DE102007063054A1 - Fault logging method for use in electronic controlled internal combustion engine, involves filtering data signals from sensor through debounce logic, logging faults in fault control module, and activating alerts indicating faults - Google Patents

Abstract

The method involves sensing engine operating condition, and transmitting a data signal indicative of the engine operating conditions to an electronic control unit. The data signals are filtered from the sensor through a debounce logic, where the logic comprises a timer to measure time duration of an error in the data signal, a recovery time for deactivation of an error and a healing time for an inactive fault self deletion. Faults are logged after debounce filtering in a fault control module, and alerts indicating the faults are activated.

Description

The This application claims priority to the present application US Provisional Application Serial No. 60 / 877,928 of 29 December 2006, the contents of which are completely below Reference is included.

The The present invention relates to a method of logging faults in an electronically controlled internal combustion engine, comprising an electronic control unit with a memory.

The The present invention further includes a method of filtering of data signals through a debounce logic to filter wrong ones Error signals.

The U.S. Patent No. 6,157,671 (Young) indicates a circuit for digitally monitoring the duty cycle of a pulse width modulated signal. The circuit comprises a counter part, a digital filter and a data storage device. The counter portion may be connected to receive the pulse width modulated signal and may be operated to monitor the pulse width modulated signal for a predetermined period of time during which the count value is detected. The digital filter is connected to receive the count from the counter portion and is further connected to receive a stored count from the memory means, the digital filter being operable to provide a filtered count based on the count and the stored count Generate count. The memory device is connected to receive the filtered count value from the digital filter. Also, multiple pulse width modulated signals may be monitored by providing multiple counters, multiple memory devices, and one or more multiplexers.

The U.S. Patent No. 6,492,818 (Downs) discloses an apparatus for determining component failure conditions of a capacitive discharge ignition system for an internal combustion engine and includes a number of AC coupling circuits connected to a spark detection circuit, the combination responsive to a corresponding number of primary coil voltage signals for digital pulses generate recorded spark events from various secondary coils in the respective primary coils of the ignition system. Furthermore, a number of level shift circuits are included which output a corresponding number of level shifted preamplifier coil voltage signals to a pulse width circuit. The pulse width circuit responds to the number of level shifted primary coil voltage signals and generates a corresponding digital pulse time d corresponding to the non-zero voltage times of the various primary coil voltage signals. A voltage processing circuit is responsive to the digital signals from the spark detection circuit and the pulse width circuit to determine a spark breakdown voltage, shortened ignition coils, worn spark plugs, shortened spark plugs, spark control module errors, and external arc conditions. These errors are output via a display and / or logged in a memory.

The U.S. Patent No. 6,810,366 indicates devices and methods for filtering a signal. A first processing means receives a first control signal and a first feedback signal and transmits a first error signal in response to these signals. A second processing means receives the first error signal and transmits a second control signal in response to the first error signal, a deadband and a gain factor. A third processing means receives the second control signal and the first feedback signal and transmits an output signal in response to these signals. A fourth processing means receives the output signal and sends the first feedback signal in response to the output signal to the first processing means and the third processing means, wherein the first feedback signal is substantially equal to the output signal which has been delayed by a first predetermined period of time.

The present invention relates to a method of logging faults in an electronically controlled internal combustion engine having an electronic control unit with a memory. The electronic control unit may include an engine control module that electronically communicates with at least one sensor to provide data signals including vehicle operating conditions, and a drive controller that electronically communicates with the engine control module. The engine control module and the drive controller may include error code memory management means for logging errors. The method comprises the following steps:
Detecting engine operating conditions and sending a data signal indicative of engine operating conditions to the electronic control unit;
Filtering the data signals from the sensor by debounce logic, the logic including a timer for measuring the duration of an error in the data signal, a recovery time for deactivating an error, and an inactive error cancellation cancellation time, and
Log errors after a debounce filtering in an error control module and enabling warnings to display the errors.

The monitoring units for the errors of the engine control module are once per Second updated, and the drive controller comprises monitoring units, which are evaluated up to ten times a second. When an error is logged the engine may be the engine torque and / or the engine speed to reduce.

1 is a schematic representation of an internal combustion engine, an electronic control and various other systems.

2 Fig. 12 is a schematic diagram of an electronic control device showing part of the internal configuration.

3 is a schematic representation of the in 2 shown error code memory module.

4 is a software flowchart of a method according to the present invention.

Throughout the drawings, like reference numerals are used to indicate corresponding structures. The schematic representation of 1 shows a compression ignition engine system 10 comprising various devices of the present invention. The motor 12 can be used in many different applications such as in a truck, a construction vehicle, a ship, a stationary generator, a pumping station, etc. The motor 12 generally includes a plurality of cylinders 14 which are arranged under a corresponding cover.

In a preferred embodiment, the engine is 12 a multi-cylinder compression ignition internal combustion engine such as a 3, 4, 6, 8, 12, 16 or 24 cylinder diesel engine. The motor 12 however, it can work with any other number of cylinders 14 which have a corresponding displacement and compression ratio to meet the design requirements of a particular application. Furthermore, the present invention is not limited to any particular type of engine or fuel. The present invention may be implemented in conjunction with any engine (eg, a gasoline engine, a Rankin engine, a Miller engine, etc.) that uses a corresponding fuel to meet the design requirements of a particular application.

A control device 16 preferably comprises a programmable microprocessor 18 using different computer-readable storage media 20 via at least one data and control bus 22 communicates (with the same is coupled). The computer-readable storage media 20 can use various facilities such as a ROM 24 , a ram 26 and a non-volatile RAM (NVRAM) 28 include.

The different types of computer-readable storage media 20 generally provide for short term and long term storage of data (such as at least one look-up table, at least one operation control routine, and at least one mathematical model for exhaust gas recirculation control, etc.) provided by the controller 16 used to the engine 10 to control. The computer-readable storage media 20 can be implemented by various known physical devices which store data on instructions issued by the microprocessor 18 can be executed. Such devices may be a PROM, an EPROM, an EEPROM, a flash memory, and the like, as well as various magnetic, optical, and combined media capable of storing data in the short term and long term.

The computer-readable storage media 20 may include data for program instructions (eg, software), calibrations, routines, steps, methods, blocks, operations, operating variables, and the like, used in conjunction with associated hardware to identify the various systems and subsystems of the engine and the vehicle to control. The computer-readable storage media 20 generally store commands issued by the controller 16 can be performed to the internal combustion engine 10 to control. The program instructions may be the control device 16 instruct to control the various systems and subsystems of the vehicle in which the engine 12 is implemented, with the commands through the microprocessor 20 or optionally by different logic units 28 can be executed. The input terminals 30 can receive signals from various engine and vehicle systems such as sensors and switches 32 received, and the controller 16 can receive signals (eg the signals ACT and ADJ) at the output terminals 34 produce. The output signals are generally given (sent) to the various vehicle components.

A data, diagnostic and programming interface 36 can optionally with the control device via a bus and a plug 38 be connected to exchange various information. the interface 36 Can be used to store values in the computer-readable storage media 20 such as configuration settings, calibration variables, and the like.

In accordance with the present invention, (programmable, predetermined, modifiable, etc.) constants, limits, calibration instruction sets, calibration values (for thresholds, levels, intervals, values, quantities, durations, etc.) and / or ranges of values may be provided by different persons (e.g., users , Operators, owners, drivers, etc.) via a programmer, such as the device 36 that have a plug 38 with the control device 16 is selected.

The selectable or programmable constants and limits can not only be controlled by a software, but also by a hardware circuit with various switches, rotary switches etc. are given. Alternatively, the selectable or programmable values and value ranges also using a combination of software and hardware, without, therefore, the scope of the invention is abandoned. The least A selectable value or value range can be determined by a device and a corresponding method can be determined and / or modified, to meet the design requirements of a particular application. Suitable types and numbers of sensors, displays, Actuators etc. are implemented to the design requirements to fulfill a specific application.

In at least one operating mode, the control device 16 Receive signals from various sensors and switches in the vehicle and run hardware and software embedded control logic to the engine 12 , various engine and vehicle systems 32 and the like. In one example, the controller is 16 as at least one implementation of a DDEC controller provided by Detroit Diesel Corporation, Detroit, Michigan. Various features of the DDEC controller are described in detail in various U.S. patents to the Detroit Diesel Corporation. The present invention may be implemented in conjunction with any controller to meet the design requirements of a particular application.

The control logic may be implemented in hardware, firmware, software, or combinations thereof. Furthermore, the control logic by the control device 16 and additionally by various systems and subsystems of the vehicle or other installation with the controller 16 be executed. In a preferred embodiment, the control device comprises 16 the microprocessor 20 In which a number of known programming and processing techniques, algorithms, steps, blocks, processes, routines, strategies and the like may be implemented to the engine 12 and various engine and vehicle components 32 to control. Furthermore, the engine control device 16 Receive information in different ways. For example, system information of the engine 12 via a data connection, a digital input or a sensor input of the engine control device 16 be received.

2 is a schematic representation of the control device 16 of the present invention. The control device comprises an engine control module 40 and a drive control device 42 , The drive controller and the motor control module each include a memory for storing and retrieving operating software and errors. The engine control module and the drive controller may communicate with each other via the engine control network ECAN 44 communicate. It should be noted, however, that other electronic communication between the engine control module and the drive controller may be used to communicate static faults so that both controllers have a current version of the faults in the other module. The drive controller communicates with vehicle systems such as lights and displays 46 , Instruments 48 and tools 50 , The drive controller communicates with the instruments and tools via SAE data links J1939 and J1587 ( 52 and 54 ). expenditure 56 from the drive control device become the lights and displays 46 communicates, and the drive controller communicates with the diagnostic tool 36 via a UDS connection 58 , The drive control device continues to serve as an intermediary for the engine control module, so that these via a UDS connection 60 and a gateway 62 in the drive control device with the diagnostic tool 36 can communicate. The engine control module communicates via a UDS tunnel 64 with the gateway so that communication with the diagnostic tool is possible.

3 Fig. 10 is a schematic representation of the error code memory managing means in the drive control means. A similar error code memory management module may be provided in the engine control module. The error code memory manager tracks and stores errors generated by the microprocessor unit 18 (please refer 1 ) and a system monitored by the microprocessor unit are received in a memory. In 1 only one microprocessor unit is shown, it being understood by those skilled in the art that multiple microprocessor units may be present, with each microprocessor unit including another system of the vehicle or engine such as exhaust gas recirculation, engine speed, engine torque, engine cooling temperature, engine boost pressure, vehicle speed and other engine operating systems and parameters.

The error code administration administrator module 65 is about an interface 68 with the individual facilities 66 connected to evaluate conditions and to periodically capture the status of each individual error condition. The error conditions are indicated by error condition status flags and then in the internal logic of the error code module 70 processed and debounced based on a configurable set or other rules. Once the errors have been logged, they are received in the memory in an error table, which is then communicated on all communication links via the communication link 72 to the modules such as the drive control device and / or the engine control module 76 can be sent. This communication is via J1587 / J1939-SAE data connections, the ECAN or a UDS connection. Through additional interfaces back to the facilities and an LGR module, the behavior of the motor system can be changed depending on the active errors. The error code management system component may comprise any number of monitoring units, wherein the error control module of the drive control device preferably contains 200 defined monitoring units and the engine control module preferably comprises 500 monitoring units. The errors are debounced before they are sent to ensure that each error reflects current operating conditions and is not due to an erroneous detection or anomaly. The debounced errors are updated once per second via the ECAN, and the drive controller monitoring units are evaluated internally ten times per second.

The System has different capabilities for logging and handling errors and includes in particular at least one fault identification such as a monitor unit identifier with a unique error identifier, a KWP path / type, a UDS identification, a SPN (J1939 ID) / FMI, a flash code (luminaire flash code) and an error name description about a UDS tool, environmental conditions for specified facilities, exceptions, various Types of error debounce timers such as None, Ramp / Rest or integrating, debounce timer for the debounce time (Error activation), recovery time (error deactivation) and cancellation time (inactive error cancellation), a lighting control for each monitoring unit such as a buzzer, SEL, CEL, MIL, and motor control such as torque reduction and a motor protection.

error with low priority will not have the Communication links sent to the lights. Usually These errors are low priority in the internal Logic used but should not necessarily be for the operator of the Vehicle are displayed. Preferably, a lighting control handled separately on the dashboard and individually per mistake / per Lamp defined. Preferably, the system uses the following Scheme for display: Active errors SENT, inactive Error SENT results in a complete visibility for a variety of mistakes. Active bugs NOT SENT, Inactive error SENT results in a failure of the lights does not light up. Active errors SENT, inactive Error NOT SENT results in a currently undefined error. Active errors NOT SENT, inactive errors NOT SENT results in a complete invisibility of errors, causing is specified that there are currently no errors.

The Architecture of the present invention provides a snapshot of a data set, which is about a counter for the active seconds, a counter for the inactive ones Seconds, a date / time stamp for the first appearance (1 second), an engine hour stamp for the first occurrence (1 second), a date / time stamp for the last occurrence, an engine hour stamp for the last occurrence, engine and vehicle data including the engine speed, the Engine torque, engine cooling temperature, engine boost, engine load, vehicle speed, and the number of SEO events includes. The present invention further provides communication link errors Error in the connection between the error code memory and the Motor control module, non-volatile memory error such as checksum error, motor data error on the base of warning level information from the engine control module with respect to the oil level, the oil pressure or the coolant temperature, Input / output errors such as at the analog inputs for a short circuit or interruption detection (earth and battery), at the digital outputs for one interrupted circuit, a battery short circuit, a ground fault, and logical errors such as in the particulate filter switch and the Power interruption switch on.

4 is a schematic software flowchart of a method 78 according to the present invention. In step 80 the engine operating conditions are detected and data signals are sent to the electronic control unit at engine operating conditions. It should be noted that as mentioned above, many different engine operating parameters detected and corresponding signals can be sent to the engine control unit. In step 82 Data signals are filtered by a debounce logic. The debounce logic begins in step 84 with determining whether an erroneous reading persists beyond a predetermined period of time. If this is not the case, in step 86 an error code flag is specified. If this is the case, in step 88 determines if the error persists beyond a predetermined recovery time. If not, the software loop goes to step 86 back. If so, the error will be in step 90 logged in the error code storage manager. A warning may also be issued if the error is stored in the memory.

It an aspect of the invention has been described, the description by way of example and not limitation. It Many variations and modifications can be made without, however, being bound by the appended claims is left defined scope of the invention.

QUOTES INCLUDE IN THE DESCRIPTION

This list The documents listed by the applicant have been automated generated and is solely for better information recorded by the reader. The list is not part of the German Patent or utility model application. The DPMA takes over no liability for any errors or omissions.

Cited patent literature

• US 6157671 [0004]
• - US 6492818 [0005]
• - US 6810366 [0006]

Claims (4)

Method for logging errors in one electronically controlled internal combustion engine, which is an electronic Control unit having a memory, wherein the electronic Control unit comprises an engine control module, which electronically with at least a sensor communicates to data signals including vehicle operating conditions, wherein the engine control module electronically communicates with a drive controller, and wherein the drive controller an error manager for logging the errors comprising, the method comprising the steps of: To capture of engine operating conditions and sending one of these engine operating conditions indicating data signal to the electronic control unit, Filter the data signals from the sensor by a Entprellungslogik, wherein the logic includes a timer to set the duration of an error in the data signal, a recovery time for deactivation an error and a suspension time for an inactive To measure fault self-extinction, and Log errors after debounce filtering in an error control module and activate warnings to indicate the errors. Method according to claim 1, characterized in that that the engine control module error is updated once per second become. Method according to claim 1, characterized in that in that the drive control device has monitoring units includes, with the monitoring units up to 10 times be evaluated per second. Method according to claim 1, characterized in that that logging causes the errors to occur Motor reduces the engine torque or engine speed.