Classifications

• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
  • F02N11/00—Starting of engines by means of electric motors
  • F02N11/08—Circuits or control means specially adapted for starting of engines
• • 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
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
  • F02N11/00—Starting of engines by means of electric motors
  • F02N11/10—Safety devices
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
  • F02N11/00—Starting of engines by means of electric motors
  • F02N11/10—Safety devices
  • F02N11/101—Safety devices for preventing engine starter actuation or engagement
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
  • F02N11/00—Starting of engines by means of electric motors
  • F02N11/10—Safety devices
  • F02N11/108—Safety devices for diagnosis of the starter or its components
• • 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
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
  • F02N11/00—Starting of engines by means of electric motors
  • F02N11/08—Circuits or control means specially adapted for starting of engines
  • F02N11/087—Details of the switching means in starting circuits, e.g. relays or electronic switches
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
  • F02N11/00—Starting of engines by means of electric motors
  • F02N11/08—Circuits or control means specially adapted for starting of engines
  • F02N11/087—Details of the switching means in starting circuits, e.g. relays or electronic switches
  • F02N2011/0874—Details of the switching means in starting circuits, e.g. relays or electronic switches characterised by said switch being an electronic switch
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
  • F02N2300/00—Control related aspects of engine starting
  • F02N2300/30—Control related aspects of engine starting characterised by the use of digital means

Definitions

• the present invention relates to an engine control unit for driving a circuit, in particular a starter in a vehicle.
• Engine control units are used in automotive technology and serve there to control engine components, such as a starter of the engine or a fuel pump.
• Inputs and outputs can be connected to the engine control unit corresponding engine components for their control.
• the battery voltage is applied via a first input of the engine control unit
• a signal can be provided via a second input, for example an ignition signal which then actuates corresponding switches within the engine control unit so that the starter or the fuel pump can ultimately be energized and Engine is then started by switching on the starter and the fuel pump.
• the switches are usually either one-sided connected to the positive pole of the battery voltage and switch to a corresponding signal of the microcontroller, a starter relay, etc. to ground. Such switches are known as so-called. Highside switch. However, there is also the reverse case, in which a so-called Lowside switch, the starter relay or the fuel
• a high-side switch is provided which is connected on the one hand to the battery voltage, on the other hand to a first output of the engine control unit.
• the control of the highside switch takes place via a microcontroller of the engine control unit.
• Engine control unit is further provided a low-side switch, which is connected to an output of the engine control unit, wherein the output is connected to ground, and to a second input. Between the first output and the second input of the engine control unit there is connected a relay for the starter, which only energizes the circuit of the starter when both high side and low side switches are switched on, i. are conductive. In the event of a short circuit of a single switch, the circuit of the starter is not energized, which increases the safety, as an uncontrolled starting starter or a fuel pump is undesirable.
• the defined in claim 1 engine control unit for driving a circuit, in particular a starter in a vehicle and the corresponding method according to claim 10 have the advantage that the security against unwanted switching of the circuit is increased by short circuit and at the same time the number of necessary connections is further reduced, which reduces the total costs for the same security significantly. Likewise, the probability of a wrong connection of the circuit is reduced, since only one output for the respective circuit is available.
• the first and second means comprises an input of the engine control unit and the third means an output of the engine control unit.
• At least one third switch is arranged between the first switch and an output of the engine control unit for controlling a second electric circuit, in particular for a fuel pump.
• a third switch is arranged between the first switch and an output of the engine control unit for controlling a second electric circuit, in particular for a fuel pump.
• the engine control unit comprises a device, in particular a microcontroller, for controlling at least the third switch.
• a device for controlling at least the third switch.
• the device can not only be used for the control of the third switch, but the device can also serve to monitor circuits that are connected to the engine control unit, serve.
• the engine control unit comprises at least one device for detecting errors.
• the advantage here is that both errors within the engine control unit can be detected, as well as errors in the circuits connected to the outputs of the engine control unit, such as the starter, sensors, etc.
• the means for detecting errors first detects these errors and, as far as a distinction of the various errors is not possible, checks on the basis of further tests, for example by opening and closing different circuits and / or by applying different voltages within a small time window, which errors are present in detail.
• the errors are then stored in a fault memory, so that they can then be read out, for example, by connecting an external diagnostic tool. It is also possible that the documented error is signaled on a display device for a driver of a vehicle, so that he can visit a repair shop and fix the error.
• the at least one device for detecting errors comprises at least one analog-to-digital converter.
• the advantage here is that in a simple way the respective status of the monitored switch or circuit can be tapped.
• the device can then analyze various analog levels by means of the analog-to-digital converters, for example by means of a software running on them, and detect and document the respective status of the circuit to be monitored.
• the fourth means comprises a low-side power amplifier, in particular a starter power amplifier module, for example an R2S2.
• a low-side power amplifier in particular a starter power amplifier module, for example an R2S2.
• the device for controlling at least the third switch comprises a recognition of errors of the fourth means.
• the advantage here is that costs can be reduced because both the device controls the third switch and detects errors of the fourth means. This achieves the highest possible integration of the control and monitoring components of the engine control unit.
• Fig. 1 is an engine control unit in a simplified manner for driving a
• FIG. 2 shows a motor control device for driving a circuit according to a first embodiment of the present invention in a circuit diagram.
• FIG. 3a an engine control unit for driving a in a simplified
• FIG. 1 shows, in a simplified manner, a motor control device for driving a circuit according to a first embodiment of the present invention in symbolic logic representation.
• reference numeral 1 denotes a first signal applied to a first input of the motor control device V (see Fig. 2) according to the first embodiment.
• a module 67 comprising a
• Low-side power amplifier module 6a in the form of e.g. a starter output module, in particular an R2S2-Endst.ufenbaust.eins, and a the output module 6a downstream inverter 7, provides a second signal 1 a available.
• the first signal 1 and the second signal 1 a cooperate in such a way that a virtual second switch 5 b is formed.
• the virtual second switch 5b is designed in the form of an AND gate.
• the output of this virtual second switch 5b is connected to a first switch 5a for controlling this first switch 5a.
• At the first switch 5 a is another signal 2, here in the form of the battery voltage 2, on.
• the first switch 5a is switched such that the battery voltage 2 then also contacts a line 2a which is connected to the output of the switch 5a ,
• switches 4 a, 4 b are connected to the line 2 a, which provide the battery voltage 2 for external consumers or circuits 3 a, 3 b, for example a starter or a fuel pump, via corresponding connections so that they are energized become.
• the switches 4a, 4b are also designed as logical AND gates.
• the switch 4a is further connected to a line 8a, and the switch 4b is connected to a line 8b.
• a signal for example from a microcontroller 10 (see FIG. 2), which actuates the switches 4a, 4b and controls the circuits 3a, 3b, is provided in each case via the lines 8a, 8b.
• FIG. 2 shows a motor control apparatus for driving a circuit according to the first embodiment of the present invention in a circuit diagram.
• a motor control device V according to the first embodiment is shown in a circuit diagram.
• a first input 20 of the engine control unit V is a first signal 1, when a switch 20 ', for example by turning a Zündschlüs- A vehicle is closed to start the vehicle.
• a main relay 12 is actuated, so that then in a line 2 at a first switch 5a on the input side, a battery voltage is applied.
• a microcontroller 10 receives a signal of a voltage regulator chip 1 1 connected to it via a line 40, which in turn detects that the first signal 1 is applied to the engine control unit V.
• the microcontroller 10 then switches on a module 13, 14 via a line 41, reference numeral 13 (in FIG. 1: 6a) designating an output stage component (low-side output stage, in particular starter output stage component R2S2) and denoted by reference numeral 14 (in FIG 1: 7) an inverter in the form of a transistor.
• the module 13, 14 (in Fig. 1: 67) generates an outgoing signal 1 a.
• the signals 1 and 1 a then cooperate in such a way that a virtual second switch 5b is formed, which serves to control the first switch 5a.
• the second switch 5b controls the first switch 5a in such a way that the first switch 5a is switched on only when a signal 1 is present and at the same time when the corresponding signal 1a of the module 13, 14 is applied, so that then the battery voltage in a circuit or line 2a which is connected to the output of the switch 5a is provided.
• diagnostic lines 1 1 a, 1 1 b are arranged, which are connected to corresponding inputs of the microcontroller 10.
• a diagnostic line 1 1 c is connected to the circuit 2a, which is also connected to an input of the microcontroller 10 ller.
• These diagnostic lines 1 1 a, 1 1 b, 1 1 c serve to LER of the engine control unit V and errors in the circuits connected via corresponding lines 3a, 3b to detect, distinguish and document.
• the documentation of these errors takes place, for example, in a fault memory of the microcontroller 10, which has an external connection for a diagnostic tool.
• the diagnosis of the errors takes place by means of analog-digital
• Fig. 3a is a simplified view of FIG. 2 is shown with a first switch 5a and a second switch 4a, which controls a starter relay 30 of a vehicle via a line 3a.
• a diagnostic line 1 1 a for the second switch 4a and a diagnostic line 1 1 c for the first switch 5a are connected according to the arrangement in Fig. 2 with a microcontroller (not shown here) and grab a voltage at the output of the respective switch 4a, 5a from error of the engine control unit V or the circuit for to detect the starter relay 30.
• the switch 5a In a normal operation of a vehicle, the switch 5a is turned on, that is, the battery voltage is applied to the subsequent line 4a '. However, the switch 4a, which controls a starter relay 30, is turned off, ie the battery voltage is not applied to the line 3a. Accordingly, a voltage is measured in the diagnostic line 1 1 c by means of an analog-to-digital converter, which is above a certain tolerance threshold A, since the switch 5 a is turned on. If the switch 5a were off, a voltage below the tolerance threshold A would be measured. When switched off switch 4a can not be determined based on the diagnostic line 1 1 a, to which a 5V diagnostic voltage is applied to diagnose errors, whether a short circuit K of the starter relay 30 is present.
• the switch 4a is turned on for a very short time and at least the voltage in the diagnostic line 11a is measured by means of an analog-to-digital converter in the microcontroller 10.
• An error-free operation is detected when an impedance of the connected via the diagnostic line 1 1 a circuit 3a for certain DC and AC voltages above a certain tolerance threshold B.
• a smaller voltage value or an impedance smaller than the tolerance threshold value B for the specific DC or AC voltages is determined in the diagnosis line 11a, so that then a short circuit K to ground M is determined accordingly.
• the microcontroller 10 then controls the switch 4a and the switch 5a so that they are switched on and / or off accordingly to allow an analysis or repair of the short circuit K.
• the starter relay 30 then both the switch 4a and the switch 5a can be turned off to prevent spinning of the starter relay 30.
• FIG. 3b A case of a short circuit K in the switch 4a is now shown schematically in FIG. 3b with reference to a simplified diagram according to FIG. Without a short circuit K, a voltage above the corresponding tolerance threshold value A is measured when the switch 4a is switched off and the switch 5a is switched on at the diagnostic line 11, whereas in the diagnosis line 11a only the usual voltage is measured when the switch 4a is switched off.
• the switch 4a If the engine is started, no error is initially diagnosed, since for its start both the switch 5a and the switch 4a must be turned on to confirm the starter. However, if the switch 4a is then switched off as a result of a successful starting process of the engine, so that the starter does not spin, or is the engine already in operation. was, however, in the corresponding diagnostic line 1 1 a still the same voltage as measured in the on state.
• the microcontroller 10 detects an internal fault of the engine control unit V and then optionally shuts off the switch 5 a in order to avoid further damage to the engine control unit V or the connected circuit 3 a.
• a determination and differentiation of further internal and external errors, such as a short circuit of the starter with the battery voltage, an interruption of the line 3a outside of the engine control unit V or a short circuit of the switch 5a is based on the diagnostic lines 1 1 a,
• the switch 4a and the switch 5a can be alternately turned on and off by the engine control unit to detect and discriminate the various types of errors.
• a separate line to the starter or a short to the battery is measured for example via diagnostic lines 1 1 a, 1 1 c in the off state of the switch 4a, whereas a short circuit to ground M during the on state of the switch 4a is measured.
• the impedance of the connected circuit is determined by means of the diagnostic line 1 1 a. If the impedance is above a certain tolerance threshold C, e.g. several hundred kilohms, an interruption is detected as an error. If the impedance is below a certain tolerance threshold D, for example a few kiloohms, no error is caused by the
• the tolerance threshold D is determined in accordance with typical resistance values of the connected circuit. Furthermore, certain errors must be continuously checked by the engine control unit V. For example, to prevent a connected to the engine control unit V fuel pump uncontrollably promotes fuel by a switch 4a, via which a fuel pump is connected, is bridged by a short circuit. In this case, then the switch 4a and the switch 5a are turned off within 500 ms, if a corresponding
• Error is detected. Furthermore, it is necessary after a first detection of an error to detect the error within a fixed period again, for example, to detect a short circuit K on the basis of a loose and strikethrough cable and then turn off the switch 4a and the switch 5a, to damage the Device and to avoid external circuits.

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• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• General Engineering & Computer Science (AREA)
• Combined Controls Of Internal Combustion Engines (AREA)
• Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
• Motor And Converter Starters (AREA)
• Control Of Electric Motors In General (AREA)

Applications Claiming Priority (2)

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• 2010
  • 2010-03-09 DE DE102010002678A patent/DE102010002678A1/de not_active Withdrawn
• 2011
  • 2011-02-09 US US13/583,188 patent/US9353717B2/en not_active Expired - Fee Related
  • 2011-02-09 WO PCT/EP2011/051884 patent/WO2011110397A2/de active Application Filing
  • 2011-02-09 EP EP11705184A patent/EP2545269A2/de not_active Withdrawn
  • 2011-02-09 CN CN201180012982.0A patent/CN102782305B/zh not_active Expired - Fee Related
  • 2011-02-09 KR KR1020127026220A patent/KR20130038225A/ko not_active Application Discontinuation
  • 2011-02-09 JP JP2012556428A patent/JP5506958B2/ja not_active Expired - Fee Related

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