EP2957752B1 - Zusatzvorrichtung für das Tuning einer Brennkraftmaschine eines Fahrzeugs - Google Patents

Zusatzvorrichtung für das Tuning einer Brennkraftmaschine eines Fahrzeugs Download PDF

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Publication number
EP2957752B1
EP2957752B1 EP14173117.4A EP14173117A EP2957752B1 EP 2957752 B1 EP2957752 B1 EP 2957752B1 EP 14173117 A EP14173117 A EP 14173117A EP 2957752 B1 EP2957752 B1 EP 2957752B1
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EP
European Patent Office
Prior art keywords
microcontroller
engine control
control device
analogue
supplementary
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EP14173117.4A
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English (en)
French (fr)
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EP2957752A1 (de
Inventor
François Robillard
Frédéric Ancion
Jean-François Wauthy
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.)
Fr Team International SA
Spancircle Sprl
Original Assignee
Spancircle Scri
Fr Team International SA
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Priority to EP14173117.4A priority Critical patent/EP2957752B1/de
Publication of EP2957752A1 publication Critical patent/EP2957752A1/de
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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
    • F02D41/24—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
    • 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
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/3809—Common rail control systems
    • F02D41/3836—Controlling the fuel pressure
    • 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
    • F02D2041/281—Interface circuits between sensors and control unit
    • 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
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/023—Temperature of lubricating oil or working fluid
    • 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
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0406—Intake manifold pressure
    • 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
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0602—Fuel pressure
    • 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
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/101—Engine speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2400/00—Control systems adapted for specific engine types; Special features of engine control systems not otherwise provided for; Power supply, connectors or cabling for engine control systems
    • F02D2400/11—After-sales modification devices designed to be used to modify an engine afterwards

Definitions

  • the invention relates to a complementary device for controlling a combustion engine.
  • the document FROM 198 36 113 describes, for example, a complementary engine control device which is connected to the fuel injection valves.
  • the injection times determined by the original engine control unit can be extended, resulting in an increase in the amount of fuel injected.
  • a similar device is described in the document FROM 198 37 060 .
  • the document EP 2 143 917 presents an additional engine control device which is connected between the original engine control unit and the injection system.
  • the complementary device intercepts the signals sent by the original engine control unit and intended for the injection system and replaces them with signals which define modified amounts of fuel if the engine speed exceeds a certain threshold. More particularly, beyond a certain engine speed, the quantity of fuel defined by the additional device is reduced compared to that provided by the original control unit. The resulting effect of this intervention is that the driver experiences less dynamic behavior of his car at high engine speeds. He is thus naturally encouraged to change gears and adopt economical and therefore ecological driving.
  • Acting on the injector control signals can cause problems because the original control unit must at least temporarily be disconnected from the injectors and reconnected to replacement loads so that it does not detect an error. .
  • An objective of the present invention is to provide a complementary engine control device that is easy to use.
  • a complementary motor control device comprises a microcontroller having access to data stored in a non-volatile memory (eg a flash memory) connected to the microcontroller, an interface unit, a first analog input and a first analog output.
  • the interface unit is configured to connect the microcontroller to a computer bus, such as for example a CAN bus, and allows the microcontroller to listen and, optionally, to transmit data on the bus.
  • the first analog input is connected to the microcontroller via an analog-to-digital converter and is used to connect the additional engine control device to a first sensor (such as for example a fuel rail pressure sensor or a fuel rail pressure sensor).
  • the first analog output is connected to the microcontroller via a digital-to-analog converter and is used to connect the additional engine control device to a first analog input of the original engine control unit (abbreviated ECU, which is the acronym of the English term "engine control unit").
  • ECU original engine control unit
  • the microcontroller is designed so that it can be put into several operating modes or states. In at least one of these states, the microcontroller is configured to listen for data on the computer bus, calculate a correction for a probe signal applied to the first analog input based on a map stored in memory, and transmit to the first analog output a corrected signal, which corresponds to the probe signal applied to the first analog input but including the correction.
  • the microcontroller and the memory can be integrated on the same chip, so as to form a system chip (in English “system on a chip” or “SoC”).
  • the complementary device can be interposed in a link connecting the first probe to the original engine control unit, intercept the probe signals intended for the original engine control unit and send a signal modified (corrected).
  • the correction or modification applied by the microcontroller depends on data it has listened to on the bus (e.g. data relating to engine speed, accelerator pedal position and / or oil temperature, etc.) and mapping stored in memory.
  • the correction or modification can also depend on other parameters obtained on analog lines to which the complementary device is connected. Expressed another way, the companion device "spoofs" the information from the first probe.
  • the modification of the signals causes compensation by the ECU, which results in a different behavior of the engine.
  • the ECU compares parameters derived from sensor signals (such as the fuel rail pressure signal and / or the manifold pressure signal) with target values. These are defined by maps stored in the ECU and depend on parameters such as the position of the accelerator pedal and the engine speed. If the complementary device intercepts the signal (s) from the probes and transmits modified signals, the ECU detects a deviation from the target value and modifies the injection control signals so as to reduce this deviation. Ultimately, it is possible to obtain an increase or a reduction in engine power without having to directly modify the maps stored in the ECU and without necessarily having to intercept the signals controlling the injectors.
  • sensor signals such as the fuel rail pressure signal and / or the manifold pressure signal
  • a notable advantage of the complementary device according to the invention is that it has an interface unit which makes it possible to connect it to the computer bus of the car. It can thus listen to the data circulating on the bus and, if necessary, send data itself. It is therefore not necessary to detect all the analog lines that carry information that the additional device might need (e.g. engine speed) to determine what operating state it is supposed to go into and what signal correction. it must, if necessary, apply. The installation of the additional device, in particular its connection, is therefore greatly facilitated.
  • the complementary device comprises a double connector, having a first plug (male or female) to be connected to the connector of the ECU and a second plug (female or male) to be connected to the ECU. connector to which all the wires which are to be connected with the ECU end and which is normally plugged into the connector of the ECU or vice versa.
  • the double connector all the contacts of the first socket and the Corresponding contacts of the second socket which carry signals which do not need to be modified by the complementary device are directly connected to each other in pairs.
  • there are links between these contacts and the complementary device so that the latter can monitor the signals (without however modifying them.)
  • the other contacts are connected to the complementary device, so that the latter can intercept the signals. inputs and send corrected signals to the output.
  • the additional engine control device comprises a first electronic switch arranged on a line connecting the first analog input and the first analog output.
  • the first electronic switch is controlled by the microcontroller so that it can be opened or closed by the microcontroller depending on the operating state it is in.
  • the microcontroller can be configured, in at least one of the operating states, to bypass the first analog input and the first analog output by closing the first switch and not output a corrected signal to the first analog output. This configuration allows the direct passage of the signals from the probe to the ECU and is therefore desirable in all modes of operation in which the microcontroller does not apply any correction.
  • the complementary engine control device comprises a second analog input, connected to the microcontroller via an analog-to-digital converter, to connect the complementary engine control device to a second probe, and a second analog output, connected to the microcontroller via a digital-to-analog converter, to connect the additional engine control device to a second analog input of the original engine control unit.
  • the microcontroller is then configured to calculate a correction of a probe signal applied to the second analog input on the basis of a map stored in said memory and to emit to the second analog output a signal corresponding to the signal applied to the second. analog input with inclusion of said correction.
  • the number of analog inputs and outputs depends on the number of analog signals that the complementary device must be able to intercept and modify. This number may vary between different car models.
  • a second electronic switch can be placed on a line connecting the second analog input and the second output analog, the second electronic switch being controlled by the microcontroller and can be opened or closed by the latter depending on the operating state.
  • the complementary device can include other analog inputs and outputs, then called third, fourth, etc. analog input or output. It should be noted that the ordinal numeral adjectives used in this context serve only to distinguish between themselves different entities of the same name; in particular, they do not imply hierarchical order.
  • the interface unit comprises a first connector for connecting the complementary device to a bus interface of the original engine control unit, a second connector for connecting the complementary device to the computer bus, a first transmitter -receiver connecting the microcontroller to the first connector, a second transceiver connecting the microcontroller to the second connector, a branch directly connecting the first and the second connectors to each other, as well as an interrupt device controlled by the microcontroller, making it possible to interrupt or activate said bypass depending on the operating state in which the microcontroller is located.
  • the interrupt device makes it possible to interrupt the connection of the ECU on the computer bus (via the bypass.) All the frames coming from the ECU or from the computer bus must then pass through the microcontroller, which can therefore censor if necessary the information which is exchanged with the ECU. To this end, the microcontroller can eliminate entire frames or modify their content in passing.
  • the microcontroller can switch between its several operating states.
  • the microcontroller is configured to detect predefined events, associated with transitions between operating states, and to pass from one operating state to another in the event of detection of a predefined event.
  • the events can be the presence or absence (or even the appearance or disappearance) of certain data on the computer bus, malfunctions of the complementary device, the presence or absence of an analog signal, etc.
  • the microcontroller is preferably configured, at least in an operating state, to listen on the computer bus for data coming from at least one input device (such as for example a pedal, a button, a rocker, a wheel, lever, keyboard, touch screen, etc.), to detect in the data in from the at least one input member, a predefined data pattern corresponding to a request to switch to a configuration state, and to switch to the configuration state when the predefined data pattern is detected.
  • the microcontroller is configured, at least in the configuration state, to listen on the data bus from the at least one input device and to choose the mapping which is the basis of said correction in based on this data.
  • the microcontroller can monitor, when it sees that the vehicle is stationary, the signals from the accelerator pedal.
  • the microcontroller When it detects an agreed pattern (eg three consecutive short presses on the accelerator pedal), it goes into the configuration state, allowing the driver to choose a map and therefore a behavior of his vehicle.
  • the microcontroller is advantageously configured, at least in the configuration state, to interrupt the bypass in the interface unit to the computer bus and to send data to at least one output device (such as for example a gauge, a screen, a counter, a needle, an indicator light, an acoustic transducer, etc.)
  • at least one output device such as for example a gauge, a screen, a counter, a needle, an indicator light, an acoustic transducer, etc.
  • visual feedback to the driver can eg be provided by means of the fuel gauge.
  • the microcontroller may send a signal indicative of this to the fuel gauge. For example, this signal could cause the gauge to go to the "full” position and return to the "empty” position three times in a row.
  • the driver could then choose the desired map by pressing the accelerator pedal and the chosen map would be displayed to him by the gauge which would go to “1 ⁇ 4”, “2/4” “3/4” or full positions.
  • the microcontroller blocks the signals sent by the ECU to the at least one output member used to dialogue with the driver, in order to avoid erratic behavior of this at least one. minus one output member.
  • the microcontroller can be configured, at least in an operational state, to listen on the bus for update requests coming from a diagnostic connector (eg an OBD or OBD II connector in the passenger compartment of the car ) and to enter a programming state when such a request is detected.
  • a diagnostic connector eg an OBD or OBD II connector in the passenger compartment of the car
  • the microcontroller can be configured to load one or more maps or a new software version (from device connected to the diagnostic connector) and to store these maps or software in the memory of the complementary device.
  • the microcontroller is configured to put itself in a passive state, in which no correction is applied by the complementary device, if the microcontroller detects a motor state incompatible with the application of a correction.
  • a state incompatible with the application of a correction can eg be considered detected if the engine temperature is below a threshold value and / or if the engine speed is below a threshold value. It is thus possible to prevent active regulation of the motor by the additional device in certain circumstances. In particular, it will be possible to prevent the engine from developing too much power when it is still cold or when a maximum authorized engine speed is exceeded.
  • the additional device is linked to a vehicle identification number (VIN).
  • VIN vehicle identification number
  • the microcontroller can then check if the VIN circulating on the computer bus matches the VIN which is stored in the memory.
  • the microcontroller can be configured to go into a passive state if the VIN detected on the computer bus does not match the registered VIN. In this way, it is avoided that the additional device is installed in a car for which it was not intended.
  • the analog data can be easily interpreted on the basis of the measured voltage and the response curve of the sensor.
  • the data circulating on the PT-CAN are digital data organized in frames.
  • the complementary device 10 knows the transmission protocol as well as the encoding conventions.
  • the complementary device 10 is connected to the ECU 12 via a double connector 20, having a first plug (male or female) 22 which is connected to the connector 24 of the ECU 12 and a second plug (female or male) 24 which is connected to connector 26 in which terminate all the electric lines which are normally connected with the ECU 12 (i.e. in the absence of the complementary device 10.)
  • the connector 28 is normally plugged into the connector 24 of the ECU 12 or vice versa and the double connector 20 is interposed therein when the additional device 10 is installed.
  • all the contacts of the first socket 22 and the corresponding contacts of the second socket 26 which carry signals which are of no interest to the complementary device 10 are directly linked together in pairs. In order not to overload the drawing, only the lines which are deviated to the complementary device 10 are shown. Among the lines which are diverted to the complementary device are lines 30 of the PT-CAN as well as lines 32 and 34 going to the pressure sensors 16 and 18, respectively.
  • the ECU 12 calculates, using maps (in the form of correspondence tables) target values for parameters of combustion, which themselves are deductible from measurements made on the engine 14, in particular from the fuel rail pressure and from the intake pressure (of the combustion air).
  • the ECU 12 is programmed so as to reduce the difference between the target values and the empirical values (resulting from the measurements carried out) by acting on the engine 14, in particular on the fuel injectors, and possibly on other actuators such as eg the EGR (exhaust gas recirculization) valve, etc.
  • this control is illustrated schematically by the line 38 going from the ECU 12 to the engine 14.
  • the complementary device 10 intercepts the signal or signals from the sensors 16 and 18 on the lines 32 and 34 and retransmits modified signals.
  • the ECU 12 then notes a deviation between the target values and the empirical values, which is different from the actual deviation.
  • the ECU 12 modifies the engine control signals so as to reduce the observed deviation.
  • the additional device 10 therefore obtains an increase or a reduction in the power of the engine.
  • the correction made by the complementary device 10 to the analog signals from the sensors 16 and 18, respectively, is determined by a map stored in the memory 40 of the complementary device 10.
  • These maps associate a corrected pressure value with two input values which are available on the PT-CAN.
  • the input values are the position of the accelerator pedal 36 and the engine speed.
  • These values are made available in the form of digital data on the PT-CAN by the ECU 12.
  • the complementary device 10 comprises an interface unit 42 connected between the ECU 12 and the CAN gateway. 44, which connects the various CAN buses of the car.
  • the interface unit 42 includes the first socket 22 as the first connector to the bus interface of the ECU 12 and the second socket 26 as the second connector to the CAN bus.
  • the interface unit 42 further comprises a first transceiver 46 connecting the microcontroller 50 of the complementary device 10 to the first connector and a second transceiver 48 connecting the microcontroller 50 to the second connector.
  • a branch 52 connects directly between them the first and second connectors.
  • An interrupt device 54 controlled by the microcontroller makes it possible to interrupt or activate the bypass 52. If the bypass 52 is interrupted, there is no longer a direct link between the ECU 12 and the computer bus. All the frames exchanged by the ECU via the PT-CAN bus must then pass through the microcontroller 50, which allows the latter to eliminate entire frames or modify their content in passing. In most situations, however, lead 52 remains active.
  • the complementary device 10 is then a normal node of the PT-CAN which can listen and transmit data in the same way as the other nodes.
  • the complementary device 10 comprises a first 56 and a second 58 analog inputs, as well as a first 60 and a second 62 analog outputs.
  • the analog inputs 56, 58 are connected internally to the microcontroller 50 via an analog-to-digital converter 64.
  • the analog outputs are connected to the microcontroller 50 via a digital-to-analog converter 66.
  • the first analog input 56 and the first analog output 60 are connected. between them by a line which comprises a first electronic switch 68 controlled by the microcontroller 50.
  • the second analog input 58 and the second analog output 62 are interconnected by a line which includes a second electronic switch 70 controlled by the microcontroller 50 .
  • the figure 2 shows the different operating states of the microcontroller 50 and the most important transitions between the different states.
  • the different states are shown in the table below: Name Brief description " start-up " Status after firmware startup (“firmware.”) "Waiting” “Passive” state, in which the microcontroller monitors data on the PT-CAN and stands ready to react to an external event. "Active setting” In this state, the microcontroller is able to apply modifications to the various analog signals in order to influence the behavior of the motor. "Programming” State, in which the firmware and / or maps can be updated.
  • Configuration State in which the user can configure the operation of the complementary device.
  • fault Terminal state in the event of an unrecoverable software or hardware error
  • the microcontroller 50 enters the “start” state as soon as the additional device 10 is powered up, for example when the doors are unlocked. Unless there is an error during startup, the microcontroller 50 then goes to the “standby” state, in which it monitors the data exchanges on the PT-CAN as well as the signals from the pressure sensors 16, 18. In the “standby” state , direct communication between the ECU 12 and the other components is not interrupted by the additional device 10: the bypass 52 is kept active and the electronic switches 68, 70 are closed. From the "waiting" state, the microcontroller can place itself in different states, depending on the events it detects.
  • the microcontroller 50 When the microcontroller 50 receives, via the PT-CAN, the request to place itself in the "programming" state, resulting for example from a computer connected to the OBD connector 72 in the passenger compartment of the car, it leaves the state. "Wait” and follows up on the request. In the “programming” state, the microcontroller 50 dialogues with the computer connected via the CAN bus and can update its firmware and / or the maps stored in the memory 40 (which is preferably a flash memory). Another event triggering the transition to the programming state is the fact that an external device connected to connector 74 (e.g. USB or mini-USB type) in the housing of the complementary device requests the launch of a programming session. Once the programming session is finished, the microcontroller 50 returns to the “standby” state. "
  • the microcontroller 50 switches to the “active adjustment” or “tuning” state when it detects a) that the engine is running, b) that it has valid maps and c) that valid signals arrive from the sensors 16 and 18. Furthermore, the microcontroller 50 could ensure that certain data is available on the PT-CAN, such as for example the position of the accelerator pedal. The fact that the engine is running is detected by the data concerning the engine speed transmitted by the ECU 12 on the PT-CAN. In our example, an RPM (revolutions per minute) value exceeding 600 is considered indicative that the engine is running. However, it is possible to specify another threshold value or another criterion, eg depending on the type of car.
  • the microcontroller 50 opens the switches 68, 70 and detects the voltages applied to the analog inputs 56, 58.
  • the microcontroller 50 receives data concerning the engine speed, the position of the pedal. accelerator as well as the engine temperature via the PT-CAN.
  • the microcontroller 50 calculates the correction to be applied to each of the analog signals received.
  • Each correction results from one or more maps stored in memory 40. In the example illustrated, there are three maps. The first map gives the voltage correction indicating the intake pressure as a function of the engine speed (v m ) and the requested acceleration (the position of the accelerator pedal, noted a d ).
  • the second map gives the voltage correction indicating the pressure of the fuel rail according to the engine speed and the requested acceleration.
  • a third map defines a limitation of the first and second corrections as a function of the engine temperature (t m ) and the engine speed.
  • the maps are stored in memory in the form of correspondence tables and the calculations are carried out with interpolation (linear or higher order).
  • the microcontroller For each triplet of input data a d , v m , t m , the microcontroller therefore determines a first relative correction value of the inlet pressure p a1 as a function of a d and v m , a first relative correction value of the pressure of the fuel rail p c as a function of a d and v m , and a correction and which results as a function of v m and t m .
  • V pa and V pc are the respective input voltages.
  • the microcontroller can also be placed in the "configuration” state, in which possibilities of interaction with the user (the driver) are given. For safety reasons, access to the "configuration” state is only authorized if the motor is stopped.
  • the user initiates a configuration session by actuating an entry device into the passenger compartment in a manner agreed in advance.
  • the microcontroller monitors the data coming from this input device on the PT-CAN and then places itself in the “configuration” state as soon as it detects the agreed signal (or pattern).
  • the agreed pattern may, for example, be a defined number of short presses on the accelerator pedal 36 within a determined period of time. For the input device, all choices are allowed to the person who implements the invention, provided that the actuation of the device is reflected among the data circulating on the PT-CAN.
  • the microcontroller 50 deactivates the bypass 52, whereby the complementary device is interposed between the ECU and the PT-CAN.
  • the switches 68 and 70 are however closed.
  • the user has the possibility to select between several setting modes, e.g. between economy driving mode, performance optimized driving mode, etc.
  • the choice made by the intermediary of an entry device into the passenger compartment is saved by the microcontroller.
  • the maps corresponding to the driving mode selected are activated or marked to be used during the next passages in the state "setting active.” »The selector can be the same as the input member that the user must activate to open a configuration session. Visual feedback is given to the user via an exit device in the passenger compartment.
  • the microcontroller 50 In order to be able to control the output device, the microcontroller 50 must send it digital data via the CAN. The possibility of being able to interrupt, by the interrupt device 54, the data flow sent by the ECU 12 then becomes interesting. Indeed, if the ECU 12 remains directly connected to the PT-CAN in parallel with the complementary device 10, it is possible that the two try to communicate with the output device. This may result in wobbling or, at worst, apparently erratic behavior of the output organ. In the configuration mode, the microcontroller 50 therefore suppresses, in the frames sent by the ECU, the data which is sent to the output device which the complementary device “abuses” to give feedback to the user.
  • the selection member is again the accelerator pedal 36 and the output member is the fuel gauge 76 of the instrument cluster 78.
  • Different indications of the gauge 76 correspond to the different adjustment modes. available, e.g. as indicated in the following table: Gauge indication Adjustment mode Empty tank Setting disabled 1/4 "Economic / ecological” mode 1/2 "Sport” mode 3/4 "Sport +” mode Full tank “Extreme performance” mode
  • the modes listed in the table are, of course, only examples. In reality, there may be more or less tuning modes or other tuning modes.
  • the accelerator pedal 36 By pressing the accelerator pedal 36, the user can cycle from one selection to another, the gauge 76 indicating which mode is currently selected.
  • Exiting the "configuration" state can be triggered by several events.
  • the microcontroller 50 monitors the time elapsed since the last actuation of the input member by the user. If this time reaches a threshold value, the microcontroller saves the currently selected adjustment mode and closes the configuration session. It is also possible that the microcontroller 50 monitors the appearance of an agreed confirmation signal on the PT-CAN (eg a strong and long press on the accelerator pedal) and returns to the "standby" state. upon detection of this signal. Finally, the microcontroller also exits the "configuration” state if the engine is started. In this case, however, it changes to the state "setting active.” "
  • the microcontroller has an “error” state, to which it is returned each time it notices an unrecoverable malfunction.
  • the transitions to the "error” state exist for each of the other states in the diagram of the figure 2 . However, in order not to overload the diagram only a part of these transitions are shown.
  • the "error” state is a terminal state. A restart is required to exit (at least temporarily) from this state.
  • the microcontroller 50 is configured so as to make the complementary device 10 as “transparent” or passive as possible under the circumstances, in order to prevent its presence from having an influence on the behavior of the device. car.
  • microcontroller 50 can determine if the data it would need to use is still current. If the age of the data exceeds a certain threshold (defined in the software), the microcontroller 50 considers the data to be invalid. It can then go into the "waiting" state until updated data is available.
  • a certain threshold defined in the software

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

Claims (14)

  1. Zusatz-Motorsteuereinrichtung, umfassend einen Mikrocontroller;
    einen nichtflüchtigen Speicher, der an den Mikrocontroller angeschlossen ist, wobei der Mikrocontroller Zugriff auf Daten hat, die im Speicher gespeichert sind;
    eine Schnittstelleneinheit, die dazu ausgebildet ist, den Mikrocontroller an einen Computerbus anzuschließen, der es dem Mikrocontroller gestattet, Daten zu erfassen, die auf dem Bus vorhanden sind, und optional Daten auf dem Bus zu senden;
    einen ersten Analogeingang, der über einen Analog-Digital-Wandler mit dem Mikrocontroller verbunden ist, um die Zusatz-Motorsteuerungseinrichtung an eine erste Sonde anzuschließen;
    einen ersten Analogausgang, der über einen Digital-Analog-Wandler mit dem Mikrocontroller verbunden ist, um die Zusatz-Motorsteuerungseinrichtung an einen ersten Analogeingang einer Original-Motorsteuereinheit anzuschließen;
    wobei der Mikrocontroller mehrere Betriebszustände umfasst, wobei der Mikrocontroller dazu ausgebildet ist, in wenigstens einem der Betriebszustände Daten auf dem Bus zu erfassen, eine Korrektur eines Signals, das am ersten Analogeingang anliegt, auf der Grundlage einer Kartografie zu berechnen, die im Speicher gespeichert ist, und an den ersten Analogausgang ein Signal zu senden, das dem Signal entspricht, das am ersten Analogeingang anliegt, unter Einschluss der Korrektur;
    wobei ein erster elektronischer Schalter auf einer Leitung angeordnet ist, die den ersten Analogeingang und den ersten Analogausgang verbindet, wobei der erste elektronische Schalter vom Mikrocontroller gesteuert wird, wobei der erste Schalter vom Mikrocontroller geöffnet oder geschlossen werden kann, je nach dem Betriebszustand, in dem sich dieser befindet.
  2. Zusatz-Motorsteuereinrichtung nach Anspruch 1, wobei die Daten, die vom Mikrocontroller auf dem Bus erfasst werden, die Drehzahl des Motors, die Position des Gaspedals und die Öltemperatur umfassen.
  3. Zusatz-Motorsteuereinrichtung nach einem der Ansprüche 1 bis 2, wobei das Signal, das am ersten Analogeingang anliegt, ein Signal ist, das den Einlassdruck und/oder den Kraftstoffleitungsdruck angibt.
  4. Zusatz-Motorsteuereinrichtung nach einem der Ansprüche 1 bis 3, umfassend
    einen zweiten Analogeingang, der über einen Analog-Digital-Wandler mit dem Mikrocontroller verbunden ist, um die Zusatz-Motorsteuerungseinrichtung an eine zweite Sonde anzuschließen;
    einen zweiten Analogausgang, der über einen Digital-Analog-Wandler mit dem Mikrocontroller verbunden ist, um die Zusatz-Motorsteuerungseinrichtung an einen zweiten Analogeingang der Original-Motorsteuereinheit anzuschließen;
    wobei der Mikrocontroller dazu ausgebildet ist, eine Korrektur eines Signals, das am zweiten Analogausgang anliegt, auf der Grundlage einer Kartografie zu berechnen, die im Speicher gespeichert ist, und an den zweiten Analogausgang ein Signal zu senden, das dem Signal entspricht, das am zweiten Analogeingang anliegt, unter Einschluss der Korrektur.
  5. Zusatz-Motorsteuereinrichtung nach Anspruch 4, umfassend einen zweiten elektronischen Schalter, der auf einer Leitung angeordnet ist, die den zweiten Analogeingang und den zweiten Analogausgang verbindet, wobei der zweite elektronische Schalter vom Mikrocontroller gesteuert wird, wobei der zweite Schalter vom Mikrocontroller geöffnet oder geschlossen werden kann, je nach dem Betriebszustand, in dem sich dieser befindet.
  6. Zusatz-Motorsteuereinrichtung nach einem der Ansprüche 1 bis 5, wobei die Schnittstelleneinheit einen ersten Verbinder zum Anschluss der Zusatzeinrichtung an eine Busschnittstelle der Original-Motorsteuereinheit, einen zweiten Verbinder zum Anschluss der Zusatzeinrichtung an den Computerbus, einen ersten Sendeempfänger, der den Mikrocontroller mit dem ersten Verbinder verbindet, einen zweiten Sendeempfänger, der den Mikrocontroller mit dem zweiten Verbinder verbindet, eine Abzweigleitung, die den ersten und zweiten Verbinder direkt miteinander verbindet, sowie eine Unterbrechungseinrichtung, die vom Mikrocontroller gesteuert wird, die es gestattet, die Abzweigleitung je nach dem Betriebszustand, in dem sich der Mikrocontroller befindet, zu unterbrechen oder zu aktivieren, umfasst.
  7. Zusatz-Motorsteuereinrichtung nach einem der Ansprüche 1 bis 6, wobei der Mikrocontroller mehrere Betriebszustände aufweist, zwischen denen der Mikrocontroller umschalten kann; wobei der Mikrocontroller dazu ausgebildet ist, vorgegebene Ereignisse zu erkennen, die Wechseln zwischen Betriebszuständen zugeordnet sind, und bei Erkennung eines vorgegebenen Ereignisses von einem Betriebszustand zum anderen zu wechseln.
  8. Zusatz-Motorsteuereinrichtung nach Anspruch 7, wobei der Mikrocontroller dazu ausgebildet ist, in wenigstens einem der Betriebszustände den ersten Analogeingang und den ersten Analogausgang durch Schließen des ersten Schalters kurzzuschließen, und kein korrigiertes Signal an den ersten Analogausgang zu senden.
  9. Zusatz-Motorsteuereinrichtung nach Anspruch 7 oder 8, wobei der Mikrocontroller dazu ausgebildet ist, wenigstens in einem Betriebszustand auf dem Bus Daten von wenigstens einem Eingangselement zu erfassen, um in den Daten von dem wenigstens einen Eingangselement ein vorgegebenes Datenmotiv zu erkennen, das einer Anforderung zum Wechsel in einen Konfigurationszustand entspricht, und in den Konfigurationszustand zu wechseln, wenn das vorgegebene Datenmotiv erkannt ist.
  10. Zusatz-Motorsteuereinrichtung nach Anspruch 9, wobei der Mikrocontroller dazu ausgebildet ist, wenigstens in dem Konfigurationszustand auf dem Bus Daten von dem mindestens einen Eingangselement zu erfassen und die Kartografie auf der Grundlage der Korrektur in Abhängigkeit von diesen Daten zu wählen.
  11. Zusatz-Motorsteuereinrichtung nach Anspruch 9 oder 10, wenn abhängig von Anspruch 6, wobei der Mikrocontroller dazu ausgebildet ist, wenigstens in dem Konfigurationszustand die Abzweigleitung zu unterbrechen und Daten an wenigstens ein Ausgangselement zu senden.
  12. Zusatz-Motorsteuereinrichtung nach einem der Ansprüche 7 bis 11, wobei der Mikrocontroller dazu ausgebildet ist, in wenigstens einem Betriebszustand auf dem Bus Aktualisierungsanforderungen von einem Diagnoseverbinder zu erfassen und in einen Programmierzustand zu wechseln, wenn eine Aktualisierungsanforderung erkannt ist, und wobei der Mikrocontroller dazu ausgebildet ist, im Programmierzustand eine oder mehrere Kartografien oder eine neue Softwareversion zu laden und diese Kartografien oder diese Software im Speicher zu speichern.
  13. Zusatz-Motorsteuereinrichtung nach einem der vorhergehenden Ansprüche, wobei der Mikrocontroller dazu ausgebildet ist, sich in einen passiven Zustand zu versetzen, in dem keine Korrektur von der Zusatz-Motorsteuereinrichtung angewandt wird, wenn der Mikrocontroller einen Motorzustand erkennt, der mit der Anwendung einer Korrektur inkompatibel ist.
  14. Zusatz-Motorsteuereinrichtung nach Anspruch 13, wobei der Motorzustand, der mit der Anwendung einer Korrektur inkompatibel ist, erkannt wird, wenn die Temperatur des Motors unter einem Schwellenwert liegt und/oder wenn die Motordrehzahl unter einem Schwellenwert liegt.
EP14173117.4A 2014-06-19 2014-06-19 Zusatzvorrichtung für das Tuning einer Brennkraftmaschine eines Fahrzeugs Active EP2957752B1 (de)

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DE29804907U1 (de) 1998-03-18 1999-07-22 Zengler, Irmgard, 86609 Donauwörth Elektronisches Steuergerät zur Leistungserhöhung von Verbrennungsmotoren, die über Einspritzpumpen mit Hochdruckmagnetventil verfügen (Tuning)
DE19837060A1 (de) 1998-08-17 2000-02-24 Augustin Thalhofer Brennstoffeinspritzvorrichtung
US20080065313A1 (en) * 2006-09-05 2008-03-13 Kuo-Neng Chen Automobile fuel-saving mechanism
PL382259A1 (pl) * 2007-04-24 2008-10-27 Tomasz Marcin Pirowski Zewnętrzny moduł sterowania mocą silnika
ATE531916T1 (de) 2008-07-07 2011-11-15 Psi Luxembourg S A Steuervorrichtung zur nachrüstung eines brennstoffeinspritzsystems für einen dieselmotor
GB2488814A (en) * 2011-03-09 2012-09-12 Mobilizer Ltd Engine Performance Modification or Tuning Kit
DE102011101825A1 (de) * 2011-05-17 2012-11-22 Daimler Ag Kraftfahrzeugmotorsteuervorrichtung
DE102012001356A1 (de) * 2012-01-24 2013-07-25 Daimler Ag Brennkraftmaschinenvorrichtung eines Kraftfahrzeugs

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