WO1991005154A1

WO1991005154A1 - Ratiometric signal correction system for a vehicle electronic control system

Info

Publication number: WO1991005154A1
Application number: PCT/EP1989/001138
Authority: WO
Inventors: Helmut Denz
Original assignee: Robert Bosch Gmbh
Priority date: 1989-09-28
Filing date: 1989-09-28
Publication date: 1991-04-18
Also published as: DE68902926D1; JPH04502197A; EP0445124B1; EP0445124A1; KR920702881A; US5191781A

Abstract

A ratiometric signal correction system, especially for angular position of a butterfly valve in an internal combustion engine in a motor vehicle which is input from one sensor to several control units is disclosed. A first control unit serves as reference, and mark pulse signals are transmitted to the or each further control unit when the butterfly valve is in either of two predetermined angular positions whereupon discrepancies between the angular positions detected by each further control unit and the first control unit are used to generate correcting factors etc. so that the position of the butterfly valve can be detected with substantially equal accuracy in all control units.

Description

DESCRIPTION RATIOMETRIC SIGNAL CORRECTION SYSTEM FOR A VEHICLE ELECTRONIC CONTROL SYSTEM State of the Art

The present invention concerns a ratiometric signal correction system for a vehicle electronic control system (e.g. for control of an internal combustion engine, electronic transmission, and other components) in accordance with the pre-characterising clause of claim 1.

Many such systems in a vehicle use the throttle valve angle as a control signal. For example, an electronic throttle control uses it for a position feedback control of the butterfly valve, and a Motronic system uses it in functions of fuel injection, ignition timing and in certain cases of exhaust gas recirculation. Another example is an electronic transmission control which uses it to detect gear shift. As a result there may be a plurality of control units each requiring access to the or a butterfly valve angular position signal.

When, for cost reasons, only one throttle valve angle sensor is supposed to be read by more than one control unit, problems arise particularly with analog signals, and the magnitude of the signal may suffer and may not be present with the same accuracy in all control units. Variations may arise from manufacturing tolerances in components and from random operating variables such as stray potentials. Such variations can result in the fact that only one ECU can sense the throttle angle with sufficient accuracy, whereas the other ECUs will suffer considerable errors. Such errors can be a change in slope and/or a displacement or offset of the characteristic curve of voltage against butterfly valve angular position. Such errors in detection do not promote optimum or efficient operation of the -internal combustion engine and other functions of the vehicle. Advantages of the Invention

A ratiometric signal correction system in accordance with the characterising clause of claim 1 overcomes these disadvantages.

In particular by one "master" ECU reading in the signal with full accuracy and periodically causing trigger signals for the or each of the further control units ("slaves") to mark the feedback signals at two predetermined angular positions of the butterfly valve it becomes possible for the further control unit each to being its characteristic curve into agreement as regards both slope and position or offset with those of the characteristic curve of the first or "master" control unit. Any change in slope can be corrected by applying a cor^'recting factor to the incoming analog signal multiplicatively. In most cases in each control unit the analog positional feedback signal is applied to an analog to digital converter in order to provide a digital signal for further processing and this enables any displacement or offset of the characteristic curve to be readily accommodated.

Advantageous features of the invention appear in claims 2 to 10. In particular, by using the feature of claim 5, the first control unit must have an adaptive algorithm to learn the closed throttle position and to generate an idle signal from the respective angle. The further ECUs can either have their own idle learning algorithms to detect idle position or can receive an idle trigger signal from the first ECU on an existing interface line. Adaptive learning controls are known to those skilled in the art. The feature of claim 6 enables the second predetermined angular position to be so chosen that it can reasonably be expected to be reached under normal driving conditions. Drawings

The invention will be further described by way of example with reference to the accompanying drawings in which: -

Fig. 1 is a block diagram of part of a positional feedback signal system for two control units to illustrate how variations in characteristic curves of signal voltage in relation to angular position of a butterfly valve can arise;

Fig. 2 is a graphical illustration of such variations in characteristic curves; and

Fig. 3 is a block diagram of a set of ECUs with signal correction embodying the present invention.

Referring- first to Fig. 1, 11 denotes a first control unit and 12 denotes a second or further control unit in a vehicle with several electronic control systems for controlling an internal combustion engine and other components. The engine power is controlled through closing or opening a butterfly valve in the intake manifold of the internal combustion engine. Such items have been omitted from the drawing for the sake of clarity as they are believed to be sufficiently well known to one skilled in the art. Associated with the butterfly valve is a potentiometer 13 whose slider 14 is moved in accordance with angular movement of the butterfly valve. Each of the control units 11, 12 includes a stabilised supply 15, 16 and the functional components of the control units are indicated generally at 17, 18 by the correct angles bearing the legend CONTROL. Each of the controls 17, 18 requires a throttle angle position signal to be fed to it and conveniently includes an analog to digital converter for converting the feedback signal to digital form .for further processing. A voltage from the stabilised supply 15 of the first control unit 11 is fed to the potentiometer 13 on leads 19, 20, and an analog voltage angular signal is drawn from the slider 14 and fed by line 21 to the control 17. The feedback signal on line 21 is also fed to a buffer 22 which provides on line 23 an angular signal for control 18 of the second control unit 2 or for further units. A ground connection 24 of the control unit 1 and a ground connection 25 of the control unit 2 are both taken to a common ground connection 26 which is preferably in the form of a separate electronic ground connection and is divorced from any power ground connections associated with the operation of the internal combustion engine.

Generally the voltage signal at the slider 14 of the potentiometer 13 can be represented by

Vp/Vl = m. θ _{B V} + b where Vp is the voltage at the slider 14, V1 is the voltage of the stabilised supply 15, P BV denotes the angle of the butterfly valve, m the constant of proportionality, and b a constant. This is illustrated graphically by the continuous straight line 31 in Fig. 2 in which the ratio Vp/V1 is depicted on the vertical axis and the angular position of the butterfly valve() gγ on the horizontal axis. Since the voltage Vp at the potentiometer slider 14 and the voltage V1 from the stabilised supply 15 are both connected directly to the control 17, the angular position of the butterfly valve can be detected accurately in the first control unit 11 through a ratiometric measurement in its ADC.

The absolute angular potential applied to control 17 can be denoted by

V_fb1 = (Vp/V1).V1 where ^., denotes the angular input potential. - This absolute potential will vary in sympathy with any variation in the voltage V1 and the absolute feedback potential V b2 ^aPPlie to the control 18 in the further control unit 12 will not be identical to Vf ι since an offset (Δvp) may be introduced by the buffer 22. Moreover the potential VG2 of the ground lead 25 of the further control unit 12 may not be identical with that VG1 of the ground lead 24 of the first control unit 11 and such difference can be represented by

^VG = VG2 - VG1 In addition the voltage V2 of the stabilised supply 16 of the further control unit 12 may not be identical with that V1 of the stabilised supply 15 of the first control unit 11. Thus ,the effective angular position of the butterfly valve detected in the further control unit 12 can be represented by

V_fb2/V2= (V_fb1 + ^op - Av_g)/V2 (Vp/V1 ) . (V1/V2) + (Δop -ΔVg)/V2 (Vl/V2).(m. C bV + b) + ^op -ΛVg)/V2 This characteristic is illustrated graphically in Fig. 2 by broken line 32 which it will be noted has a different slope from the straight line 31 and also a different cut-off on the vertical axis. In each of the controls 17, 18 the ratio of the feedback voltage Vfb to the supply voltage V is converted into digital form for further processing and by way of example an arbitary digital scale f » is illustrated at the left-hand side whereas the angle of the butterfly valve ø£_bv is indicated in degrees on the horizontal axis.

In Fig. 2 p _,i_p represents the angular position of the butterfly valve when the engine is idling and the value 34 on the digital scale denotes the position detected by the first control unit 11 through ^"the characteristic curve represented by the continuous straight line 31. In contrast 35 denotes the digital value determined by the further control unit 12 by virtue of the characteristic curve illustrated by the broken line 32. Similarly on the horizontal scale inst denotes an angular position to which the butterfly valve may be moved whilst the internal combustion engine is in any part- or full-load operation and the values at 36 and 37 on the digital scale denote the angular positions detected by the first control unit 11 with the characteristic curve 31 on the one hand, and by the further control unit 12 with the characteristic curve 32 on the other hand. It will be observed that the change in angular position of the butterfly valve as detected on the digital scale in the first control unit 11 and denoted by ^ C-. ^_ns^ fad] ^eing ^he difference in values 3 ~* and 356 diffe

Tad_] detected in the further control unit 12 being the difference between the values 37 and 35. The actual change in angular position of the butterfly valve in degrees is denoted by ΔθCi_nst [^β]_> being the difference ^between the values ø jnst ^an ~~ -^- lτ> '

It will be apparent that the actual angular position of the butterfly valve or a change in the angular position of the butterfly valve cannot be detected in the further control unit 12 with the same accuracy as it can in the first control unit 11. This lack of accuracy is undesirable and the present invention enables this lack of accuracy to be substantially reduced or eliminated. In order to bring the characteristic curves of the further control units into conformity with the characteristic curve of the first control unit it is sufficient if conditions at all the control units are equated at two predetermined angular positions of the butterfly valve. One of the predetermined positions of the butterfly valve can be the idling position _ _j__D and it is convenient to use the first control unit 11 as a reference. Periodically when the butterfly valve is in the idling position and the "master" ECU 11 has sensed this, it sends a mark pulse to each of the further control unit or units and in response thereto the idling position of the butterfly valve on the digital scale as detected in each of the further control units is marked. Alternatively, the other ECU(s) can have its (their) own idle learning algorithm( s ) . This is equivalent to bringing the broken line characteristic curve 32 into alignment with the continuous line characteristic curve 31 at the idling point 33- The second predetermined angular position of the butterfly valve can be selected quite arbitrarily but it is preferably in the region of the midpoint of the angular travel of the butterfly valve which is reached regularly even by a cautious drive who never goes at full load, and an angular position about 50° from the idling is satisfactory. The presence of the butterfly valve in the second predetermined angular position can conveniently be detected on the digital scale in the first control unit 11 and used to trigger a second mark pulse signal to be sent by the control system to the further control unit or units to cause them to mark this position on their detected digital scale. This is equivalent to bringing the characteristic curves 32 of all the further control unit or units into agreement with the characteristic curve 31 of the first control unit at the point 38 which corresponds to the second predetermined angular position θ _{m O} ^{of tne} butterfly valve. In Fig. 2 >c _mO ~ η on the horizontal axis represents the change in angular position of the butterfly valve in degrees between the idling position

_Ό and the second predetermined or marking position^_D•_\⁰C2m [ad] ^reP^resents the change in position inaccurately determined on the digital scale by the second control unit, whilst

represents the accurately detected change in position on the digital scale as obtaining in the first control unit.

One arrangement for achieving this is illustrated in the block diagram of Fig. 3 which includes the first control unit 11 and the further control unit 12 of Fig. 1 and, as similar parts bear the same reference numerals, they will not be described again. The "master" ECU 11 includes (in its control 17) a mark control 42 which periodically, when the butterfly valve is in predetermined positions, generates mark pulse signals on line 43 which are fed to the further control unit 12 and to any other further control units. The presence of the butterfly valve in the idling position is detected by an adaptive learning algorithm integrated in control 17 which provides an idling position signal on line 43- The presence of the butterfly valve in the second predetermined angular position is detected equally by the control 17 in the first control unit 11 which sends a corresponding signal to the line 43- The second or further ECUs 12 can distinguish this mark from the idle mark through a much bigger sensed throttle angle.

Within electronic motor control i.e. so-called Motronic in combination with throttle valve control (ETVC), an idle switching signal is present on a bus line provided through ETVC when the butterfly valve is in the idling position and this bus line can be used for the line 43 and the mark pulse signal can take the form of an interruption of this signal for a short duration, such as 20ms, in response to which the idling position is marked in each of the further control units.^" In this case, the ETVC would be "master". The same line can also be used for the mark pulse signal in respect of the second predetermined angular position of the butterfly valve in which case the pulse signal may conveniently have a different form and a different duration so that the pulse signals can be readily distinguished from one another in case the above-mentioned way of distinguishing is not possible. This second signal can be a connection (as opposed to an interruption) of longer duration such as 100ms. Upon recognition of this second pulse signal each of the further control units will mark the position of the butterfly valve as detected therein upon the digital scale and any discrepancy utilised to create a correcting factor to be applied multiplicatively to incoming positional feedback signals .

In the case where the Motronic system is the "master" in conjunction with an electronic transmission control (ETMC), the available trigger line t„ which provides reference pulses for the angular position of the engine camshaft can be used by providing a much bigger pulse duration at either of the two points.

In Figs. 1 and 3 the positional feedback signal on line 21 from the slider 14 passes through buffer 22 to the further control unit or units but it is equally possible for the further control unit or units to be supplied with the feedback signal directly that is to say in parallel with the first control unit. Moreover it is not necessary that mark pulse signals should be sent out by the mark control 42 every time the butterfly valve is in the idling position or in the second predetermined angular position and a time or cyclic control can be provided. Similarly immediate correcting action need not be taken by each of the further^" control unit or units after receipt of a mark pulse signal by the correction can be averaged over a number of cycles.

It should be noted that the invention does not only apply to a throttle valve sensor, but to any ratiometric sensor being read by several ECUs.

Claims

CLAIMS 1. A ratiometric signal correction system for a vehicle electronic control system of the type comprising a first control unit (11), one or more further control units (12), and a sensor (13) which receives its supply voltage (V-_j) from the first control unit (11) and whose output, which varies in response to change of a vehicle parameter, is fed to each control unit (11, 12), characterised by reference signal generating means (42) adapted to generate for the or each further control unit (12) reference signals corresponding to predetermined states of the sensor (13)-

2. A system as claimed in claim 1, wherein the reference signal generating means (42) is controlled by the first control unit (11) which also determines the sensor states at which the reference signals are generated.

3. A sys^'tem as claimed in claim 2, wherein the reference signal generating means is incorporated in the first control unit (11).

4. A system as claimed in any of the preceding claims wherein the reference signal is fed to the or each further sensor (12).

5. A system as claimed in any of the preceding claims, wherein the reference signal generating means (42) is adapted to generate reference signals at two discrete sensor states.

6. A system as claimed in any of the preceding claims, wherein one of said predetermined sensor states corresponds to an idling condition of the vehicle engine.

7. A system as claimed in any of the preceding claims, wherein one of said predetermined sensor states corresponds to a partly loaded condition of the vehicle engine .

8. A system as claimed in any of the preceding claims, wherein each control unit (11, 12) has its individual voltage supply (15, 16).

9. A system as claimed in any of the preceding claims, wherein the sensor (13) comprises a throttle valve angle sensor.

10. A system as claimed in any of the preceding claims, wherein the reference signal is fed to the or each further control unit (12) through a buffer stage (22).