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
  • 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
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
  • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
  • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
  • B60R16/023—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for transmission of signals between vehicle parts or subsystems
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
  • B60W50/02—Ensuring safety in case of control system failures, e.g. by diagnosing, circumventing or fixing failures
  • B60W50/023—Avoiding failures by using redundant parts
• • 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
  • F02D41/20—Output circuits, e.g. for controlling currents in command coils
• • 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
  • F02D41/22—Safety or indicating devices for abnormal conditions
  • F02D41/221—Safety or indicating devices for abnormal conditions relating to the failure of actuators or electrically driven elements
• • H—ELECTRICITY
  • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
  • H02H—EMERGENCY PROTECTIVE CIRCUIT ARRANGEMENTS
  • H02H3/00—Emergency protective circuit arrangements for automatic disconnection directly responsive to an undesired change from normal electric working condition with or without subsequent reconnection ; integrated protection
  • H02H3/20—Emergency protective circuit arrangements for automatic disconnection directly responsive to an undesired change from normal electric working condition with or without subsequent reconnection ; integrated protection responsive to excess voltage
  • H02H3/202—Emergency protective circuit arrangements for automatic disconnection directly responsive to an undesired change from normal electric working condition with or without subsequent reconnection ; integrated protection responsive to excess voltage for dc systems
• • 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
  • F02D41/20—Output circuits, e.g. for controlling currents in command coils
  • F02D2041/202—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit
  • F02D2041/2048—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit said control involving a limitation, e.g. applying current or voltage limits
• • 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
  • F02D41/20—Output circuits, e.g. for controlling currents in command coils
  • F02D2041/202—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit
  • F02D2041/2051—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit using voltage control
• • 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
  • F02D41/20—Output circuits, e.g. for controlling currents in command coils
  • F02D2041/2086—Output circuits, e.g. for controlling currents in command coils with means for detecting circuit failures
  • F02D2041/2089—Output circuits, e.g. for controlling currents in command coils with means for detecting circuit failures detecting open circuits
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D2200/00—Input parameters for engine control
  • F02D2200/50—Input parameters for engine control said parameters being related to the vehicle or its components
  • F02D2200/503—Battery correction, i.e. corrections as a function of the state of the battery, its output or its type
• • 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
  • F02D41/28—Interface circuits

Definitions

• the present invention relates to an electronic control device and a method for controlling the operation of motor vehicle components, in particular an internal combustion engine or a transmission of a motor vehicle.
• control unit Such control devices and control methods are known per se and are implemented here by an electronic unit, usually referred to as a “control unit”, in which various control and / or monitoring functions for electronic or electrical components are combined.
• microcontroller designates z.
• An electronic program-controlled control device which typically has a CPU, a RAM, a ROM and I / O ports like a PC, but, unlike a PC, is designed for a very special application.
• a microcontroller can also be implemented by a hard-wired or application-specific configurable electronic component (e.g. ASIC, FPGA etc.).
• the components to be controlled by the control device can be, in addition to components that can be directly assigned to an internal combustion engine, such as a fuel pump, a Dros— selflap valve, a fuel ejector or a lambda probe are also other components of the vehicle.
• sensor signals or measured variables required for control are input to the control device, eg. These relate to the crankshaft speed and position, the engine temperature, the intake air temperature and quantity, the accelerator pedal position, etc.
• This list of the components to be controlled or sensed is by no means exhaustive and only serves to illustrate the multitude of conceivable functions of a control device.
• a microcontroller or its 1 / O ports are usually not suitable for direct control of the vehicle components of interest here, these components are usually controlled by assigned output stages, which for this purpose receive corresponding control signals from the microcontroller on the input side and those on the output side Provide the voltages or currents required to activate and deactivate the components, for example the charge and discharge current of a piezo-actuated fuel injector.
• the output stages are usually also supplied with a digital, so-called release signal, by means of which, depending on the release signal state, a “disable” or an “enable” activation is signaled.
• release signal a digital, so-called release signal
• such a release control device is part of a so-called monitoring unit, which monitors the correct operation of the microcontroller in order to take suitable measures in the event of a fault, for example resetting the microcontroller (reset) and / or using the release control device to set one or more of the release signals mentioned to the release signal state with which each assigned output stage is blocked or switched off.
• Such a monitoring unit can be integrated in the microcontroller or arranged separately from it.
• the function of such a monitoring unit is based, for example, on the fact that it assigns tasks to the microcontroller from time to time and uses the results returned by the microcontroller to determine whether the microcontroller is operating correctly or not.
• monitoring unit exceeds a certain complexity, it makes economic sense in practice to implement this unit (as well as the microcontroller) in a different technology from the output stages, which are usually power output stages, namely expediently in a low voltage -Technology.
• Release signals are provided for the relevant output stages (switch-off paths), can be designed multiple (redundant) for reasons of increased security. Furthermore, the ability to switch off output stages can be checked by means of the digital enable signals on the basis of a self-test in the inactive system state.
• connection pins of a control device are exposed to voltages in the target environment, which are usually outside the operating voltage range specified for the logic circuits of the microcontroller and possibly the monitoring unit and can therefore in principle lead to malfunction or even destruction of these circuits.
• the monitoring unit mentioned also takes on the task of overvoltage detection, the situation may arise that the monitored voltage itself exceeds the permissible operating voltage range of the monitoring unit, so that it is no longer possible to ensure that the output stages are set to the desired predetermined fault condition.
• an enable signal is not converted to the disable state causing the associated output stage to be blocked, because the overvoltage ensures the proper functioning of the Monitoring unit or its release control device itself affected.
• a “divided overvoltage monitoring” is used, namely with a first voltage monitoring device working in a first operating voltage range and with a second voltage monitoring device working in a second operating voltage range going beyond that.
• This configuration allows one or more power amplifiers to be Failure of an overvoltage can be reliably put into the fault condition.
• the operating voltage or voltages to be monitored by the control device are any voltages which are normally within the first permissible operating voltage range.
• At least one supply voltage of a monitoring unit of the type mentioned at the outset is preferably monitored.
• a control device component different from the monitoring unit in particular a microcontroller chip or a chip produced in a microelectronic technology comparable in terms of the operating voltages.
• the first voltage monitoring device can, for. B. implemented in low-voltage technology (eg 3.3V and / or 5V). In practice, this results in the advantage that the exceeding of the predetermined first limit voltage can be determined particularly precisely because the circuit parts implemented in such a technology are usually only exposed to minor disturbances.
• low-voltage technology eg 3.3V and / or 5V.
• the first voltage monitoring device is integrated in a monitoring unit of the type mentioned at the outset, that is to say in particular is formed together with the other circuit parts of the monitoring unit in a common integrated circuit which can also include the microcontroller.
• the second voltage monitoring device If the monitored operating voltage exceeds the first limit voltage to a certain extent, in particular exceeds the operating voltage range specified for the first voltage monitoring device, this is reliably detected by the second voltage monitoring device with a suitably selected second limit voltage.
• the second limit voltage is preferably selected to be slightly greater than the first limit voltage, e.g. B. less than 10% larger.
• an allowable operating voltage range up to 7V can be provided.
• the first voltage monitoring device can then be used as a precisely defined first limit voltage, e.g. B. provide a voltage of 5.3V.
• the second limit voltage is then to be selected in the range between 5.3V and 7V, for example at 5.6V. B. may have a permissible operating voltage range up to 36V.
• the microcontroller and / or the monitoring unit and, on the other hand, the output stage are preferably designed as separate respective integrated circuits, and more preferably the second voltage monitoring device is designed in such a way that its operating voltage range includes the maximum operating voltage range of the output stage to be expected in the application in question.
• the predetermined error state of the final stage can, for. B. consist of the power amplifier being switched off completely.
• a release signal in the disable signal state is output to the relevant output stage or output stages in order to block activation of the controlled components (at least as long as the overvoltage is present and / or at least for a predetermined period of time).
• a release control device of the type mentioned above is preferably integrated in the monitoring unit (watchdog) in a microelectronic manner, eg. B. in an ASIC in a low-voltage mixing technology for analog and digital circuit blocks.
• This monitoring unit monitors the correct operation of the microcontroller and only provides the release signal in the release signal state in which the assigned end stage (s) can (can) be operated if a correct microcontroller operation is determined.
• This monitoring unit can then advantageously also take over the function of the first voltage monitoring device, it being possible to provide a precise voltage reference for this (with a precision which, for example, generally does not reach in the output stages to be switched off) could be).
• the switch-off paths which are present in the area of the monitoring unit can advantageously be used, for example by outputting a release signal which blocks the output stages.
• the switch-off threshold (first limit voltage) can be selected in the range between the maximum operating voltage and the maximum permissible voltage at the monitoring unit ("Abs. Max. Rating").
• the monitoring unit including the release control device in a common integrated circuit which is arranged separately from the microcontroller chip.
• the output stage has a higher dielectric strength than the microcontroller or those circuit parts of the control device which are required to provide the release signal, the overvoltage-related failure in the area of the microcontroller and / or the monitoring unit and / or the release control device can nevertheless be reliably detected as long as the overvoltage does not cause the output stage to fail.
• the latter can easily be ensured by dimensioning the voltage strength of the output stage (e.g. 36V), which in practice is often designed for the vehicle's electrical system voltage (e.g. 12V or 24V) plus a certain safety reserve got to.
• control device If an overvoltage is detected, this can also be reported to logic circuit parts of the control device, in particular in particular to the microcontroller and / or a voltage supply unit with reset functions which, when the control device is started up, initially resets or starts the individual device components in a defined manner.
• Fig. 1 is a schematic block diagram of a Mo ⁇ tor horrassis for controlling the operation of a ⁇ inspritzmotors a motor vehicle
• FIG. 2 is a schematic block diagram of an engine control device according to a further embodiment
• FIG. 3 is a schematic block diagram of an engine control device according to yet another embodiment.
• FIG. 1 shows essential components of an engine control unit, designated overall by 10, for a gasoline direct injection engine of a motor vehicle.
• the engine control device 10 has a microcontroller 12 in order to provide control signals (not shown) for controlling vehicle components to be controlled during operation of an internal combustion engine, in this example engine components.
• power amplifiers 14-1 and 14-2 are also shown, by way of example, to which the control signals mentioned for activating and deactivating the components to be controlled are input in order to connect the connected components (here, for example, fuel injection system and throttle valve) with suitable control voltages or —To act upon stream.
• connected components here, for example, fuel injection system and throttle valve
• a monitoring unit 16 which communicates with the microcontroller 12 via a communication connection (not shown), in particular in order to monitor its proper operation and, depending on the result of this monitoring, for. B. to set digital enable signals for the power amplifiers 14-1 and 14-2 shown accordingly.
• a first logical enable signal state “Low” (L) disables ("Disable") and a second logical enable signal state “High” (H) enables (“Enable”) the activation of the fuel injection system (via output stage 14-1) or the throttle valve (via output stage 14-2).
• the output stages 14 for activating and deactivating the components to be controlled here the fuel injection system and the throttle valve, therefore work based on the respective control signal, taking into account a release signal input to the respective output stage 14.
• These release signals are in a known manner via line connections provided for this purpose (“switch-off paths”) 18-1, 18-2 Power amplifiers 14-1, 14-2 entered.
• switch-off path 18-3 leads to a reset line running between the microcontroller 12 and a voltage supply unit 20.
• the voltage supply unit 20 supplied from the vehicle electrical system provides supply voltages of 5V for the output stages 14-1, 14-2 and the monitoring unit 16 as well as supply voltages of 3.3V and 1.5V for the microcontroller 12. After these supply voltages have been stabilized, the voltage supply unit 20 supplies a reset signal to the microcontroller 12 (input connection PORST) in order to reset its 3.3 V circuits. After this initialization of the microcontroller 12, this in turn supplies a reset signal indicating its readiness (output connection RESET_OUT) to the voltage supply unit 20, which then supplies a reset signal to the control unit components 14-1, 14-2, 16 supplied with 5V, around them reset. Then all control unit components shown work to control the operation of the internal combustion engine.
• the monitoring unit 16 monitors the correct operation of the microcontroller 12 and possibly other control device components connected to the microcontroller 12.
• the output stage 14-1 initiates fuel injection by outputting corresponding control signals to the various fuel injectors (the signal line outputs shown on the right-hand edge of FIG. 1 symbolize the activation of fuel injectors) only if this occurs via the switch-off path 18-1 of the output stage 14-1 entered enable signal is in the enable state.
• the injection timing and the Injection quantities are essentially determined by the control signal or signals output by the microcontroller 12. For the sake of simplicity of illustration, the transmission of control signals is not shown here. Furthermore, in the illustration of FIG. 1, all circuit parts of the control device 10 are omitted which are not essential for understanding the invention and can be designed in a conventional manner (for example input signals on the microcontroller for receiving various sensor signals which are in the frame the vehicle component control or engine control are required).
• the activation of the throttle valve is enabled or blocked by means of the enable signal entered via the switch-off path 18-2 of the output stage 14-2.
• a special feature of the control device 10 shown is the arrangement of two independently operating voltage monitoring devices 22, 24 for monitoring the 5 V operating voltage, which is used to supply some control device components such as the output stages 14-1, 14-2 and the monitoring unit 16 itself.
• the first voltage monitoring device is microelectronically integrated in the monitoring unit 16 (ASIC chip) and detects the case in which this operating voltage exceeds a predetermined first limit voltage of 5.5V. Even in such an overvoltage situation, the monitoring unit 16 effects the output of disable signals via the switch-off paths 18, as a result of which the output stages 14-1 and 14-2 are switched off and the 3.3V circuits of the microcontroller 12 are reset.
• the same shutdown or reset functions are also provided in the event that the monitored operating voltage drops below a certain limit value (here, for example, 4.5V).
• the switch-off of the output stages 14 provided in the present example represents an error state of the output stages in which they are to be placed, in the event of an overvoltage. In the example shown, this is done by outputting disable signals via the corresponding switch-off paths 18.
• the monitoring unit 16 and in particular its voltage monitoring device 22 is designed in a microelectronic circuit technology which has a permissible operating voltage range up to 7V. If, in the event of a fault, a voltage present on the chip containing the monitoring unit 16, in particular the operating voltage to be monitored, exceeds the maximum permissible voltage of 7 V, then the function of this monitoring unit 16 (as well as other control unit components which operate with this operating voltage are no longer guaranteed. Depending on the specific level and duration of the overvoltage, this technology-sensitive control unit components can also be destroyed.
• the SV operating voltage is also monitored by the second voltage monitoring device 24, this device operating in a technology-related manner in an operating voltage range that exceeds the first permissible one Operating voltage range of up to 7V, for example up to a maximum voltage of 36V, for which the output stages 14-1, 14-2 are also designed. If the 5 V operating voltage additionally monitored by the second voltage monitoring device 24 exceeds a value determined by a Zener voltage of 5, 6 V, the shutdown paths 18-1, 18-2, 18-3 are switched from the voltage monitoring device 24 Disable state set in order to switch off the connected output stages 14-1, 14-2 or to trigger the reset of the microcontroller 12 already explained above.
• the voltage monitor thus has a first limit voltage which can be specified very precisely by the first voltage monitor 22 and, owing to the comparatively high dielectric strength of the second voltage monitor 24, has a large working range which, in the exemplary embodiment shown, for the maximum voltages to be expected in the vicinity of the engine control unit 10 is designed.
• the second voltage monitoring device 24 is preferably designed as an integrated circuit. Of course, alternatively or additionally, voltages other than the 5V supply can be monitored.
• the shutdown transistors each including a Zener diode
• the second voltage monitoring device operates in a comparatively wide permissible operating voltage range due to the technology.
• the motor control device 10 can have further output stages for controlling further vehicle components, for which the above-described method of a particularly safe shutdown signal generation in the event of an overvoltage can also be used.
• each of the output stages 14-1, 14-2 has a relatively high dielectric strength of 36V compared to the microcontroller 12 and / or the first voltage monitoring device 22 due to the technology.
• the output stages can therefore advantageously also be reliably blocked or switched off if circuit parts of control device 10 have been impaired or destroyed by an overvoltage, which are involved in providing the release signals.
• the failsafe behavior of the overall system is therefore improved due to the two-part overvoltage monitoring, which failure of logic components such as the monitoring unit 16 or the microcontroller 12 caused by overvoltage.
• the second voltage monitoring device which is more robust due to the technology, can reliably switch off the output stages 14-1, 14-2 even after the first voltage monitoring device 22 has failed.
• control device 10 With the control device 10, a precise and nevertheless overvoltage monitoring covering a large voltage range is implemented in a cost-effective manner, which considerably improves the fail-safe behavior of the overall electrical system, which is of great importance in a motor vehicle for safety reasons.
• FIG. 1 shows, alternatively, output stages 14a-1, 14a-2 to be used for the output stages 14-1, 14-2, with which the control device for a diesel engine is implemented.
• the output stage 14a-1 again serves to control individual fuel injectors, whereas the output stage 14a-2 serves to control a fuel pump device and / or to regulate the fuel pressure in a pressure accumulator (common rail) used jointly for the diesel injectors.
• FIG. 2 shows a further embodiment of an engine control unit 10b, in which the second voltage monitoring device 24b is designed as a separate chip, which is advantageously combined in the control unit 10b together with commercially available chips, each of which forms one of the other control unit components, such as those shown Components 20b, 12b, 14b-1, 14b-2 and 16b.
• FIG 3 shows a further embodiment of a control device 10c, in which, in the manner already explained above, the second voltage monitoring device 24c consists of three parts 24c-1, 24c-2 and 24c-3 and these parts in each case in the output stage 14c-1, 14c -2 or arranged as a separate circuit 24c-3.

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• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Automation & Control Theory (AREA)
• Computer Hardware Design (AREA)
• Human Computer Interaction (AREA)
• Transportation (AREA)
• Microelectronics & Electronic Packaging (AREA)
• Combined Controls Of Internal Combustion Engines (AREA)
• Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

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• 2004
  • 2004-04-27 DE DE102004020539A patent/DE102004020539B3/de not_active Expired - Fee Related
• 2005
  • 2005-04-08 US US11/587,983 patent/US7596436B2/en not_active Expired - Fee Related
  • 2005-04-08 WO PCT/EP2005/051567 patent/WO2005106230A1/de not_active Application Discontinuation
  • 2005-04-08 EP EP05731728A patent/EP1740814A1/de not_active Withdrawn
  • 2005-04-08 JP JP2007510014A patent/JP2007534884A/ja active Pending
  • 2005-04-08 CN CNB2005800136053A patent/CN100460653C/zh not_active Expired - Fee Related

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