EP1222378A1 - Dispositif et procede pour commander une unite d'entrainement - Google Patents

Dispositif et procede pour commander une unite d'entrainement

Info

Publication number
EP1222378A1
EP1222378A1 EP00956109A EP00956109A EP1222378A1 EP 1222378 A1 EP1222378 A1 EP 1222378A1 EP 00956109 A EP00956109 A EP 00956109A EP 00956109 A EP00956109 A EP 00956109A EP 1222378 A1 EP1222378 A1 EP 1222378A1
Authority
EP
European Patent Office
Prior art keywords
control
processor
processors
drive unit
functional scope
Prior art date
Legal status (The legal status 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 status listed.)
Granted
Application number
EP00956109A
Other languages
German (de)
English (en)
Other versions
EP1222378B1 (fr
Inventor
Ruediger Jautelat
Rainer Sommer
Taskin Ege
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
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 Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1222378A1 publication Critical patent/EP1222378A1/fr
Application granted granted Critical
Publication of EP1222378B1 publication Critical patent/EP1222378B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
    • F02D11/105—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the function converting demand to actuation, e.g. a map indicating relations between an accelerator pedal position and throttle valve opening or target engine torque
    • 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
    • F02D41/266—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor the computer being backed-up or assisted by another circuit, e.g. analogue
    • 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
    • F02D41/008—Controlling each cylinder individually
    • F02D41/0082—Controlling each cylinder individually per groups or banks

Definitions

  • the invention relates to a device and a method for controlling a drive unit, in particular an internal combustion engine in a vehicle.
  • DE 42 31 449 AI proposes a device for controlling the output of an engine with at least two control units, a first control unit being connected to a first group of measuring devices and a second control unit being connected to a second group of measuring devices of the same measuring device.
  • the system shown with two control units has an asymmetrical range of functions and program code and originally shows a heavily used main and a weakly used emergency running computer. To optimize computing time and memory, individual functions of the main computer are moved to the emergency running computer.
  • a computer system with two processors for regulating parameters of an internal combustion engine is proposed in DE 35 39 407 AI.
  • the two processors share the computer load in normal operation, and in the event of a fault, each of the two processors can maintain emergency operation as an emergency computer. This means that only the functions required in emergency operation are implemented on both processors. However, these functions in emergency operation have a reduced performance and compared to normal operation
  • Control of a drive unit, in particular an internal combustion engine, with a control unit is specified, the control unit containing at least two computers.
  • the range of functions of the control unit or of the control unit, which is too complex for a computer, is divided between the at least two computers in the one control unit.
  • the program memories of the two computers or arithmetic units contain the same program code, whereby both computers have an identical possible range of functions.
  • the individual functional scopes are thus advantageously less complex than the total functional scope required, which nevertheless results in the complex overall functional scope across all computers or processors.
  • the identical program code is also largely run through, although there may be individual parts which are present in both memories or computers but are asymmetrically processed only in or out of a memory.
  • the division of functions can advantageously take place on more than two computers or there can be further computers in the overall system which, however, execute a different program code, that is to say have a different scope of functions.
  • the computers can then expediently be accommodated in various control units.
  • the two computers can expediently exchange information with an identical possible range of functions, for example via a serial or parallel bus system such as CAN or other serial interfaces or a DPRAM.
  • a serial or parallel bus system such as CAN or other serial interfaces or a DPRAM.
  • Another advantage is that the symmetrical function division or the identical functional scope means that the functional scope only has to be defined, implemented, documented, tested and maintained once, but can be used for both computers or computing units.
  • the program memory which contains the program code and thus the range of functions, is advantageously simply populated twice in the control unit, as a result of which there can be no confusion.
  • Control unit program enables.
  • Further developments by changing the existing functions and / or introducing new functions compared to an asymmetrical structure are possible much more easily and quickly, since there are no interface and / or timing problems between the functions distributed to the computers. This then results in lower development costs and shorter development times.
  • FIG. 1 shows an overview block diagram of a control unit with two computing elements or computers which control at least one operating variable in the vehicle, preferably the power of a drive unit, in particular an internal combustion engine.
  • FIG. Figure 3 shows the specific implementation in
  • FIG. 1 shows an electronic control device 100 which comprises at least two computers 101 and 102, an input module 103, an output module 104 and a bus system 105.
  • additional components and / or assemblies, indicated by element 106 can be coupled to the bus system 105.
  • These additional optional elements are, for example, additional memory elements and / or an additional bus input / output interface z. B. for diagnosis or to connect the control unit 100 with other control units.
  • the input module 103 can also be combined with the output module 104 as an input / output module.
  • the computer 101 contains, inter alia, a processor 109 and a program memory 107 assigned to this processor 109.
  • the program code stored in the program memory 107 corresponds to the possible range of functions with regard to the control or regulation of the at least one operating variable as can be processed by the processor 109.
  • the first computer 101 and the second computer 102 are also constructed completely identically with a processor 110 and a program memory 108 assigned to them.
  • different computers could optionally be used as long as the possible range of functions of both computing units is identical.
  • the input module 103 is supplied with signals which represent measured operating variables of the drive unit, the drive train and / or the vehicle or from which such operating variables can be derived. In particular, these are operating variables that are used to control a
  • the signals mentioned are detected by measuring devices 111 to 113, in particular sensors, and fed to the input module 103 via input lines 114 to 116.
  • Signals are also output via the output module 104, which actuating elements or actuators actuate to set at least one operating variable of the drive unit, in particular the internal combustion engine, of the vehicle.
  • Control of the actuators 117 to 119 are output via the output lines 120 to 122.
  • the computers 101 and 102 form values in the programs implemented there for the control variables to be output, which set the control elements in the sense of a predetermined control or regulation strategy.
  • the control device 100 is preferably a control unit for controlling a drive unit, in particular an internal combustion engine, of a vehicle acts, for example in a known manner, the position of a control element which can be actuated by the driver is detected, evaluated and a setpoint value for a torque of the drive unit is determined. This is then determined taking into account setpoint values of other control systems received via input module 103, such as traction control, transmission control, etc. and internally formed setpoints (limits, etc.) a setpoint for the torque. This is then preferred
  • Exemplary embodiment of an internal combustion engine control system converts a setpoint for the position of the throttle valve, which is set in the context of a position control loop. Furthermore, depending on the configuration of the internal combustion engine, further control functions are provided, for example control of a turbocharger, exhaust gas recirculation, idle speed control, etc.
  • This large number of programs is stored in the form of a program code in the respective program memories 107 and 108 of the computers or can be loaded there.
  • the functional scope of a control unit just described, represented by the programs or the program code of the program memory, are in the general very complex. For this reason, these complex functional scopes of the control device are to be distributed symmetrically to at least two computers in the named control device.
  • the computers can exchange information, for example, via a communication system, in particular a bus system such as CAN or another serial or parallel interface or a memory element, in particular a DPRAM.
  • the program memories 107 and 108 of the two computers 101 and 102 contain the same program code.
  • the identical program code is largely run through, although there may be individual justified parts that are processed asymmetrically. For example, the required programs or sections to be processed asymmetrically in the program code are then activated or deactivated by hardware lines and signals transmitted on them. For the sake of simplicity of illustration, these line connections are represented by or integrated into the communication system 105
  • FIG. 2 The procedure just mentioned is shown in FIG. 2 with regard to an exemplary division of functions F1 to F4.
  • the control unit is again designated by 100, and the two computers by 101 and 102.
  • an internal combustion engine with associated sensors and actuators is shown.
  • This specific example shows an internal combustion engine with 12 cylinders, divided into two cylinder banks of 6 cylinders each.
  • the 12 cylinders are only listed by way of example, and each different number of cylinders in the cylinder banks 200a and 200b can also have an associated one
  • Sensor technology and other actuator technology can be provided.
  • each computer operates 6 cylinders in terms of ignition and injection in a gasoline engine.
  • the range of functions is distributed symmetrically on both computers.
  • the functional range Fl controls each a cylinder bank with associated sensors and actuators of the internal combustion engine.
  • Sensor sizes such as an air / fuel ratio, cam or crankshaft position, knock information, air mass, etc. are delivered from the internal combustion engine 200 to the computers 101 and 102, in particular their functional scope F1 (205, 206).
  • Control signals (204, 207) from the functional scope Fl in turn reach the internal combustion engine or its actuator system.
  • the oriented connections 204 to 207 represent the functionality of the transmission itself.
  • circuit parts or sensors by both processors. So the sensor, e.g. a hot film air mass meter, and one
  • the sensor signal e.g. A / D-converted air mass is, however, available for the functions in both computers.
  • an actuator e.g. a secondary air pump with the corresponding output stage in the control unit can only be operated by one computer, the associated motor function, e.g. Secondary air control including diagnostics, but runs symmetrically in both computers and also supplies sizes for other engine functions.
  • actuators such as Secondary air valve, for a first cylinder bank, can be operated by the computer for the other, second cylinder bank, although the associated engine function runs in the computer for the first cylinder bank.
  • the program code for the actuator operation for example for the position control of the throttle valve, runs symmetrically in both computers, whereby but on one cylinder bank actually the power amplifier and the actuator, i.e. the actuator is operated on the other cylinder bank, the signal from the computer is not used for control.
  • FIG. 1 For this purpose, this function F2 is activated or deactivated, for example, by signals from separate hardware lines or by unique signals or data via the communication system. This means that the tank is diagnosed when there is only one tank in the tank
  • the corresponding function F2 is present in the program memory on both computers, but it is only activated on one side.
  • the communication relationship between function F2 in computer 101 and tank system 201 is represented by connections 202 and 203.
  • Communication connection 213 or 214 are read in and processed (F3).
  • control elements, actuators 208 and 211 can also be operated via the communication connections 212 and 215 through the functional scope F4. Sizes can also be increased or from other control systems, such as traction control, transmission control, etc., via the oriented connections 212 to 215. If the sensor element 209 and the actuating element 208 are elements of the same control loop, the functional scope F3 and F4 can also be considered, for example, as a functional scope F34.
  • FIG. 3 shows a very special embodiment of a 12-cylinder engine with specific functionality.
  • the 12-cylinder engine mentioned has 4 parallel exhaust gas lines with 4 control probes 310 to 313, combined as lambda probes 300.
  • a so-called quadrolambda control would have to be provided, which due to its high complexity, besides the increased effort, also involves risks Malfunctions, in particular security risks, involve.
  • the signals supplied by the probes 310 to 313 reach the hardware preparation via the interfaces 314 to 317. This signal processing is carried out for computer 101 by elements 308 and 309 for
  • Computer 102 through elements 306 and 307.
  • the computer 102 is supplied with the probe signals US1 and US2 and the computer 101 with the probe signals US3 and US4.
  • the lambda control factors only act on 6 injectors via the injection calculation.
  • the same stereo lambda control is carried out.
  • the processed probe signals US1 and US2 included as probe signals USX and USY in the control.
  • the processed probe signals US3 and US4 in block 304b are also included as USX and USY in the same stereo lambda control.
  • FRY are transmitted to the following blocks 305a and 305b for computers 102 and 101, respectively.
  • the injection valves 301 are then controlled from the output stage blocks 320 and 321 via interface 302 and 303, respectively.
  • FIGS. 1, 2 and 3 thus show the symmetrical function distribution already mentioned, although parts may be processed asymmetrically. Nevertheless, the functionality and range of functions or program code are identical for both computers and are run independently in both computers. There is no redundancy and also no emergency running properties for encoders, power amplifiers or functionality. Such redundancy would have to be generated independently of the concept according to the invention.

Landscapes

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

Abstract

L'invention concerne un procédé et un dispositif pour commander une unité d'entraînement, en particulier le moteur à combustion interne d'un véhicule. Selon l'invention, au moins une grandeur de fonctionnement de l'unité d'entraînement est mesurée et, en fonction de cette grandeur de fonctionnement, au moins un actionneur de l'unité d'entraînement est commandé avec des grandeurs de commande, selon des volumes fonctionnels prédéterminables ou sélectionnables. A cet effet, dans un appareil de commande, au moins deux processeurs prennent en charge les volumes fonctionnels possibles, lesquels sont prédéterminés respectivement dans au moins une mémoire de programmes associées à chaque processeur. Ces volumes fonctionnels possibles des processeurs, donc les codes programmes, sont identiques dans les mémoires de programmes associées aux processeurs.
EP00956109A 1999-09-30 2000-08-02 Dispositif et procede pour commander une unite d'entrainement Expired - Lifetime EP1222378B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19947252 1999-09-30
DE19947252A DE19947252A1 (de) 1999-09-30 1999-09-30 Vorrichtung und Verfahren zur Steuerung einer Antriebseinheit
PCT/DE2000/002546 WO2001023737A1 (fr) 1999-09-30 2000-08-02 Dispositif et procede pour commander une unite d'entrainement

Publications (2)

Publication Number Publication Date
EP1222378A1 true EP1222378A1 (fr) 2002-07-17
EP1222378B1 EP1222378B1 (fr) 2005-08-17

Family

ID=7924113

Family Applications (1)

Application Number Title Priority Date Filing Date
EP00956109A Expired - Lifetime EP1222378B1 (fr) 1999-09-30 2000-08-02 Dispositif et procede pour commander une unite d'entrainement

Country Status (4)

Country Link
US (1) US6937933B1 (fr)
EP (1) EP1222378B1 (fr)
DE (2) DE19947252A1 (fr)
WO (1) WO2001023737A1 (fr)

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JP4348950B2 (ja) * 2003-01-23 2009-10-21 株式会社デンソー 電子制御装置
US8701628B2 (en) 2008-07-11 2014-04-22 Tula Technology, Inc. Internal combustion engine control for improved fuel efficiency
US8646435B2 (en) * 2008-07-11 2014-02-11 Tula Technology, Inc. System and methods for stoichiometric compression ignition engine control
US8402942B2 (en) * 2008-07-11 2013-03-26 Tula Technology, Inc. System and methods for improving efficiency in internal combustion engines
US9020735B2 (en) 2008-07-11 2015-04-28 Tula Technology, Inc. Skip fire internal combustion engine control
US8131447B2 (en) * 2008-07-11 2012-03-06 Tula Technology, Inc. Internal combustion engine control for improved fuel efficiency
US8336521B2 (en) * 2008-07-11 2012-12-25 Tula Technology, Inc. Internal combustion engine control for improved fuel efficiency
US8616181B2 (en) 2008-07-11 2013-12-31 Tula Technology, Inc. Internal combustion engine control for improved fuel efficiency
DE102008054589B3 (de) * 2008-12-12 2010-08-19 Thielert Aircraft Engines Gmbh Motorsteuerungssystem für einen Flugdieselmotor
US8511281B2 (en) 2009-07-10 2013-08-20 Tula Technology, Inc. Skip fire engine control
JP2011208921A (ja) * 2010-03-30 2011-10-20 Yamatake Corp 燃焼制御装置
WO2012075290A1 (fr) 2010-12-01 2012-06-07 Tula Technology, Inc. Commande de moteur à combustion interne à cycle d'allumage sauté
DE102011078271A1 (de) * 2011-06-29 2013-01-03 Bayerische Motoren Werke Aktiengesellschaft Steuereinheit zum Betreiben eines Kraftfahrzeugs
DE112014001892B4 (de) * 2014-01-31 2019-02-07 Mitsubishi Electric Corporation Überwachungssteuerungssystem und Steuergerät
DE102014214412A1 (de) * 2014-07-23 2016-01-28 Zf Friedrichshafen Ag Fahrzeugsteuergerät mit einem Zuordnungsmodul
JP7238395B2 (ja) * 2018-12-25 2023-03-14 トヨタ自動車株式会社 内燃機関

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Also Published As

Publication number Publication date
EP1222378B1 (fr) 2005-08-17
WO2001023737A1 (fr) 2001-04-05
US6937933B1 (en) 2005-08-30
DE50010991D1 (de) 2005-09-22
DE19947252A1 (de) 2001-05-03

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