EP2961973A1 - Procédé et système de commande d'un moteur à combustion interne comprenant au moins deux unités de commande - Google Patents

Procédé et système de commande d'un moteur à combustion interne comprenant au moins deux unités de commande

Info

Publication number
EP2961973A1
EP2961973A1 EP14701921.0A EP14701921A EP2961973A1 EP 2961973 A1 EP2961973 A1 EP 2961973A1 EP 14701921 A EP14701921 A EP 14701921A EP 2961973 A1 EP2961973 A1 EP 2961973A1
Authority
EP
European Patent Office
Prior art keywords
control unit
internal combustion
engine
combustion engine
engine control
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP14701921.0A
Other languages
German (de)
English (en)
Inventor
Andreas Mehr
Christoph Hirschle
Roger ELZE
Jan Henker
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.)
Rolls Royce Solutions GmbH
Original Assignee
MTU Friedrichshafen GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Family has litigation
First worldwide family litigation filed litigation Critical https://patents.darts-ip.com/?family=50030245&utm_source=google_patent&utm_medium=platform_link&utm_campaign=public_patent_search&patent=EP2961973(A1) "Global patent litigation dataset” by Darts-ip is licensed under a Creative Commons Attribution 4.0 International License.
Application filed by MTU Friedrichshafen GmbH filed Critical MTU Friedrichshafen GmbH
Publication of EP2961973A1 publication Critical patent/EP2961973A1/fr
Pending legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • 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
    • 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
    • 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
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/3809—Common rail control systems
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
    • F02D11/107—Safety-related aspects
    • 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
    • F02D2041/2058—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit using information of the actual current value
    • 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
    • F02D2041/227—Limping Home, i.e. taking specific engine control measures at abnormal conditions
    • 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
    • F02D2400/08—Redundant elements, e.g. two sensors for measuring the same parameter

Definitions

  • the invention relates to a method for controlling an internal combustion engine according to the preamble of claim 1, a switching device for use for the
  • an engine control unit which generates at least one control signal to control at least one function of the internal combustion engine, typically a plurality or all functions of the internal combustion engine.
  • Engine control unit an operatively connected to the engine control unit or a wiring cabling to a malfunction, which is a proper operation of
  • Speed control and / or a high pressure control for the high-pressure accumulator, in particular the rail, an injection device are simply available, therefore can not be installed redundantly. If, therefore, mutually redundant controllers or engine control units are provided to intercept a malfunction or a failure of a controller, they must be connected to a single set of actuators, namely a so-called actuators, without influencing each other.
  • European Patent EP 0 979 189 B1 discloses a circuit arrangement for a motor vehicle control system, in particular a brake control system, comprising two redundant microprocessor systems, each microprocessor system receiving all the input data directly or via communication units containing the individual microprocessor Connect systems, be supplied. In case of failure of a microprocessor system, a Notlauffunktion is performed such that a
  • Actuator is turned on to the independent microprocessor system.
  • the defective microprocessor system sends out an error signal for this purpose.
  • This is disadvantageous because a complete failure of the microprocessor system can result in not even sending out the error signal. In this case, the malfunction remains unnoticed and can not be intercepted.
  • EP 2 418 580 B1 discloses a method for operating a network and a network, wherein two redundant control devices are provided. One of the controllers acts as the main controller, with the other controller performing a backup function. The main controller sends synchronization signals to the backup controller at regular intervals.
  • the invention has for its object to provide a method and an arrangement for
  • the invention is also based on the object, a switching device for
  • the object is achieved by providing a method having the features of claim 1. This is characterized by the fact that a switching device is provided. This leads to the activation of the at least one function of
  • the at least one control signal of the first engine control unit to this.
  • the first engine control unit does not transmit its control signal directly to the internal combustion engine, but mediates the switching device.
  • the first engine control unit sends a live signal to the switching device, which indicates the operability of the first engine control unit. It is provided that the live signal from the first engine control unit continuously or periodically, ie permanently or at regular time intervals, to the
  • Switching device is sent. If an error or a malfunction occurs, whereby the proper control of the at least one function of the
  • the first engine control unit does not transmit the live signal or not correct to the switching device, so that it is no longer or no longer correctly received by the latter.
  • the first engine control unit preferably ends the transmission of the live signal.
  • the switching device ends the forwarding of the control signals of the first
  • Engine control unit to the internal combustion engine. It starts from the second
  • Motor control unit for controlling the at least one function of
  • the switching device thus switches the control of the internal combustion engine of the first engine control unit in case of failure to the second engine control unit, which can be done seamlessly. Due to the fact that the first engine control unit does not emit an error signal in the event of a fault, but rather does not transmit the live signal correctly or correctly, preferably terminating the transmission of the live signal, a complete failure of the first engine control unit is noticed by the switching device, in particular a seamless switch to the second
  • Engine control unit is possible. In this case, no two-stage test is required because not the second engine control unit for checking a failure of the first engine control unit is active, if no information transmission takes place, but rather the
  • Engine control unit reacts without further action being taken. The process is therefore very simple and safe.
  • the live signal it is possible for the live signal to be identical to the at least one control signal.
  • the live signal is preferably a signal generated independently of the control signal and transmitted to the switching device.
  • the live signal is superimposed on the control signal, or the live signal is a property of the control signal, for example a correct timing of a pulse width modulated control signal. The live signal is detected by the switching device as not or no longer correctly received when the control signal either fails, or if the
  • Live signal representing property of the control signal is no longer given, for example, when the timing of the pulse width modulated signal, in particular a temporal arrangement of edges thereof is no longer detected correctly.
  • the first engine control unit preferably generates a pulse-width-modulated signal as a control signal and / or as a separate live signal from a software.
  • a pulse-width-modulated signal in so far as typically an electronic element, for example a comparator or a microcontroller, are used, which are driven accordingly only by software.
  • the pulse width modulation is generated by the software itself, ie that an algorithm is provided in a program provided for generating the signal is provided, by which the signal representing time sequence of
  • Pulse width is calculated and generated. Such a solution is usually perceived as disadvantageous, because it is hardly possible or difficult to program-based to generate a defined pulse width modulated signal. In the method referred to here, however, this weakness is specifically used by the pulse width modulated signal is detected in the switching device by a suitable hardware and examined for deviations in its timing. If the software of the first engine control unit malfunctions, it is no longer able to properly clock the pulse width modulated signal. This is detected in the switching device as no longer correct receiving the live signal, so that the
  • Errors which endanger the proper control of the at least one function of the internal combustion engine by the first engine control unit can occur in many ways. For example, it is possible for a fault to occur in a sensor system that is operatively connected to the first engine control unit, so that no correct measured values are no longer available to the first engine control unit for controlling the internal combustion engine. It is also possible that an operative connection between the first
  • Engine control unit and the corresponding sensors is interrupted. It is also possible that the operative connection between the first engine control unit and the switching device, in particular the wiring between them, is interrupted. In this case, of course, the live signal of the first engine control unit is no longer received by the switching device. Finally, it is possible that a hardware-related or software-related malfunction occurs in the engine control unit itself, through which a proper control of the internal combustion engine is endangered. In particular, it is possible that the first engine control unit fails completely. In this case, of course, the live signal is no longer the
  • the first engine control unit does not terminate the transmission or the correct transmission of the live signal at every fault or every malfunction, but only at those which are actually a proper one
  • Triggering the at least one function of the internal combustion engine endanger so that, for example, a regulation to certain operating points, compliance with certain exhaust emission limits or even safe operation is no longer possible.
  • Engine control unit therefore preferably analyzes the detected errors
  • Decision criterion used based on which the first engine control unit decides whether it ends the transmission or the correct transmission of the live signal. In this decision can enter in particular as a criterion whether the first engine control unit receives a live signal from the second engine control unit.
  • the second engine control unit also emits a live signal, which at least also transmits it to the first engine control unit. It is possible then that the first
  • Engine control unit stops the transmission or the correct transmission of the live signal only when it receives the live signal of the second engine control unit correctly.
  • a control of the at least one function is preferably responsive to a control and / or regulation of at least one size.
  • the engine control units are therefore preferably designed as a controller.
  • a method is preferred, which is characterized in that the first
  • Motor control unit for controlling the at least one function of Internal combustion engine information necessary once preferably transmitted immediately after or at a start of the internal combustion engine to the second engine control unit.
  • the information available at the beginning of the operation of the internal combustion engine is also available to the second engine control unit so that it can take over the control in the event of a fault.
  • the first engine control unit periodically to
  • the transmission thus takes place according to preferably predetermined time intervals, wherein a first transmission preferably takes place immediately after or at a starting of the internal combustion engine.
  • the second engine control unit is updated in this embodiment of the method at regular intervals, so that changes in the information to the second engine control unit are transmitted and then available to control or regulation of the internal combustion engine in case of failure.
  • Function of the internal combustion engine necessary information can be transmitted depending on demand to the second engine control unit.
  • these are transmitted to the second engine control unit after a change in the information.
  • the information is first transmitted to or stored in the second engine control unit immediately after or during a starting of the internal combustion engine. A further transmission takes place then
  • Engine control unit are stored, in particular, they are kept permanently at predetermined values.
  • the information is retrieved when the control of the at least one function of the internal combustion engine to the second Engine control unit is switched. This has the advantage that it requires no communication between the first and the second engine control unit.
  • the term "retrieving” comprises that the parameters corresponding to the information are initialized with the stored values when the control is accepted, whereby the parameters may previously have undefined and / or variable values the "retrieve” a procedure in which the parameters are held on the stored values until the second engine control unit the
  • the second engine control unit detects when the activation of the at least one function is switched to it.
  • the information necessary for controlling the at least one function preferably comprises, in particular, load points, characteristic map points and / or complete characteristic diagrams which are used to control the internal combustion engine, in particular for
  • the first and the second engine control unit are designed as regulators, which take into account integral elements or integral components in the control. Of the information necessary for controlling the at least one function, such integral parts are then preferably also included. Since the second engine control unit sees an open loop as long as the switching device has not switched over the control of the internal combustion engine, the integral parts in the second engine control device increasingly deviate over time from the integral parts in the first engine control device. This can lead to problems with the switching to the second engine control unit, in particular because the integral components do not change in the short term, but only over a certain period of time, so that a rapid control after switching is not possible. To avoid such problems, it is provided in a preferred embodiment of the method that the second Engine control unit detects when the switching device controlling the
  • the integral parts in this case initialized to predetermined, in particular by test bench tests and / or experience given values that are stored in the second engine control unit.
  • the integral components in the second engine control unit are permanently held at the predetermined values as long as the control responsibility is not switched to the second engine control unit.
  • a method is also preferred, which is characterized in that the second engine control unit displays a live signal indicating its functionality
  • the second engine control unit preferably transmits a live signal to the first engine control unit.
  • the first engine control unit it is possible for the first engine control unit to use the live signal of the second engine control unit as the criterion for actively ending the transmission or correctly transmitting its live signal.
  • the assignment of the live signals to the first and the second engine control unit is encoded in the signals themselves.
  • the live signals are identical, but are received by different inputs of the switching device, the inputs corresponding to the first one
  • a method is preferred that is characterized in that the switching means a forwarding of the control signals of the second
  • Engine control unit to the internal combustion engine only begins when, on the one hand, the live signal of the first engine control unit is no longer or no longer correctly received, on the other hand at the same time the live signal of the second
  • Engine control unit is received correctly.
  • the switching of the control of the internal combustion engine to the second engine control unit is thus carried out only if on the one hand a malfunction actually occurs in the region of the first engine control unit and on the other hand it is ensured that the second engine control unit is functional.
  • both engine control units are not functioning properly or have failed, other measures are preferably taken to ensure safe operation of the internal combustion engine
  • a method is also preferred, which is characterized in that the
  • Internal combustion engine by the first engine control unit switches back when the live signal of the second engine control unit is no longer received, at the same time the live signal of the first engine control unit is received again.
  • Embodiment is based on the consideration that the malfunction in the first engine control unit may be temporary, so after a certain time no longer occurs.
  • the first engine control unit preferably starts again to transmit its live signal, which is received by the switching device. Now occurs in the area of the second engine driving the internal combustion engine
  • Switching device is detected. In the event that the first engine control unit is functional again and its live signal is correctly received by the switching device, this switches back to the first engine control unit, so that in turn controlling the at least one function of the internal combustion engine, preferably the control or regulation of the entire
  • a method is also preferred, which is characterized in that the second engine control unit continuously generates at least one control signal during an operation of the internal combustion engine, and it also does so at a time when this control signal is not transmitted to the internal combustion engine by the switching device
  • the second engine control unit does not begin to generate control signals until it takes over control of the at least one function of the internal combustion engine. Rather, the second begins
  • This procedure is preferably also used to make the second
  • Engine control unit can recognize whether it has the responsibility for the control of the internal combustion engine, so whether the switching device, the forwarding of
  • the second engine control unit preferably generates a voltage, due to which a current flows when the second engine control unit, the at least one function of
  • Engine control unit is not forwarded by the switching device to the internal combustion engine, no current flows.
  • the second engine controller monitors the flow of current and preferably determines whether the current exceeds a predetermined threshold, for example 0 A or 1A. If this is not the case, that is, the measured current is below the threshold value, the at least one control signal of the second engine control unit is currently not by the switching device to the
  • the second engine control unit recognizes that the Control of the at least one function of the internal combustion engine by the
  • Switching device was transferred to it. This is essential, especially in connection with a correct initialization of integral parts of a second engine control unit designed as a controller, so that the integral parts can be correctly initialized at the right time, or so that the second engine control device can stop sticking the integral parts to predetermined values in time if it is the control the internal combustion engine takes over.
  • the second engine control unit generates no control signals, as long as it is not used for driving by the switching device.
  • the switching device transmits a signal to the latter when switching to the second engine control unit, so that it is caused to generate control signals, which are then forwarded by the switching device to the internal combustion engine.
  • a method is preferred which is characterized in that an actuator system of the internal combustion engine is controlled and / or regulated by the first or the second engine control unit.
  • the actuator system comprises at least one injector and / or at least one suction throttle of the internal combustion engine.
  • this controls and / or regulates currently for controlling or regulating the
  • Internal combustion engine used engine control unit all injectors and / or
  • the engine control unit controls the entire functions of the internal combustion engine and / or regulates, in particular the internal combustion engine controls and / or regulates.
  • the internal combustion engine controls and / or regulates.
  • Engine control units are also referred to as engine governor.
  • first or the second engine control unit regulates a rotational speed or a speed of the internal combustion engine by controlling at least one injector of the internal combustion engine as an actuator.
  • first or the second engine control unit regulates a rotational speed or a speed of the internal combustion engine by controlling at least one injector of the internal combustion engine as an actuator.
  • Engine control unit a pressure in a high-pressure accumulator one
  • Fuel injection device in particular a rail pressure in a rail of a common-rail diesel engine, regulates by a suction throttle as an actuator High pressure pump is controlled. It turns out that to control the
  • Suction choke preferably a current flow through them is necessary.
  • the second engine control unit monitors a continuously generated control signal in order to detect whether it actuates the at least one function of the internal combustion engine.
  • the second engine control unit preferably initializes parameters, in particular integral parts, for triggering the at least one function of the internal combustion engine with stored values when it detects that it actuates the at least one function of the internal combustion engine.
  • parameters in particular integral parts, for triggering the at least one function of the internal combustion engine with stored values when it detects that it actuates the at least one function of the internal combustion engine.
  • Engine control unit generates a voltage, due to which a current flows when it drives the at least one function of the internal combustion engine, wherein no current flows when the control signal is not forwarded by the switching device to the internal combustion engine.
  • the second engine control unit monitors whether a current is flowing. In particular, it monitors whether the current is a predetermined one
  • Threshold exceeds.
  • control of the suction throttle according to the procedure already described is used in a preferred embodiment of the method that the second engine control unit can recognize whether it is the
  • Motor control unit preferably continuously to the suction throttle, in particular generates a voltage, wherein no current flows from the second engine control unit through the suction throttle, if this does not have the switching device with the
  • the switching device is characterized in that it can be brought into operative connection with a first engine control unit and with a second engine control unit and with an internal combustion engine.
  • the switching device is designed so that at least one control signal of the first engine control unit or of the second engine control unit can be forwarded to the internal combustion engine through it.
  • the forwarding by the switching device from the first engine control unit to the second engine control unit is switchable.
  • the switching device is therefore designed so that it always forwards either the at least one control signal of the first engine control unit or the at least one control signal of the second engine control unit to the internal combustion engine, where it can switch the transmission from the first engine control unit to the second engine control unit.
  • Switching device is further configured so that it can receive a live signal from the first and / or from the second engine control unit.
  • Switching device is preferably designed such that it terminates the forwarding of the at least one control signal of the first engine control unit to the internal combustion engine and the forwarding of the at least one control signal of the second
  • Engine control unit to the internal combustion engine begins when the live signal of the first engine control unit is not received or incorrectly received by the switching device.
  • the switching means comprises detecting means arranged to detect by the detecting means whether the live signal is received.
  • the switching means also comprises a judging means adapted to judge a correct reception of the live signal.
  • the assessment means it is possible, in particular, for the assessment means to be designed such that it can check the timing of a pulse-width-modulated signal for whether it is correct, in particular satisfies predetermined criteria.
  • a switching device which is characterized in that it has at least one switch.
  • This is preferably designed as an electromechanical switch, in particular as a relay.
  • the switch is particularly preferably designed as a semiconductor switch.
  • semiconductor switches in the switching device is advantageous because it can be readily ensured that a maximum interruption of the transmission of control signals to the engine is short enough to continue to operate the engine without significant speed drop and without exaggeration of the high pressure even under full load, the interruption preferably in a range below 100 ms. Namely, semiconductor switches can be switched very quickly, and the switching device requires at the same time little space, so that it is readily mountable directly to the internal combustion engine.
  • a switching device which is characterized in that it comprises an interruption preventing means, by which a transmission of at least one control signal from the switching means to the internal combustion engine during a switching between the engine control units is maintained.
  • a switching device is preferably provided for a control signal, which represents a current flow through an actuator. This should not be interrupted when switching to avoid impairment of the function of the internal combustion engine.
  • the interruption preventing means is designed as a freewheel, via which in a known manner a current flow is maintained when the
  • the freewheel preferably comprises at least one diode.
  • the interruption preventing means in particular the freewheel, is designed so that it does not influence a current flow through the actuator during normal operation in order not to falsify a current measurement in the first or the second engine control unit.
  • Switching device which is characterized by at least one feature which is suitable or necessary for carrying out at least one method step which has been described in connection with the method.
  • an embodiment of the method is preferred, which is characterized by at least one step, by at least one in connection with the
  • Switching device described feature is conditional.
  • the object is also solved by an arrangement for controlling a
  • Arrangement is in particular designed for carrying out a method according to one of the previously described embodiments. It comprises a first engine control unit, a second engine control unit and a switching device, in particular one
  • the arrangement is characterized in that the first and the second engine control unit are designed such that they can generate control signals with which at least one function of the internal combustion engine is controlled, preferably the entire engine
  • Internal combustion engine can be controlled and / or regulated.
  • the first and the second engine control unit are mediated via the switching device with a
  • the switching device is designed so that it can switch the forwarding of the control signals, so that optionally only the control signals of the first engine control unit or the second engine control unit are forwarded to the internal combustion engine.
  • the first engine control unit is designed such that it can generate and transmit a live signal indicating its functionality, and at the same time it is designed such that the generation and / or transmission or the correct generation and / or transmission of the live signal can end, wherein the first engine control unit can actively terminate the generation or correct generation and / or the transmission or correct transmission of the live signal, in particular, when an error or a malfunction occurs, which the proper control of the at least one function of
  • the first engine control unit is preferably designed such that the generating and / or
  • the first engine control unit is operatively connected to the switching device so that its live signal is receivable by the latter.
  • Switching device is designed or set up so that it ends the transmission of the at least one control signal of the first engine control unit to the internal combustion engine and the transmission of the at least one control signal of the second engine control unit to the internal combustion engine begins when the living Signal from the first engine control unit is not received or received incorrectly by it.
  • the switching device can thus switch the control of the at least one function of the internal combustion engine from the first engine control unit to the second engine control unit in the event of a fault. This can be done seamlessly, without the operation of the internal combustion engine is disturbed. In particular, the switchover is timely, so that the operation of the internal combustion engine does not stop immediately due to the malfunction, the engine is thus strangled.
  • the first engine control unit is preferably operatively connected to the second engine control unit in such a way that all are responsible for controlling the at least one function of the engine control unit
  • Engine control unit can be transmitted to the second engine control unit.
  • the switching device is preferably designed as an electronic box having inputs for connection to the first and the second engine control unit and at least one output for connection to the internal combustion engine.
  • Engine control unit and the second engine control unit are operatively connected to each other via a fieldbus.
  • the fieldbus is preferably designed as a CAN bus (Controller Area Network Bus). This means a particularly simple and elegant way of an operative connection of the two engine control units for information transmission.
  • the second engine control unit is designed so that it can generate a living signal indicating its functionality, where it can send out the live signal continuously or periodically. It is so operatively connected to the switching device and / or with the first engine control unit that the live signal of this / this is receivable.
  • the switching device is preferably designed such that it performs an activation of the at least one function of the internal combustion engine from the first to the second engine control unit only if, on the one hand, the living signal of the first engine control unit is not received or not correctly received, on the other hand, on the other hand, the living Signal of the second engine control unit is received correctly. If, on the other hand, both live signals are not received or not received correctly, they can other measures are taken to ensure safe operation of the
  • embodiments are preferred which have at least one feature which is predetermined by at least one step described in the context of the method, preferably combinations thereof.
  • embodiments are preferred in which at least one method step is performed, which is predetermined by at least one feature of the arrangement, preferably combinations thereof.
  • the description of the method and arrangement are not to be considered in isolation from each other, but rather as complementary to one another, with process features derivable from the description of the arrangement and apparatus features derivable from the description of the method. The same applies analogously to the method and the
  • Switching device or for the switching device and the arrangement.
  • Internal combustion engine is designed as a common rail engine, in particular as a diesel engine or as a gas engine.
  • the first and the second engine control unit are preferably provided, on the one hand, a high-pressure control with a suction throttle as an actuator and on the other hand, a speed control or a
  • Speed control with at least one injector to perform as an actuator is designed for use in a submarine or in a fire pump.
  • a fire pump which is characterized by an internal combustion engine according to one of the embodiments described above.
  • a submarine is preferred, which is characterized by an internal combustion engine according to one of the embodiments described above.
  • Safety criteria in view of the failure of the internal combustion engine must meet, for example, use in a submarine or in a fire pump.
  • Figure 1 is a schematic representation of an embodiment of an arrangement for controlling an internal combustion engine
  • Figure 2 shows an embodiment of the method for controlling a
  • Figure 3 is a schematic representation of a control diagram for a preferred embodiment
  • FIG. 4 is a schematic representation of an embodiment of an arrangement, wherein a switching means comprises an interruption prevention means.
  • the arrangement 1 shows a schematic representation of an embodiment of an arrangement 1 for controlling an internal combustion engine 3.
  • the arrangement 1 comprises a first engine control unit 5, a second engine control unit 7 and a switching device 9.
  • Control signals can be transmitted to each of these.
  • the switching device 9 is operatively connected to the internal combustion engine 3 for forwarding the control signals to them via a third operative connection 15. In this case, the changeover device 9 forwards at any time only the control signals from one of the two engine control units 5, 7 to the internal combustion engine 3.
  • Each of the engine control units 5, 7 generates in the illustrated embodiment, a living signal indicating its operability, wherein in the case of the first engine control unit 5 via a fourth operative connection 17 and in the case of the second
  • Engine control unit 7 is transmitted via a fifth operative connection 19 to the switching device 9.
  • the second engine control unit 7 all for controlling the at least one function of the internal combustion engine 3, in particular for their control or regulation
  • the first engine control unit 5 is preferably operatively connected to the second engine control unit 7 via a field bus 21, so that the information once just after or at a start of the
  • Engine control unit 7 can be transmitted.
  • Engine control unit 5 is used as the main control unit. So long as the
  • Switching 9 receives the live signal of the first engine control unit 5 after a start of the internal combustion engine 3, it passes the generated by this
  • the second engine control unit 7 also preferably generates all the control signals necessary for triggering, but these are not forwarded by the switching device 9 to the internal combustion engine 3.
  • the second engine control unit 7 is shown in the illustrated
  • Embodiment used as a backup controller which is to the first
  • Motor control unit 5 operates redundantly and in case of failure, the control of at least a function of the internal combustion engine 3 and their control can take over.
  • FIG. 2 schematically represents a preferred embodiment of the method for controlling the internal combustion engine 3.
  • the first engine control unit 5 At regular intervals, so preferably after predetermined time intervals, or continuously, checks the first engine control unit 5, whether an error or malfunction is present, which is a
  • the first engine control unit 5 generates the live signal correctly and sends it to the switching device 9 in a step S2.
  • the switching device 9 passes the
  • step S10 the live signal of the first engine control unit 5 is then no longer or no longer correctly received by the switching device 9, causing it to terminate in a step S11, the forwarding of the control signals of the first engine control unit 5 to the internal combustion engine 3 and instead to start to forward the control signals generated and transmitted by the second engine control unit 7 to the internal combustion engine 3 for controlling and / or regulating them at least with regard to the at least one function.
  • the second engine control unit 7 controls and / or regulates the internal combustion engine 3 at least with regard to the at least one function in a step S12.
  • the method illustrated in the flowchart according to FIG. 2 is preferably likewise carried out for the second engine control unit 7, as was explained above in connection with the first engine control unit 5, when the at least one function of the internal combustion engine 3 is actuated by the second engine control unit 7.
  • the second engine control unit 7 preferably generates a living signal indicating its functionality and transmits it to the switching device 9. Then enters the second engine control unit 7, a fault or malfunction on or off this completely, the switching device 9 can preferably switch back to the first engine control unit 5, if its functionality is restored due to an only temporarily present error, and the live signal of the first engine control unit 5 again is received by the switching device 9.
  • FIG. 3 shows a schematic representation of a control diagram for a preferred embodiment of the method. Identical and functionally identical elements are provided with the same reference numerals, so that reference is made to the preceding description.
  • the illustration according to FIG. 3 describes the redundant control of a controlled variable 23 to a setpoint value.
  • the first engine control unit 5 and the second engine control unit 7 are arranged parallel to one another. Shown is also the switching device 9, which forwards a control variable 27 either from the first engine control unit 5 or from the second engine control unit 7 to an actuator 29. This affects a manipulated variable 31, which acts on a controlled system 33.
  • two independent measuring elements provided, namely a first measuring element 33, which is associated with the first controller or the first engine control unit 5, and a second measuring element 35, which is assigned to the second controller or the second engine control unit 7.
  • a first actual value 37 of the controlled variable is offset in a known manner with the desired value 25, so that the first controller a first
  • Control deviation 39 is supplied.
  • the second measuring element 35 determines a second actual value 41 from which a second control deviation 43, which is supplied to the second controller, is calculated using the desired value 25. It is advantageous if not only the controller, but also the measuring elements are redundant, because in this way also errors, malfunctions or a complete failure of a sensor can be compensated by switching to a parallel control loop.
  • the first engine control unit 5 As long as the first engine control unit 5 is active as a controller, it sees a closed controlled system because the control variable generated by it 27 is forwarded by the switching device 9 to the actuator 29.
  • Manipulated variable 23 by a speed of the internal combustion engine or by a speed of a vehicle driven by the internal combustion engine.
  • the actuator 29 is in this case at least one injector.
  • all injectors are the
  • the manipulated variable 23 is preferably the pressure in a high-pressure accumulator
  • Injection device of the internal combustion engine in particular to the pressure control for a rail of a common rail diesel engine formed internal combustion engine.
  • the actuator 29 is in this case the suction throttle of a high pressure pump whose
  • Passage cross section is varied to control the rail pressure.
  • first engine control unit 5 or the second engine control unit 7 both a speed or a speed of the internal combustion engine and a high pressure for a
  • Engine control unit 7 generate two control variables, namely a first for
  • Control of the at least one injector and a second for controlling the suction throttle Accordingly, separate measuring elements for the speed or speed on the one hand and the high pressure on the other hand are provided. Furthermore, the engine control unit 5, 7 respectively have two inputs for two
  • a changeover from the first engine control unit 5 to the second engine control unit 7 has to be carried out within a short time interval, preferably within a time interval of less than 100 ms, in order to avoid that the internal combustion engine is strangled, for example because none or little
  • FIG. 4 shows an exemplary embodiment of an arrangement 1 in which the
  • Switching 9 has such interruption preventing means 45.
  • the first engine control unit 5 and the second engine control unit 7 are identical here, so that only the structure of the first engine control unit 5 is explained in more detail.
  • This comprises a switch 47, by which a voltage source 49 can be connected to an output 51, which is connected to a first input 53 of the switching device 9.
  • a control variable a current flows from the voltage source 49 via the output 51 and the input 53 of the switching device 9 is forwarded to serving as an actuator, not shown suction throttle whose opening or
  • Passage cross section is controlled by the current flow through a coil 55.
  • the current flows back via a first output 57 of the switching device 9 to an input 59 of the first motor control device 5.
  • This preferably comprises a measuring device 61 for measuring the current flowing through the coil 55 current. With the aid of the measuring device 61, it is also possible for the first engine control unit 5 to decide whether it is currently actuating the suction throttle or not. This will be explained in more detail below
  • both engine control units 5, 7 detect whether they currently have the control responsibility or actuate the actuators, for example the intake throttle.
  • a free-wheeling diode 63 is arranged in a known manner between the output 51 and the input 59.
  • the second engine control unit 7 is identical to the first engine control unit 5.
  • the measuring device 61 is used to detect whether the suction throttle, not shown, is controlled by the second engine control unit 7. As long as this is not the case, an output 51 'is not with the
  • the switching device 9 in the illustrated embodiment comprises a first switch 65 and a second switch 67.
  • the first switch 65 By the first switch 65, the connection between the output 51 and the input 53 is separable, and it a connection can be established between the first output 51 "and the input 53.
  • a connection between the input 59 'and the output 57 can be established by the second switch 67, while a connection between the input 59 and the output 57 can be separated
  • the circuit of the second motor control device 7 is closed via the output 51 ', the input 53, the coil 55, the output 57 and the input 59' is greater than a predetermined threshold, which the second recognizes
  • Engine control unit 7 that the control of the suction throttle was switched to it.
  • the integral parts of the second motor control device 7 are then initialized according to one of the previously described embodiments.
  • the current flow through the coil 55 must preferably be maintained when switching from the first engine control unit 5 to the second engine control unit 7, so that the internal combustion engine does not stall or no impermissible pressure in the
  • Freewheel means 69 is formed. This is designed such that the circuit remains closed via the freewheeling means 69 or the current flow through the coil 55 is maintained via the freewheeling means 69, while the first switch 65 and the second switch 67 are switched.
  • the freewheeling means 69 comprises at least one diode, here three diodes 71/1, 71/2, 71/3.
  • the interruption prevention means 45 is preferably designed to measure the current in the measuring device 61 or the corresponding
  • Measuring device in the second engine control unit 7 is not affected.
  • Internal combustion engine regulating engine control unit has a malfunction hazardous to the proper operation of the internal combustion engine. It is then possible to switch from one engine control unit to another in a timely and seamless manner, without a relevant disturbance of the operation of the internal combustion engine occurring, for example being strangled. The process is straightforward and very safe.

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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)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

L'invention concerne un procédé de commande d'un moteur à combustion interne (3) dans lequel un premier calculateur moteur (5) génère au moins un signal de commande afin de commander au moins une fonction du moteur à combustion interne (3). Le procédé est caractérisé en ce qu'un dispositif inverseur (9) servant à commander la ou les fonctions du moteur à combustion interne (3) retransmet le ou les signaux de commande du premier calculateur moteur (5) au moteur à combustion interne (3). Le premier calculateur moteur (5) communique continuellement ou périodiquement au dispositif inverseur (9) un signal d'activité indiquant qu'il est opérationnel. Le premier calculateur moteur (5) ne communique pas ou pas correctement le signal d'activité lorsqu'il se produit un défaut qui compromet la commande correcte de la ou des fonctions du moteur à combustion interne (3) par le premier calculateur moteur (5), et le dispositif inverseur (9) met fin à la retransmission des signaux de commande du premier calculateur moteur (5) au moteur à combustion interne (3) et commence à retransmettre au moteur à combustion interne (3) au moins un signal de commande généré par un deuxième calculateur moteur (7) en vue de commander la ou lesdites fonctions du moteur à combustion interne (3) lorsque le signal d'activité du premier calculateur moteur (5) n'est pas ou pas correctement reçu par le dispositif inverseur (9).
EP14701921.0A 2013-02-01 2014-01-30 Procédé et système de commande d'un moteur à combustion interne comprenant au moins deux unités de commande Pending EP2961973A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102013201702.2A DE102013201702C5 (de) 2013-02-01 2013-02-01 Verfahren und Anordnung zur Steuerung einer Brennkraftmaschine
PCT/EP2014/000254 WO2014117940A1 (fr) 2013-02-01 2014-01-30 Procédé et système de commande d'un moteur à combustion interne comprenant au moins deux unités de commande

Publications (1)

Publication Number Publication Date
EP2961973A1 true EP2961973A1 (fr) 2016-01-06

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EP14701921.0A Pending EP2961973A1 (fr) 2013-02-01 2014-01-30 Procédé et système de commande d'un moteur à combustion interne comprenant au moins deux unités de commande

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Country Link
US (1) US9719452B2 (fr)
EP (1) EP2961973A1 (fr)
KR (1) KR102104239B1 (fr)
CN (1) CN104956056B (fr)
DE (1) DE102013201702C5 (fr)
HK (1) HK1215463A1 (fr)
WO (1) WO2014117940A1 (fr)

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US9719452B2 (en) 2017-08-01
CN104956056B (zh) 2018-07-03
US20160010582A1 (en) 2016-01-14
DE102013201702A1 (de) 2014-08-07
WO2014117940A8 (fr) 2014-10-30
KR102104239B1 (ko) 2020-04-24
DE102013201702C5 (de) 2017-03-23
KR20150108424A (ko) 2015-09-25
HK1215463A1 (zh) 2016-08-26
CN104956056A (zh) 2015-09-30
DE102013201702B4 (de) 2014-11-27
WO2014117940A1 (fr) 2014-08-07

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