This flip-flop is only reset when the ignition is switched on (S_Kl15) and is permanently set in the event of a single fault. The output signal of the flip-flop 326 is in the OR link 328 with that in the logical AND link 318 connected signal formed. If there is an error in the air mass sensing when the trim factor exceeds a threshold, injection blanking will be allowed for limiting if the operating condition for limit control activation is present.

The output signal of the AND link 330 gets the flip-flop 332 fed, which is set when the conditions described. The output signal of the flip-flop 322 forms via an OR link 334 the condition B_eaüw for permitting injection shutdowns. The flip-flop 332 is reset after setting only with renewed switching on the ignition (S_Kl15). Blanking is permanently allowed for the current operating cycle.

In summary It should be noted that injection shutdowns be approved if the to carry out the monitoring speed limiting control present operating range exists and if a faulty air mass balance or one over the actual value at the minimum value and an excessively high actual moment gradient or on after a waiting period has passed the minimum value actual torque was detected.

In addition, there are conditions that only lead to the temporary permitting injection shutdowns. These are in the OR link 336 combined to signal B_eaüwv and form in the context of the OR operation in conjunction with the signal for the presence of the conditions for permitting permitting the approval signal B_eaüw. Temporary injection shut-offs are permitted if the vehicle speed VFZG is below a predetermined minimum threshold (compare Comparator 338 ) when there is a fault in the vehicle speed detecting sensors E_VFZG, the air mass E_HFM or the throttle valve actuator E_DKG.

in the not further elaborated here Example of an engine with gasoline direct injection, in which the moment about the fuel supply is controlled, the speed limiting control is initially a further reduction of the Einspitzzeit and the tank ventilation regeneration rate and in one of the aforementioned detected error cases also injection suppression and more complete Demolition of the tank ventilation.

The monitoring speed limiter is in the preferred embodiment in a predetermined operating situation when the accelerator pedal is released active. In this operating state of the aforementioned torque comparison not active. In the preferred embodiment is the moment comparison outside This operating state active in the entire partial load range. In one another advantageous embodiment, especially in engines with gasoline direct injection, the Torque comparison limited to the range near the pedal angle zero.

Of the Torque comparator can be implemented in the same microcomputer in the engine control unit be. It is in an advantageous embodiment of the monitoring speed limiter in implemented a software channel other than the control function. In Advantageously, the speed limiting control does not occur the basis of the crankshaft encoder, but on the basis of the phase encoder carried out, so that one true dual-channeling between function and monitoring is achieved.

In an advantageous embodiment is a method used in which also when the accelerator pedal is limited to rising with the accelerator pedal position monitoring speeds. In particular, in this case, the above-mentioned torque monitoring waived.

In an advantageous embodiment is a second monitoring speed limiter of a redundant monitoring computer or in a separate software path. Here is the speed advantageously calculated on the basis of the phase encoder signal, while the first monitoring speed limiter operates on the basis of the crankshaft encoder as speed information. Thus, a complete dual channel monitoring realized.

Of the shown monitoring speed limiter is used both in gasoline internal combustion engines with intake manifold injection, used with direct injection as well as diesel engines.

Next the specification of a target torque becomes a target performance or any other Output of the internal combustion engine specified.

is the limiter active throughout the operating range, will affect the condition the presence of a released accelerator pedal during the approval of Fades out.

In another embodiment the limiter directly reduces throttle angle and firing angle.

The Speed limitation control reduces the torque of the internal combustion engine down to a predetermined minimum value by the air supply reduced to the internal combustion engine to a minimum value and the ignition angle to a predetermined spark angle is reduced. Furthermore, to limit the engine speed the monitoring speed the actuator affecting the air supply completely closed become.

at Direct-injection or lean-burn engines can Reduction of the torque by the speed limitation controller additionally or alternatively the fuel supply up to the lean running limit in homogeneous operation or reduced to the flammable limit in stratified operation.

The monitoring speed (Safety speed) is greater than the idling nominal speed (preferably about 1500 rpm).

Instead of evaluating the sizes rlsoll and rlist in 4 In another embodiment, the values for the desired torque are misoll and the actual torque miist is evaluated accordingly.

Claims (22)

Method for controlling an internal combustion engine, in which the torque of the internal combustion engine is set depending on the driver's request, wherein the speed of the internal combustion engine is detected and limited to a predetermined value, characterized in that for limiting the engine speed, a speed limiting controller is used, which sets the engine speed limits a predetermined monitoring speed, the limiting controller first reduces the torque in the sense of limiting the engine speed to the monitoring speed by engaging in the air supply and / or ignition and / or fuel supply of the internal combustion engine and wherein in the presence of at least one predetermined failure of the controller or a their connected components, which is the cause of an undesirable increase in speed, in addition, the complete interruption of the fuel supply to at least one cylinder of the internal combustion engine released w ill. Method according to claim 1, characterized in that that depends on Driver request a desired torque of the internal combustion engine is determined which is reduced by the speed limiting controller, if the speed over the predetermined monitoring speed lies. Method according to one of the preceding claims, characterized characterized in that the monitoring speed dependent from the accelerator pedal position or the driver's request. Method according to one of the preceding claims, characterized characterized in that Speed limitation control the torque output of the internal combustion engine except for a given without combustion misfire possible minimal value reduced by the air supply to the engine reduced to a minimum value and the firing angle to a predetermined Spätzündwinkel reduced becomes. Method according to one of the preceding claims, characterized characterized in that Speed limitation control the torque output of the internal combustion engine reduced to a possible without misfire possible value by the fuel supply to the internal combustion engine except for one in shift operation without combustion misfires possible Value is reduced. Method according to one of the preceding claims, characterized characterized in that Speed limitation control the torque output of the internal combustion engine reduced to a possible without misfire possible value by the air supply and fuel supply to the engine respectively except for one possible in homogeneous operation without combustion misfire Value is reduced. Method according to one of the preceding claims, characterized characterized in that Reduction of fuel supply the amount of fuel over the Injectors and / or the tank vent valve reduced or Completely is interrupted. Method according to one of the preceding claims, characterized characterized in that a Idle speed controller is specified, which is a predetermined idle speed regulates, with the monitoring speed is higher as the idling target speed. Method according to one of the preceding claims, characterized characterized in that Limiting the engine speed to the monitoring speed that the Air supply influencing actuator can be completely closed. Method for controlling an internal combustion engine, in which the torque of the internal combustion engine depends on Driver's request is set, the speed of the internal combustion engine detected is and is limited to a predetermined value, in particular according to one of the preceding claims, characterized that this predetermined minimum torque, up to which the monitoring speed limiting controller can correct without interrupting the fuel supply, corrected by parameters which is the result of the mixture correction and / or the comparison of the air mass signal formed with an air mass signal from a redundant sensor become. Method according to one of the preceding claims, characterized characterized in that a Correction of the filling signal, which represents the basis of the basic injection time, via parameters from the mixture correction and / or Air mass signal from a redundant sensor takes place. Method according to one of the preceding claims, characterized characterized in that Correction from the minimum of the same direction correction quantities Mixture adaptation and the Lufmassenadaption is formed. Method according to claim 1, characterized in that that the Interruption is allowed if the predetermined minimum torque not adjustable. Method according to claim 1, characterized in that that the Interruption is allowed when comparing the air mass signal a master loader with the limits of a second loader limits. Method according to claim 1, characterized in that that the Interruption will allow if detected fault in the main load sensor were. Method according to claim 1, characterized in that that the Interruption is allowed when the driving speed is below a certain threshold. Method according to one of the preceding claims, characterized characterized in that once established condition for allowing the interruption from fueling these for the entire remaining driving cycle remains permitted. Method according to one of the preceding claims, characterized characterized in that Speed limiting controller alternatively or additionally in a second, redundant software channel the microcomputer of the control unit for the control of the internal combustion engine or in a second monitoring computer is realized. Method according to one of the preceding claims, characterized characterized in that the monitoring speed limit as a speed signal from a redundant speed sensor, z. B. the phase encoder of the camshaft, derived speed signal operates. Method according to one of the preceding claims, characterized characterized in that the monitoring limit controller only when solved Accelerator pedal is active. Method according to one of the preceding claims, characterized characterized in that Speed limitation controller direct throttle angle and ignition angle and / or the fuel supply is reduced. Device for controlling an internal combustion engine, with an electronic control unit, which determines the torque of Internal combustion engine controls dependent from the driver's request, which detects the speed of the internal combustion engine and which includes a limit controller that controls the speed of the engine limited to a predetermined speed, characterized by a monitoring speed limiting controller, when crossing the predetermined monitoring speed the Engine speed limited to this, by first about air supply and ignition interventions and / or Interventions on the fuel supply reduces the momentum and at Presence of at least one predetermined fault of the controller or one of its connected components, which is the cause of an undesirable speed increase, additionally the complete Interruption of fuel supply to at least one cylinder releases.