WO1999036839A1 - Ordinateur bimodulaire pouvant etre configure par l'utilisateur et assurant la gestion du moteur - Google Patents

Ordinateur bimodulaire pouvant etre configure par l'utilisateur et assurant la gestion du moteur Download PDF

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Publication number
WO1999036839A1
WO1999036839A1 PCT/NZ1999/000004 NZ9900004W WO9936839A1 WO 1999036839 A1 WO1999036839 A1 WO 1999036839A1 NZ 9900004 W NZ9900004 W NZ 9900004W WO 9936839 A1 WO9936839 A1 WO 9936839A1
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WO
WIPO (PCT)
Prior art keywords
engine management
engine
configuration information
management computer
computer
Prior art date
Application number
PCT/NZ1999/000004
Other languages
English (en)
Inventor
Wayne Kenneth Frost
Jeffrey David Cowl
Stewart Trevor Winkle
Original Assignee
WILLIAMS, Norman, George
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 WILLIAMS, Norman, George filed Critical WILLIAMS, Norman, George
Priority to AU20787/99A priority Critical patent/AU2078799A/en
Publication of WO1999036839A1 publication Critical patent/WO1999036839A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/26—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor

Definitions

  • the present invention relates to an engine management computer.
  • it relates to an engine management computer which consists of two modules, one containing hardware specific to a type of engine and the other containing hardware generic to all types of engine which use the engine management computer.
  • Engine management computers or electronic fuel injection computers are commonly used and provide improved power, fuel efficiency and reduced engine emissions.
  • One of the disadvantages of conventional engine management computers is that is that the entire engine management computer is included in a single unit, or module, which is suited for use with one or a few types of engine.
  • the manufacture, supply and stock handling of these units must cater for a variety of different engine management computers. More efficient manufacture, supply and stock handling could be facilitated if our computers include a module or modules that are standard for all applications.
  • a further disadvantage of conventional engine management computers is that they are generaiiy suited only to wiring to a car at the manufacture stage and that they are generally only suited to interface with a narrow range of sensors. These constraints may render conventional engine management computers poorly suited to retrofitting in engines that are already assembled.
  • a yet further disadvantage of some conventional engine management computers and their accompanying tuning systems is that they are not suited for tuning or reconfiguration of their operation while the engine is running. Such systems are not adapted to sen information on the current operation configuration to an external computer to allow modification of that configuration. Rather, a new operation configuration must be sent to the engine management computer each time it is tuned or reconfigured.
  • an engine management computer that includes two modules, a base board, specifically adapted for a particular type of engine and a daughter board standard for all types of engine with which the engine management computer is used, or at least to provide the public with a useful choice.
  • an engine management computer including:
  • a base module suitable for providing control signals to the engine
  • a daughter module suitable for providing controlling signals to the base module.
  • a communication interface suitable for allowing an external computer may be provided to configure/reconfigure the engine management computer.
  • the daughter module includes a microcontroller.
  • the daughter module may include a serial communication interface for an external computer means.
  • a set of engine management computers for use with a given set of engine types, the engine management computers each including first and second modules, wherein the first modules are each suited for use with a particular engine type of the given set of engine types and all of the second modules including substantially identical hardware.
  • the second modules each include a microcontroller and may provide control signals for the engine in accordance with embedded software.
  • the engine management computer may include a serial communication interface for the external computer.
  • the embedded software includes a routine for providing control signals for fuel injection and ignition advance and also includes a starter routine.
  • an engine management computer which controls an engine according to stored configuration information
  • software which, in use, is run on an external computer
  • a communication interface associated with the engine management computer to allow communication between the engine management computer and said external computer
  • the engine management computer is arranged suitably to communicate initial configuration information to the external computer and to receive and store updated configuration information from the external computer.
  • the software is arranged suitably to allow, in use, updated configuration information to be created by modification of the initial configuration information.
  • the software is also arranged suitably to allow creation of the updated configuration information entirely by the user. In one embodiment this may be done involving a graphical user interface.
  • the software is also arranged suitably to allow creation of the updated configuration information by reference to a predefined library of configuration information.
  • the engine management system is arranged suitably to allow reconfiguration of the engine management computer during operation of the engine associated with the engine management computer.
  • the engine management computer is also arranged suitably to communicate engine monitoring information to the external computer.
  • a method for updating the configuration of an engine management computer including the steps of:
  • interfacing an external computer with the engine management computer receiving initial configuration information from the engine management computer at the external computer; sending updated configuration information from the external computer to the engine management computer to replace the initial configuration information.
  • the initial and/or updated configuration information includes a fuel injection map.
  • the initial and/or updated configuration information includes an ignition map.
  • the initial and/or updated configuration information includes information from sensors associated with the engine.
  • the initial and/or updated configuration information includes information from the engine.
  • the method includes creating the updated configuration information by modifying the initial configuration information.
  • the method includes selecting the updated configuration information from a pre-defined library of configuration information.
  • the method includes receiving engine monitoring information from the engine management computer at the external computer.
  • Figure 1 is a circuit diagram of an oscillator module included on a base board according to the present invention.
  • Figure 2 is a circuit diagram of a serial communication interface which may possibly be included on a base board according to one possible embodiment of the present invention.
  • Figure 3 is a diagram of a non-volatile memory included on a base board according to an embodiment of the present invention.
  • Figure 4 is a circuit diagram of a reset circuit included on a base board according to an embodiment of the present invention.
  • Figure 5 is a diagram of a microcontroller according to an embodiment of the present invention.
  • Figure 6 is a circuit diagram of a relay/solenoid/motor coil driver included on a base board in accordance with an embodiment of the present invention.
  • Figure 7 is a circuit diagram of the power supply for the engine management computer included on a base board in accordance with an embodiment of the present invention.
  • Figure 8 is a circuit diagram of an injector driver included on a base board in accordance with an embodiment of the present invention.
  • Figure 9 is a circuit diagram of an igniter driver included on a base board in accordance with an embodiment of the present invention.
  • Figure 10 is a circuit diagram of a switch input/passive temperature sensor interface included on a base board in accordance with an embodiment of the present invention.
  • Figure 1 1 is a circuit diagram of an open collector transistor interface included on a base board in accordance with an embodiment of the present invention.
  • Figure 12 Schematically depicts the operation of the engine management computer in accordance with the present invention.
  • Figure 13 Schematically depicts the operation of the software operated on an external computer to reconfigure the engine management computer in accordance with the present invention.
  • Appendix A Gives a schedule of possible communication protocol which may be used in a possible embodiment of the present invention.
  • Appendix B Schematically depicts in more detail operation of the engine management computer in accordance with the present invention.
  • Appendix C Schematically depicts in more detail operation of software operated on a external computer to reconfigure the engine management computer in accordance with the present invention.
  • the present invention provides an engine management computer which consists of two modules.
  • the first module consists of a base board which includes hardware specific to applications of the engine management computer to types of engines which incorporate it.
  • the base board is designed to allow the engine management computer to be substitutable for existing engine management computers, either when the engine is being assembled or after the engine has been assembled as a retro fit.
  • the second module includes hardware that is standard for all applications of the engine management computer.
  • the second module may include a microcontroller which may run software that may be suited to a particular model of engine and also a serial communication interface standard for all applications.
  • the base board may typically include a power supply for the engine management computer, and a combination of: a relay/solenoid/ motor coil driver, an injector driver, an igniter driver, a switch input/ passive temperature sensor interface, a twelve volt signal interface and an open collector transistor interface.
  • the daughter module typically includes an oscillator circuit, possibly in one embodiment a serial communication interface, a nonvolatile memory, a reset circuit, and a microcontroller.
  • the software used by the engine management computer may include embedded software to control start up, ignition advance, fuel injection, possibly communications, and diagnostic and possibly controlling/configuration software. If controlling/configuration software is provided it may have three different versions, a user version that includes facilities for parameter modification and to provide telemetry information, a workshop version which provides telemetry information, and a manufacturer version which provides a facility for setting up the sensors used in conjunction with the engine management computer.
  • the control and configuration software may typically be run on an external computer interfaced with the engine management computer.
  • a configuration tool including a computer or microprocessor may be provided to interface with the engine management computer. In a preferred embodiment, the configuration tool is hand held.
  • FIG. 1 shows an oscillator circuit 1 in accordance with a preferred embodiment of the present invention.
  • the oscillator circuit 1 is included on the daughter board.
  • the oscillator circuit includes a 32MHz 3 r d overtone crystal 2 and two 22 picofarad capacitors 3.
  • the two terminals of the crystal respectively connect two oscillator input pins of the microcontroller discussed below.
  • the capacitors 3 ensure the stability of the clock frequency. It will be clear to those skilled in the art that alternative oscillator circuits may suitably be substituted.
  • FIG 2 shows a serial communication interface 7 which may in one possible embodiment be included on the daughter board.
  • the serial communication interface typically includes a MAX232 integrated circuit 8 and a 9 pin D-type female connector 9. Also typically included are four 1 microfarad capacitors 10 to 13 to generate the + 10V and -10V levels required for the RS232 serial signals.
  • the integrated circuit 8 includes T1 IN 14 and R1 OUT 15 pins which are connected to corresponding pins of the microcontroller discussed below.
  • the D-type connector 9 is, typically, located on the base board.
  • Figure 3 shows a non-volatile memory 17 which is typically located on the daughter board.
  • the non-volatile memory typically consists of one X24C08S8 l 2 C bus serial EEPROM integrated circuit 18.
  • the EEPROM integrated circuit 18 includes pins 1 9 and 20 which are connected to corresponding pins of the microcontroller discussed below.
  • the non-volatile memory circuit includes resistors 21 and 22 connected between the upper rail 23 at a voltage denoted by VCC and pins 19 and 20 respectively to provide a pull-up for each of the I ⁇ C bus signals.
  • FIG. 4 shows a reset circuit 25, typically, included on the daughter board.
  • the reset circuit preferably, consists of a 1 kilo OHM resister 26 and a 0.1 microfarad capacitor connected between the voltage supply 23 ground, and a terminal connected between the resister 26 and capacitor 27.
  • the RC time constant of these values is 100 microseconds providing approximately 400 micro seconds delay before the terminal 28 reaches a threshold voltage of the reset pin of the microcontroller discussed below. This delay allows that when the circuit is reset, the microcontroller program execution starts after a delay long enough for any transient response of the oscillator circuit to die down.
  • FIG. 5 shows a typical microcontroller 30 included on or contributing the daughter board.
  • the microcontroller shown here is a PIC17C756-PLCC.
  • the microcontroller shown is a self-contained microprocessor and peripheral system. The following features of this microcontroller are used by the embedded software.
  • the microcontroller 30 uses the analog-digital converter to measure sensor voltages, the digital in/out to monitor switches and signals, the l 2 C interface to store information on the configuration of the desired engine management operation in non-volatile memory, and the RS232 interface to communicate with control and configuration computers, such as the configuration tool or a personal computer.
  • An analog-digital converter included in the microcontroller allows it to receive both analog and digital signals which improves flexibility of the computer. Also, the analog-digital converters being in the same unit as the processor improves reliability.
  • the base module is typically produced in a wide variety of forms, each being a mechanical replacement for existing engine management computers. These forms are typically configured individually for individual types or classes of engines.
  • the base module must be combined with a daughter module to provide an existing engine management computer system for a vehicle.
  • FIG. 6 shows a driver circuit 32 which includes two individual drivers 33 and 34. Each driver can drive an individual component connected to the terminals 35 or 36.
  • the driver circuit includes two power transistors 37 and 38, typically BC817 transistors, and two shunt diodes 39 and 40, typically BAV70 diodes. Each transistor circuit shown can drive a continuous load of up to 500 milliAmps.
  • the diodes 39 and 40 are included to dissipate any voltage spikes produced when current to any inductive load is switched off.
  • the base of each transistor is driven directly from the microcontroller via a 220 resistor.
  • the circuits are used to drive solenoids, relays and stepper motors used to manage the function of an engine.
  • the driver circuits are typically suitable for driving high or low impedance elements.
  • FIG. 7 shows a power supply 42 used to power both the base module and daughter module.
  • the power supply 42 is typically included on the base module.
  • the power supply shown consists of a D44C10 power transistor 43, the base of which is connected to a 5.6 Volt, 5 Watt zener diode and a 470hm, 2 Watt resistor 45. Also included is a 1 N4148 diode 46 and a C101 16 Volt, 470 microfarad capacitor.
  • the resistor 45 supplies the base current for the transistor 43 and biases the zener diode 44.
  • the emitter of the transistor 43 cannot rise above 5V without turning the transistor off and thereby regulation of the output voltage VCC at terminal 48 is achieved. This is because the base/ emitter junction requires approximately a 0.6 Volt forward bias.
  • the diode 46 prevents the transistor emitter voltage from rising above the collector voltage when the battery voltage drops.
  • the capacitor 47 provides a current tank to provide a very short duration of high current when required by the direct current to direct current converter circuit in the MAX232 integrated circuit 8.
  • the capacitor 47 also serves to filter noise.
  • De-coupling capacitors (not shown) of 0.1 microfarads are also, typically, placed near the various integrated circuits to assist in supplying noise suppression. It will be apparent to those skilled in the art that an alternative power supply circuit, or circuits, may suitably be substituted and that alternative noise filtering arrangements may be substituted.
  • Figure 8 shows an injector driver 50 included on the base module.
  • the injector driver typically used is a MC33293A which is a four channel, integrated MOSFET driver with fault detection.
  • the maximum output at pins 51 to 54 is 3 Amps and all outputs are internally clamped to a maximum of 65 Volts.
  • Each channel, connected to pins 51 to 54 respectively is driven directly from the microcontroller, via a 1 kilo Ohm resistor, not shown.
  • the fault output 55 is connected to an input on the microcontroller.
  • the mode selection pin 56 is connected to ground, which selects individual drive mode.
  • the fault output 55 is active under the following conditions:
  • FIG. 9 shows an igniter driver 62 which is, preferably, included on the base module and also, typically, includes two individual igniter circuits 62 and 63 having respective outputs 64 and 65 and respective inputs 66 and 67 which may be driven directly from the microcontroller 30 via 220 Ohm resistors, not shown.
  • Each individual driver circuit may drive a continuous load of up to 500 milliAmps.
  • the shunt diodes 68 and 69 are included to dissipate any voltage spikes produced when a current to any inductive load is switched off.
  • the driver circuits drive solid state ignition coil drivers which may be Bipolar, Darlington or MOSFET.
  • Figure 10 shows a switch input/passive temperature sensor interface which is, preferably, included on the base module and which receives inputs from various temperature sensors and switch inputs associated with the engine.
  • the interface 71 a typically, consists of a series of input terminals 72 respectively connected to a series of 1 kilo Ohm resistors 73, in turn, connected with the voltage supply at voltage VCC23. This arrangement provides half a resisted divider for passive temperature sensors or a pull-up for switch inputs.
  • the microcontroller 30 includes a 1 2V signal interface which includes a single shunt resistor connected to the microcontroller input and the 1 2V signal.
  • the microcontroller inputs are internally clamped to five volts, typically a 1 kilo Ohm shunt resistor is used so that the current through the resistor is 7 milli Amps when the signal is at 1 2 Volts.
  • Figure 1 1 shows an open collector transistor interface 75 which is, also preferably, included on the base module.
  • the open collector transistor interface includes a 1 kilo Ohm resistor 76 connected to the voltage supply VCC to provide a pull-up for the open collector.
  • the interface 75 has an input terminal 77. Also included is a 100 Ohm resistor and 0.1 microfarad capacitor which collectively form an RC low pass filter having a time constant of 10 micro seconds to suppress noise.
  • the engine management computer typically, is housed in a case that is arranged to act as a Faraday Cage. Also, substantial energy spike and surge protection by way of suitable transorb or varistor devices.
  • the preferred embodiment of the engine management computer includes an engine monitoring function which is conducted by the various engine sensors. Typically, the engine monitoring is done over a range of RPM of 0 to 1 5000RPM at 1 50RPM spacings. Information on the monitored engine can be sent by telemetry or other suitable means, to a user interface or an external computer. This information may be used to allow real time tuning of the engine management computer while the engine is running.
  • the microcontroller 30 runs one of two forms of embedded software, one for the modular system described above and one for a one piece system according to an alternative embodiment of the present invention.
  • the version produced for modular systems is designed for maximum flexibility, and the version for one piece systems is designed for maximum performance (up to 1 5000RPM).
  • Each system uses the same communication protocol which is OBDII compliant.
  • the software has the following sections:
  • the start up section is executed by the microcontroller immediately after the power is applied.
  • the microcontroller partially configures itself, then reads the non-volatile memory to determine if a valid sensor set up pattern exists. If there is no sensor set up, the microcontroller waits for one to be sent from a host PC. When a sensor set up message is sent, the microcontroller saves it in non-volatile memory, then restarts itself to use the new loaded sensor setup. When the sensor setup is read from non-volatile memory, the microcontroller configures itself according to the bytes read. The in/out pin types are part of the sensor setup pattern.
  • the control relay output is switched on.
  • the system waits for the ignition signal to be switched on.
  • the fuel pump output is switched on.
  • the engine cycle timer is started at this point, this measures the time taken for one engine cycle. If the engine is not yet rotating, and the timer overflows, which takes 1 .05 seconds, the fuel pump is switched off.
  • the system now awaits for a crank angle signal, which indicates that the engine is rotating.
  • the fuel pump is switched on and the engine cycle time is also started when this is detected.
  • the ignition advance is calculated in the main program loop.
  • the engine Revolutions Per Minute (RPM) is calculated and the RPM/ advance value is obtained from the non-volatile memory 17.
  • Each sensor is monitored and a corresponding adjustment made to the initial ignition advance value by reference to values stored in the non-volatile memory 1 7.
  • the result is stored in the non-volatile memory 17 as the current ignition advance value.
  • TDC Top Dead Centre
  • the current ignition advance value is subtracted from the angle between the TDC signal and the 0° firing point.
  • the resulting angle is converted to a delay time, calculated in micro seconds, based on the engine RPM.
  • This calculated delay time is then loaded into a timer which is started and the correct igniter for the current cylinder is turned on via the igniter driver circuit 62.
  • the igniter is turned off. The above sequence occurs for each cylinder in turn.
  • Fuel injection may be calculated in two different ways in the main program loop. If a standard fuel map method is selected, the engine RPM/injection time value is obtained from the non-volatile memory with reference to the calculated engine RPM value. Each sensor measurement value is used to make the corresponding adjustments to the initial injection time value and the adjustment values are stored in non-volatile memory. The result is stored as the current injection time value in the non-volatile memory 17.
  • fuel/ignition curves and fuel/ignition maps are used interchangeably and refer to any relationship between the fuel injection/ignition spark, and any other given parameter of the operating engine, such as the Revolutions Per Minute rate.
  • the fuel injection time is calculated by a fuzzy logic routine based on the outgoing emission level, the engine load and the throttle position.
  • a lambda or oxygen sensor is required for this mode of operation.
  • TDC Top Dead Centre
  • a timer is started. This timer is loaded with a preset value to time 100 micro seconds.
  • sequential injection mode which is selectable, a counter for the given cylinder is loaded with the injection time value and the corresponding injector is turned on.
  • grouped injection mode all counters for all cylinders are loaded with the time value, but are only activated once per second engine revolution, at which time, all injectors are turned on.
  • each time the counter overflows the counters are checked and any that do not register 0 are reduced by 1 .
  • the corresponding injector is turned off. This operation allows a single timer to control more than one injector to be on at any given time.
  • the communications when these are provided are performed via the RS232 port on the microcontroller. It is, typically, free running without any hand shake.
  • a 500 microsecond inter-character delay must be concluded with any data transmission into the system.
  • a 50 microsecond inter-character delay is included with any data transmitted from the system. Messages must conform to the communications protocol included in Appendix B. Telemetry and memory dump messages originating from the system which are purely used by the controlling configuration software run on a host computer are not transmitted in readable form.
  • On-Board diagnostics are provided and conform to the On-Board Diagnostics Two (OBDII) standard. Fault codes can be obtained by shorting the correct diagnostic pins and noting the flash pattern of the engine emission light in the dash board. If no emission light exists, the flash pattern can be viewed at the system where a LED is visible and flashes the same pattern.
  • the control and configuration software may be used to obtain a more detailed diagnostic report.
  • the non-volatile memory of the modular engine management is divided in three sections corresponding to operational maps for fuel and ignition advance identification information of the sensors and their configuration and the engine configuration in terms of firing order and such like.
  • the non-volatile memory of the one piece system is divided into only two sections corresponding to the operational maps and the engine configuration. Sensor configuration is fixed and the engine management computer only requires information on which sensors are connected.
  • the engine management computer may be reconfigured or tuned either when the engine is running or when it is shut down.
  • Information on the configuration or current tuning of the engine management computer is sent to the external computer used to re-tune engine management computer.
  • This information may typically include ignition or fuel curves/maps, information of the model as special features of the engine and information on the sensors or drive is included with the engine.
  • the information on engine parameters may be continually sent to the external computer by the engine management computer.
  • Tuning may consist of receiving this information, particularly ignition/fuel maps and information from the engine monitoring and on board diagnostics operations of the engine management computer, then modifying the ignition/fuel curves and these replacing the original curves with the modified curves.
  • the curves may be modified by shifting one or more data points located along the curve.
  • Reconfiguration software operated on the external computer may then create a new curve incorporating the new data points by extrapolation, interpolation, curve fitting or any other method known to those skilled in the art.
  • the tuning process will typically be iteratively repeated to achieve optimal tuning.
  • the ignition/fuel curve sent to the engine management computer may be saved on the external computer for later reference.
  • the external computer may be provided with a library of ignition/ fuel curves suitable for various engine types, engine applications or sets of sensors associated with the engine. This may be necessary where a sensor or driver associated with the engine fails necessitating the need to replace the fuel/ignition curves or operating configuration of the engine management computer for optimal operation of the engine given the failure of the component.
  • the software which is operated on the external computer is Windows 95(j
  • step 102 the setup is loaded from the memory which is, typically, an EEPROM memory.
  • step 103 the outputs are initialised at predetermined start positions.
  • steps 1 10 and 1 20 are initialised.
  • steps 1 05 measurements are taken from the various engine sensors.
  • step 106 the ignition advance and fuel injection parameters are calculated.
  • step 107 signals and inputs into the engine management computer are processed and then the process returns to step 105 forming a loop with steps 105, 106 and 107.
  • step 1 1 1 When initiated by task 101 and coincidence of a cylinder being at top dead centre task 2 1 10 moves to step 1 1 1 where a fuel injection pulse occurs. Next, step 1 1 2 is initiated and an ignition pulse occurs, before task 2 1 1 0 halts.
  • step 3 1 20 Upon initiation during task 101 and upon the engine crank being at a predetermined angle, which is determined by a dedicated sensor, task 3 1 20 moves to step 1 21 where the firing order of the cylinders is set. Next, the engine cycle time is calculated at step 1 22 and then the cylinder cycle timer is reset at step 1 23 before the task 2 1 20 is halted.
  • FIG. 3 The operation of software for the control and configuration of the engine management computer by way of an external computer is shown in Figure 1 3.
  • This software is, typically, operated on the external computer.
  • the main page 1 50 is arrived at via an introduction step 1 51 .
  • the edit engine parameters page 1 52; save file page 1 53 for saving files; open file page 1 54, for accessing files; fuel injection maps page 1 55; ignition maps page 1 56 and communications page 1 57 may be deceased.
  • a map editor page 1 58 may be accessed from either the fuel injection maps page 1 55 or ignition maps page 1 56 and a map point editor page may be accessed from the map editor page and allows that points be edited in a current map 160.
  • Help screens 1 61 may be shown from the map editor page 1 58.
  • maps may be uploaded 162 or downloaded 163 and telemetry information may be sent or received 1 64 to or from the engine management computer.
  • Files containing maps may be loaded 1 65 from the open file page 1 54 and saved 166 from the save file page 1 53.
  • the present invention facilitates the flexible supply of engine management computers for a range of different engine types.
  • the use of a module common to all engine types facilitate economical supply of engine management computers.
  • the present invention also provides an engine management computer which is conveniently reconfigured to tune the engine of a car, for example, with the use of an easily accessible external computer or configuration tool during operation of the engine.
  • Tlus can be any number from 0 to FD (253) and for a given system is set when a sensor setup message is received

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  • Engineering & Computer Science (AREA)
  • Computer Hardware Design (AREA)
  • Microelectronics & Electronic Packaging (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

D'après cette invention, un module de base envoie des signaux de commande au moteur tandis qu'un module secondaire envoie des signaux de commande au module de base. Lorsque l'on installe cet ordinateur de gestion de moteur sur un moteur, le module de base est spécifique à un moteur particulier mais se trouve connecté à un module secondaire standard. Le module de base comprend de manière standard une alimentation électrique, un actionneur de bobine de relais/d'électro-aimant/de moteur électrique, un actionneur d'injecteur, un actionneur d'allumage ainsi que des interfaces. Le module secondaire comprend quant à lui, et de manière standard, un circuit oscillant (voir la figure), une micro-unité de commande, une mémoire non volatile ainsi qu'un circuit de réinitialisation. Dans un mode de réalisation, le module secondaire peut également comprendre une interface de communication.
PCT/NZ1999/000004 1998-01-16 1999-01-15 Ordinateur bimodulaire pouvant etre configure par l'utilisateur et assurant la gestion du moteur WO1999036839A1 (fr)

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Application Number Priority Date Filing Date Title
AU20787/99A AU2078799A (en) 1998-01-16 1999-01-15 User configurable bimodular engine management computer

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NZ329603 1998-01-16
NZ32960398 1998-01-16

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WO1999036839A1 true WO1999036839A1 (fr) 1999-07-22

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WO2001061177A2 (fr) * 2000-02-18 2001-08-23 Optimum Power Technology, L.P. Appareil et procede permettant d'etalonner un systeme de gestion de moteur
US7689334B2 (en) 2006-09-28 2010-03-30 Perkins Engines Company Limited Engine diagnostic method

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US5214582C1 (en) * 1991-01-30 2001-06-26 Edge Diagnostic Systems Interactive diagnostic system for an automobile vehicle and method
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Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2001061177A2 (fr) * 2000-02-18 2001-08-23 Optimum Power Technology, L.P. Appareil et procede permettant d'etalonner un systeme de gestion de moteur
WO2001061177A3 (fr) * 2000-02-18 2001-12-20 Optimum Power Technology Lp Appareil et procede permettant d'etalonner un systeme de gestion de moteur
US6539299B2 (en) 2000-02-18 2003-03-25 Optimum Power Technology Apparatus and method for calibrating an engine management system
US7689334B2 (en) 2006-09-28 2010-03-30 Perkins Engines Company Limited Engine diagnostic method

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