EP2148978B1 - Procédé de rétrosignalisation d'états d'un composant électrique à une commande moteur d'un moteur à combustion interne - Google Patents

Procédé de rétrosignalisation d'états d'un composant électrique à une commande moteur d'un moteur à combustion interne Download PDF

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Publication number
EP2148978B1
EP2148978B1 EP08749777.2A EP08749777A EP2148978B1 EP 2148978 B1 EP2148978 B1 EP 2148978B1 EP 08749777 A EP08749777 A EP 08749777A EP 2148978 B1 EP2148978 B1 EP 2148978B1
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EP
European Patent Office
Prior art keywords
electric component
engine control
feedback
control device
time block
Prior art date
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Application number
EP08749777.2A
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German (de)
English (en)
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EP2148978A1 (fr
Inventor
Waldemar Stephan
Thomas Wienecke
Peter Rechberg
Joachim Mertens
Rainer Strauss
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Pierburg GmbH
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Pierburg GmbH
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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
    • F02D41/22—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
    • 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
    • F02D41/24—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 invention relates to a method for the feedback of states of an electrical component to an engine control unit of an internal combustion engine with a control unit of the electrical component having means for detecting errors and which is connected via a signal line to the engine control unit and receives a generated in the engine control unit PWM signal wherein the control unit pulls the signal line for feedback of data of the electrical component to the engine control unit to ground.
  • Such feedback of conditions for diagnosis are known in that the component pulls the signal line to ground if there is any error. This is detected by the engine control unit, as this serves as the master. At the same time, the engine control unit measures the voltage on the signal line, so that if the engine control unit wants to output a high level, but the line remains low due to the ground connection, this is an indication that either the component is malfunctioning or not shorted the line is. In the past, therefore, the switching of the signal line to ground by the electrical component has conventionally been used to tell the engine control unit that an error has occurred, for example US2005 / 210866 ,
  • a disadvantage of such an embodiment is that only at the occurrence of any error this is reported back to the engine control unit, without being able to actually identify the error. Furthermore, there are no feedbacks regarding the actual state of the electrical component.
  • This object is achieved by using the duration of the ground connection to identify the fault. This means that depending on the duration of a connection of the signal line with the ground this can be assigned to exactly one error, whereby the engine control unit can identify this error. For such a solution, only a minimal adaptation to the components used is necessary. This results in a flexible diagnostic functionality, in which only minimal resources in both the control unit of the electrical component and in the external engine control unit are required, since only in the engine control unit, a corresponding comparison code with respect to the length of the transmitted signal must be stored.
  • the duration of the ground connection is used in addition to the feedback of the actual value of the electrical component.
  • the feedback of an error or the actual state of the electrical component can take place by definition according to successive. Accordingly, it makes sense to have such feedback regularly with you To carry out control of the electrical component.
  • the coding of this actual value of the electrical component can, for example, be linear, so that an on-ground pull over a defined maximum period of for example one second would correspond to a 100% speed, half the time for example a 50% speed , As a result, a hitherto unknown feedback of an actual value of the electrical component to the engine control unit would be realized in a very simple manner.
  • the signal line is pulled to ground for a predefined time in order to inform the control unit, which serves as the master, that a feedback occurs.
  • the control unit which serves as the master
  • the duration of the connection of the signal line to the ground serves as. Measure of the actual state of the electrical component if no error occurs, after which the connection is released from the component again. Accordingly, it could be stored in the engine control unit that there is a direct proportionality between the time duration of the ground connection in this second time block and the actual speed.
  • the possible errors are classified and assigned to different groups, so that depending on the severity of the error extend the transmission times. Errors with similar consequences for the function of the electrical component are preferably combined into these groups.
  • an error is determined from a group of Errors of the electrical component closed and closed during a subsequent period of time on an error from a group of errors in the system, wherein the connection of the signal line to the ground is maintained until the time defined for the occurring error with the longest identifying period of time has expired.
  • a particularly favorable embodiment results when the electrical component is an electromotively operated pump, in which the group of errors leading to a reduced operation of the pump is subdivided into a time block for a first speed limit, a time block for a second speed limit, a time block for dry run detection and a time block for power limitation. These time blocks serve as the first and not so serious set of mistakes.
  • the group of faults of the electrical component in the case where the electrical component is an electromotive pump includes at least one time block for an over-current pumping fault.
  • This pump error thus forms a second group of errors, which is queried for the first group of errors due to the greater weighting.
  • This method and the further process steps ensure feedback to the engine control unit about the state of the electrical component in a simple manner.
  • By appropriate weighting of the transmitted errors it is possible to initiate any necessary measures.
  • such a feedback can take place in the entire period or periodically, as long as no change in the control signal occurs.
  • the actual engine status can be made available to the engine control unit. For this, the effort in the external control unit is extremely low.
  • the method shown in the figures for the feedback of states of an electrical component to a control unit of an internal combustion engine are using the example of a built-in vehicle electric cooling water pump explained.
  • an engine control unit is arranged, which is connected via a signal line to a control unit of the cooling water pump.
  • the control unit contains various means for detecting errors of the pump or for measuring operating conditions.
  • Such circuit means are known.
  • the speed of a pump can be determined via non-contact sensors.
  • the corresponding electrical circuits are also known, for example, for detecting overcurrent, overvoltages or the like.
  • This method now offers the possibility of exchanging as much information as possible via the signal line between the control unit of the cooling water pump and the engine control unit.
  • the control unit receives a pulse width modulated signal of the engine control unit, in which alternately the signal line has a high or a low level. The different duration of these times is used to control the speed of the pump.
  • the control unit of the cooling water pump via a corresponding circuit to pull the signal line to ground, whereby the engine control unit only receives a low signal, as long as the ground connection of the signal line is made.
  • FIG. 1 Now, a typical control 1 of the engine control unit for electric motor driven cooling water pump is shown.
  • the control unit is transmitted a PWM signal 2 via the signal line from the engine control unit. If the control unit receives such a signal, the pump is operated with the resulting speed until a possibly changed PWM signal 2 is transmitted via the signal line.
  • the control unit pulls the signal line to ground. This can be done at fixed intervals, which can be chosen very small. This period of time 3, during which the signal line is grounded, is used for the feedback of states, one of which is shown enlarged accordingly.
  • the control unit of the pump pulls the signal line to ground.
  • This ground connection is first held 100 ms to tell the engine control unit that a feedback takes place. This period of time thus forms a synchronization time block 4.
  • This is followed by an example one second long time block 5 for the actual speed.
  • These two time blocks 4 and 5 are at least partially output at each feedback to be performed and are summarized in a group 6, after which the transmission ends, if no error occurs.
  • the sole transfer of the group 6, the pump is fine.
  • This group 6 is now followed by a second group 7 for identifying a reduced operation of the pump.
  • This consists in the present embodiment of four 100 ms time blocks, the time block 8 is used to detect a first speed limit, the time block 9 for detecting a second speed limit, the time block 10 for detecting a dry run and the time block 11 for detecting a power limit of the pump ,
  • this group 12 in the present embodiment consists only of a time block 13 for detecting overflow or plausibility error 13, which is also 100 ms long.
  • errors of a group 14 are transmitted, in which system errors are processed one after the other.
  • the first time block 15 of the system error identifying an overvoltage
  • the second time block 16 the detection of dry running shutdown
  • the third time block 17 the detection of a temperature shutdown
  • fourth time block 18 the identification of a lack of supply to the relay.
  • control unit of the pump waits at least 0.5 to 1 s before another feedback takes place. This means that after the completion of the feedback, the normal connection of the signal line between the engine control unit and the control unit of the pump is restored.
  • FIG. 3 is shown for further explanation of how the program runs, if from the group 12 of the pump error an overcurrent by means of the time block 13 is detected by the control unit.
  • the connection of the signal line to the ground is maintained until the time duration for the time block 4, so the synchronization time block and the time block 5 for the actual speed and for the time block 8 for the first speed limit, the time block for the second speed limit, the dry run detection time block 10, the power limit time block 11 and finally the overcurrent time block 13.
  • the engine control unit now recognizes that after 1.6 s, the normal connection of the signal line between the engine control unit and electrical component is restored and is able to determine from a stored in the engine control unit comparison code from this that obviously there is an overcurrent error, the on-ground Pull over a period of 1.6 s corresponds.

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

Claims (10)

  1. Procédé de rétrosignalisation d'états d'un composant électriques à une commande moteur d'un moteur à combustion interne, comprenant une unité de commande du composant électrique qui comprend des moyens pour la détection de fautes et qui est reliée à la commande moteur par une ligne de signal et reçoit un signal PWM généré dans ladite commande moteur, ladite unité de commande connectant à la masse la ligne de signal pour la rétrosignalisation de données du composant électrique à la commande moteur, caractérisé en ce que la durée de la connexion à la masse est utilisée pour identifier la faute.
  2. Procédé de rétrosignalisation d'états d'un composant électriques à une commande moteur d'un moteur à combustion interne selon la revendication 1, caractérisé en ce que la durée de la connexion à la masse est également utilisée pour la rétrosignalisation de la valeur réelle du composant électrique.
  3. Procédé de rétrosignalisation d'états d'un composant électriques à une commande moteur d'un moteur à combustion interne selon une des revendications 1 ou 2, caractérisé en ce que, dans une première trame temporelle (4) de la rétrosignalisation, la ligne de signal est connectée à la masse pour une durée prédéfinie, afin de communiquer à la commande moteur, servant comme maître, qu'une rétrosignalisation est effectuée.
  4. Procédé de rétrosignalisation d'états d'un composant électriques à une commande moteur d'un moteur à combustion interne selon la revendication 3, caractérisé en ce que, dans une deuxième trame temporelle (5) variable, la durée de la connexion de la ligne de signal à la masse sert comme mesure de l'état réel du composant électrique si aucune faute survient, la connexion étant ci-après libérée par l'unité de commande du composant électrique.
  5. Procédé de rétrosignalisation d'états d'un composant électriques à une commande moteur d'un moteur à combustion interne selon l'une quelconque des revendications précédentes, caractérisé en ce que lorsqu'une erreur se produit, la connexion de la ligne de signal à la masse est maintenue jusqu'à l'écoulement d'un temps identifiant la faute.
  6. Procédé de rétrosignalisation d'états d'un composant électriques à une commande moteur d'un moteur à combustion interne selon la revendication 5, caractérisé en ce que les fautes possible sont classifiées et sont assignées à des groupes différents (6, 7, 12, 14).
  7. Procédé de rétrosignalisation d'états d'un composant électriques à une commande moteur d'un moteur à combustion interne selon la revendication 6, caractérisé en ce que lors de la libération de la ligne de signal, l'unité de commande du composant conclut, pendant une première durée suivante, à une faute dans un groupe (7) de fautes qui résultent en une fonctionnement réduit du composant électrique, conclut, pendant une durée suivante, à une faute dans un groupe (12) de fautes du composant électrique, et conclut, pendant la durée suivante, à une faute dans un groupe (14) de fautes dans le système, la connexion de la ligne de signal à la masse étant maintenue jusqu'à l'écoulement de la durée définie pour la faute ayant la durée identifiante la plus longue.
  8. Procédé de rétrosignalisation d'états d'un composant électriques à une commande moteur d'un moteur à combustion interne selon la revendication 7, caractérisé en ce que le composant électrique est une pompe électromotrice, dans laquelle le groupe (7) de fautes, qui résultent en une fonctionnement réduit, est subdivisé en une trame temporelle (8) pour une première limitation de vitesse, une trame temporelle (9) pour une deuxième limitation de vitesse, une trame temporelle (10) pour la détection de fonctionnement à sec, et une trame temporelle (11) pour la limitation de puissance.
  9. Procédé de rétrosignalisation d'états d'un composant électriques à une commande moteur d'un moteur à combustion interne selon la revendication 7, caractérisé en ce que le composant électrique est une pompe électromotrice, dans laquelle le groupe (12) de fautes du composant électrique comprend au moins une trame temporelle (13) pour une faute de pompe à cause de surintensité.
  10. Procédé de rétrosignalisation d'états d'un composant électriques à une commande moteur d'un moteur à combustion interne selon la revendication 7, caractérisé en ce que le composant électrique est une pompe électromotrice, dans laquelle le groupe (14) de fautes de système comprend au moins une trame temporelle (15) pour une surtension survenant, une trame temporelle (16) pour la coupure en fonctionnement à sec, et une trame temporelle (17) pour la coupure fonction de la température.
EP08749777.2A 2007-05-25 2008-04-28 Procédé de rétrosignalisation d'états d'un composant électrique à une commande moteur d'un moteur à combustion interne Active EP2148978B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE102007024562 2007-05-25
DE102007026601A DE102007026601B3 (de) 2007-05-25 2007-06-08 Verfahren zur Rückmeldung von Zuständen einer elektrischen Komponente an ein Motorsteuergerät einer Verbrennungskraftmaschine
PCT/EP2008/055147 WO2008145469A1 (fr) 2007-05-25 2008-04-28 Procédé de rétrosignalisation d'états d'un composant électrique à une commande moteur d'un moteur à combustion interne

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Publication Number Publication Date
EP2148978A1 EP2148978A1 (fr) 2010-02-03
EP2148978B1 true EP2148978B1 (fr) 2015-08-05

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US (1) US8392060B2 (fr)
EP (1) EP2148978B1 (fr)
JP (1) JP5361873B2 (fr)
DE (1) DE102007026601B3 (fr)
WO (1) WO2008145469A1 (fr)

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DE102014206277A1 (de) 2014-04-02 2015-10-08 BSH Hausgeräte GmbH Hausgerätevorrichtung
DE102017212630A1 (de) * 2017-07-24 2019-01-24 Bayerische Motoren Werke Aktiengesellschaft In zumindest zwei alternativen Betriebsarten betreibbares Signalkommunikationssystem für ein Kraftfahrzeug

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Publication number Priority date Publication date Assignee Title
JPH0745863B2 (ja) * 1986-06-28 1995-05-17 本田技研工業株式会社 内燃機関制御装置の故障伝達装置
JPS6432593A (en) * 1987-07-28 1989-02-02 Isuzu Motors Ltd Common processing device for analog sensor
DE4125678C2 (de) * 1991-08-02 1994-09-22 Audi Ag Übertragungseinrichtung zum Informationsaustausch mit pulsweitenmodulierten Signalen zwischen elektronischen Geräten in Fahrzeugen
JPH0898284A (ja) * 1994-07-25 1996-04-12 Nippondenso Co Ltd データ受信装置，送信装置および通信装置
JPH1127300A (ja) * 1997-07-04 1999-01-29 Hitachi Ltd 自動車制御システム
JPH11249732A (ja) * 1998-03-05 1999-09-17 Suzuki Motor Corp 制御装置の通信方法及び通信装置
DE19852351A1 (de) 1998-11-13 2000-05-18 Hella Kg Hueck & Co Diagnosesystem für eine LED-Leuchte in einem Kraftfahrzeug
US6273034B1 (en) * 2000-05-17 2001-08-14 Detroit Diesel Corporation Closed loop fan control using fan motor pressure feedback
JP4110766B2 (ja) * 2001-11-08 2008-07-02 トヨタ自動車株式会社 内燃機関の制御装置
DE10244094A1 (de) * 2002-09-23 2004-04-01 Robert Bosch Gmbh Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
JP4281420B2 (ja) * 2003-06-03 2009-06-17 トヨタ自動車株式会社 半導体リレー
JP4415779B2 (ja) * 2004-03-25 2010-02-17 株式会社デンソー 二次空気導入システム用駆動装置
DE102004024954A1 (de) 2004-05-21 2005-12-08 Robert Bosch Gmbh Sensor für eine Getriebesteuerung insbesondere eines Kraftfahrzeugs
DE102005060025A1 (de) 2005-12-15 2007-06-21 Siemens Ag Verfahren zur Informationsübermittlung mittels eingendiagnosefähiger Pulsweitenmodulation

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Publication number Publication date
DE102007026601B3 (de) 2008-12-24
US8392060B2 (en) 2013-03-05
EP2148978A1 (fr) 2010-02-03
JP2010528217A (ja) 2010-08-19
JP5361873B2 (ja) 2013-12-04
WO2008145469A1 (fr) 2008-12-04
US20100174441A1 (en) 2010-07-08

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