EP1502019A1 - Procede et dispositif pour commander l'unite motrice d'un vehicule - Google Patents

Procede et dispositif pour commander l'unite motrice d'un vehicule

Info

Publication number
EP1502019A1
EP1502019A1 EP02787382A EP02787382A EP1502019A1 EP 1502019 A1 EP1502019 A1 EP 1502019A1 EP 02787382 A EP02787382 A EP 02787382A EP 02787382 A EP02787382 A EP 02787382A EP 1502019 A1 EP1502019 A1 EP 1502019A1
Authority
EP
European Patent Office
Prior art keywords
control variable
level
drive unit
controlling
actuator
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.)
Granted
Application number
EP02787382A
Other languages
German (de)
English (en)
Other versions
EP1502019B1 (fr
Inventor
Wolfgang Haas
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.)
Robert Bosch GmbH
Original Assignee
Robert Bosch 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
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1502019A1 publication Critical patent/EP1502019A1/fr
Application granted granted Critical
Publication of EP1502019B1 publication Critical patent/EP1502019B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime 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
    • 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

Definitions

  • the invention is based on a method and an apparatus for controlling the drive unit of a vehicle according to the type of the independent claims.
  • a method and a device for controlling the drive unit of a vehicle are already known from EP 0 788 581 B1.
  • a computing element is provided which carries out both the control of the power of the drive unit and the monitoring of this power control. Furthermore, the computing element has at least two program levels, which do not influence one another at least outside the fault, at least one control variable for controlling the power of the drive unit being formed in at least one operating state of the vehicle in a first level, with selected variables in a second level the correct formation of the at least one control variable is checked in the first level.
  • the method according to the invention and the device according to the invention for controlling the drive unit with the features of the independent claims have the advantage that the at least one first control variable for controlling the at least one actuator is influenced by the second level if the at least one selected variable has a predetermined value assumes or lies in a predetermined range.
  • the at least one selected variable has a predetermined value assumes or lies in a predetermined range.
  • the at least one first control variable when the at least one first control variable is influenced by the second level, the at least one first control variable is suppressed.
  • the activation of the at least one actuator by the at least one first control variable on the part of the second level when detecting conditions based on the at least one selected variable in the two- th level, which lead to incorrect activation of the at least one actuator, the activation of the at least one actuator by the at least one first control variable on the part of the second level, and thus the occurrence of an error can be prevented.
  • a further advantage results if the at least one first control variable influenced by the second level is reported back to the first level. In this way, it can be determined in the first level whether the at least one first control variable formed was passed on to an output stage for controlling the at least one actuator essentially unchanged or was influenced on the basis of the second level. In the second case, an error can be recognized in the first level and, as a consequence, at least one second control variable can be formed for at least partially switching off the power of the drive unit.
  • the opening of an intake and / or an exhaust valve of at least one cylinder of the drive unit is controlled by the at least one first control variable.
  • Incorrect activation of the intake and / or exhaust valve can lead to a collision of the intake and / or exhaust valve with the piston of a cylinder.
  • An error in the control can immediately lead to a safety-critical effect or damage in the cylinder, which can be prevented by the method according to the invention.
  • the at least one selected variable is derived from a crank angle of at least one cylinder of the drive unit.
  • the at least one first control variable controls the opening of the intake and / or exhaust valve
  • FIG. 1 shows a block diagram with a device according to the invention, which at the same time illustrates the sequence of the method according to the invention
  • Figure 2 is a block diagram of part of the device according to the invention for a more detailed representation of the sequence of the method according to the invention.
  • 1 denotes a drive unit of a vehicle, for example an internal combustion engine.
  • the internal combustion engine 1 comprises one or more cylinders, each with an inlet valve for fresh gas supply and an outlet valve for exhaust gas discharge.
  • a piston moves in the respective cylinder, which drives a crankshaft.
  • the current crankshaft angle or crank angle is detected by sensor means 55.
  • the sensor means 55 output a value for the detected current crank angle to a device 20 for controlling the internal combustion engine 1, which is also referred to below as a control unit.
  • the control unit 20 comprises a first level 5 and a second level 15. In the first level 5 there are means 25 for Formation of at least one first control variable for controlling at least one actuator 10 of the internal combustion engine 1 is provided.
  • means 30 are provided for checking the correct formation of the at least one first control variable in the first level 5.
  • the value for the current crank angle is supplied to both the means 25 and the means 30.
  • the means 25, which are also referred to below as a functional unit, can be supplied with further variables, such as, for example, the position of an accelerator pedal, the speed specification of a vehicle speed controller, etc.
  • the functional unit 25 can derive at least one second control variable for controlling the output of the internal combustion engine 1 ,
  • the at least one second control variable can control the fuel injection, the ignition and / or the air supply for at least one cylinder of the internal combustion engine 1 via an output stage and an actuator.
  • the input signals of the functional unit 25 can also be fed to the means 30, which are also referred to below as the monitoring unit, in order to enable the functional capability of the functional unit 25 to be monitored.
  • the operating unit 25 can also be supplied with operating variables of the internal combustion engine 1 and / or the vehicle, which are recorded by measuring devices not shown in FIG. 1. These operating variables are also fed to the monitoring unit 30 for monitoring the functional unit 25. These operating variables can include, for example, the engine temperature, the ambient air pressure, the position of an electrically actuable throttle valve, etc.
  • the monitoring unit 30 can communicate with the functional unit 25 and, if necessary, reset it in order to control the activation of the internal combustion engine in the event of a fault.
  • the at least one first control variable formed by the functional unit 25 is applied to a first input gang 70 of an AND gate 60 performed.
  • the monitoring unit 30 forms an influencing signal of the at least one first control variable.
  • the influencing signal is applied to a second input 75 of the AND gate 60. It can have the value zero or one. In the event that the influencing signal assumes the value zero, the signal output by the AND gate 60 is also zero. In the event that the influencing signal assumes the value one, the output signal of the AND gate corresponds to the at least one first control variable.
  • the output of the AND gate 60 is fed back to the functional unit 25 for evaluation purposes.
  • an output stage 65 which, depending on the at least one first control variable, controls an actuator 10 for setting the degree of opening of the intake and / or exhaust valve of a corresponding cylinder of the internal combustion engine 1.
  • the actuator 10 is caused via the output stage 65 to close the intake and exhaust valve of the corresponding cylinder in order to prevent a collision with the piston of the cylinder.
  • the monitoring unit 30 is shown / shown in detail in FIG. 2, the same reference numerals identifying the same elements as in FIG. 1.
  • the value for the current crank angle output by the sensor means 55 is received by the receiving means 50 of the monitoring unit 30 and output to comparison means 40 .
  • the monitoring unit 30 comprises specification means 45 for specifying a crank angle value or a crank angle range.
  • the specification means 45 can be designed as a memory and are also connected to the comparison means 40.
  • the comparison means 40 compare the received current crank angle with the predetermined value or range for the crank angle.
  • the comparison result is transmitted from the comparison means 40 to influencing means 35 of the issued monitoring unit 30, which form the described influencing signal and deliver to the input 75 of the AND gate 60.
  • the influencing means 35 emit the value zero as an influencing signal to the second input 75 of the AND gate 60. Otherwise, the influencing means 35 output the value one as the influencing signal to the second input 75 of the AND gate 60.
  • the predefined crank angle value or the predefined crank angle range, which is stored in the predefined means 45, can advantageously be selected such that the piston of the corresponding cylinder can collide with an open intake and / or exhaust valve at this crank angle or in this crank angle range.
  • the comparison means 40 receive a value for a current crank angle from the sensor means 55 via the receiving means 50, which corresponds to the predetermined value or lies in the predetermined range, then the at least one first control variable is determined by means of the influence signal set to zero via the AND Gate 60 is hidden and thus prevents opening of the intake and exhaust valves and thus a collision with the piston of the corresponding cylinder. Otherwise, the control of the actuator 10 with the at least one first control variable formed by the functional unit 25 is not influenced by the monitoring unit 30 by the influencing signal, so that the actuator 10 can be controlled via the at least one first control variable.
  • the functional unit 25 can check whether the at least one first control variable which it emits has been influenced by the monitoring unit 30. Is this if this is the case, the functional unit 25 recognizes an error that is based either on a faulty function of the monitoring unit 30, a faulty function of the AND gate 60 or a faulty function of the function unit 25. It can then be provided that the functional unit 25 forms at least one second control variable for controlling the power of the internal combustion engine 1 in such a way that the at least one second control variable brings about an at least partial shutdown of the power of the internal combustion engine 1.
  • the at least one second control variable controls the fuel injection, the ignition or the air supply for at least one cylinder of the drive unit 1
  • the fuel injection for one cylinder or several cylinders of the internal combustion engine 1 can be interrupted in the event of a fault, the ignition for one or more cylinders of the internal combustion engine 1 ' and / or the air supply to one or more of the cylinders is interrupted.
  • the functional unit 25 does not detect an error, i.e. If a match between the output signal of the AND gate 60 and the output at least one first control variable is established, no such error measure is initiated and the at least one second control variable is not changed to at least partially switch off the power of the internal combustion engine 1.
  • the functional unit 25 uses the at least one second control variable to hide exactly those or those cylinders of the internal combustion engine 1 in the manner described in which the respective at least one first control variable provided for them is influenced by the monitoring unit 30 takes place. In this way, the cylinder or cylinders affected by the respective fault can be hidden.
  • the functional unit 25 functions correctly with regard to the actuation of the actuator 10 if it forms the at least one first control variable only for those crank angles currently received by the sensor means 55 which do not correspond to the predefined crank angle value or are not in the predefined crank angle range.
  • the functional unit 25 can comprise components corresponding to the components of the monitoring unit 30 shown in FIG. 2, wherein instead of the influencing means 35, means are to be provided for forming the at least one first control variable, which depends on
  • the means for forming the at least one first control variable are of course also supplied with further operating parameters of the internal combustion engine 1 and / or the vehicle, which are only indicated in FIG. 1, but are also important for the formation of the at least one first control variable.
  • the monitoring unit 30 can also monitor the functional unit 25 in the manner described in EP 0 788 581 B1 in a system with an electrically actuable throttle valve, wherein this electrically actuatable throttle valve can also be controlled by the functional unit 25.
  • the functional unit 25 and the monitoring unit 30 can be implemented by means of different computing units or processors.
  • the functional unit 25 and the monitoring unit 30 can also be implemented in the same computing unit or in the same processor. It can also be provided that at least some of the functions of the monitoring unit 30 are in the computing unit of the function Unit 25 is realized and the remaining part in its own processor or in its own computing unit.
  • the method and the device according to the invention can prevent the occurrence of potential errors in the formation of the at least one first control variable by the influencing signal, so that there is no need to first react to the occurrence of an error and to wait for the reaction time required for this. If there is a situation in which an error can occur, in the example described a predefined value or a predefined range for the crank angle, the monitoring unit 30 can block the control of the corresponding actuator 10 as described. This prevents inadmissible activation of the actuator 10 via the output stage 65 due to a possibly faulty operation of the functional unit 25.
  • the monitoring unit 30 can check the functionality of the functional unit 25 by means of mutual communication with the functional unit 25. This can be done as described in EP 0 788 581 B1. If an error is found via the communication path between the monitoring unit 30 and the functional unit 25, the actuation of the actuator 10 via the output stage 65 can be blocked independently of the values for the crank angle provided by the sensor means 55, as is also the case with EP 0788 581 Bl emerges. • With regard to the described method according to the invention, the monitoring unit 30 ultimately specifies the times at which the functional unit 25 may actuate the actuator 10 via the output stage 65. The computing power required for this is comparatively low in the event that the monitoring unit 30 also, as described above, monitors the power control of the internal combustion engine 1 by the functional unit 25.
  • a check of the correct formation of the at least one first control variable by the functional unit 25 is therefore carried out by the monitoring unit 30 based on the received value for the current crank angle in that the actuation of the actuator 10 via the output stage 65 by means of the at least one first control variable for the case is interrupted in which the value for the current crank angle corresponds to the specified value or lies in the specified range.
  • the invention was described by way of example for the control of an actuator for controlling the opening of an intake and an exhaust valve of a cylinder of the internal combustion engine 1. Accordingly, the control can be implemented for every further cylinder or any actuator of the internal combustion engine 1.

Landscapes

  • Engineering & Computer Science (AREA)
  • Computer Hardware Design (AREA)
  • General Engineering & Computer Science (AREA)
  • Microelectronics & Electronic Packaging (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

L'invention concerne un procédé et un dispositif pour commander l'unité motrice (1) d'un véhicule, qui permettent l'élimination des erreurs lors de la commande. Selon l'invention, dans un premier plan (5), est formée au moins une première variable de commande qui sert à la commande d'au moins un actionneur (10) de l'unité motrice (1). Dans un second plan (15), sur la base d'au moins une variable sélectionnée, la justesse de la formation de la ou des première(s) variable(s) de commande dans le premier plan (5) est contrôlée. La ou les première(s) variable(s) de commande servant à commander l'actionneur ou les actionneurs (10) sont soumises à l'influence du second plan (15) si la ou les variable(s) sélectionnée(s) prennent une valeur prédéterminée ou qui se situe dans une plage prédéterminée.
EP02787382A 2002-04-23 2002-11-19 Procede et dispositif pour commander l'unite motrice d'un vehicule Expired - Lifetime EP1502019B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10218014 2002-04-23
DE10218014A DE10218014A1 (de) 2002-04-23 2002-04-23 Verfahren und Vorrichtung zur Steuerung der Antriebseinheit eines Fahrzeugs
PCT/DE2002/004256 WO2003091561A1 (fr) 2002-04-23 2002-11-19 Procede et dispositif pour commander l'unite motrice d'un vehicule

Publications (2)

Publication Number Publication Date
EP1502019A1 true EP1502019A1 (fr) 2005-02-02
EP1502019B1 EP1502019B1 (fr) 2006-11-29

Family

ID=28798694

Family Applications (1)

Application Number Title Priority Date Filing Date
EP02787382A Expired - Lifetime EP1502019B1 (fr) 2002-04-23 2002-11-19 Procede et dispositif pour commander l'unite motrice d'un vehicule

Country Status (5)

Country Link
US (1) US7117829B2 (fr)
EP (1) EP1502019B1 (fr)
JP (1) JP4679824B2 (fr)
DE (2) DE10218014A1 (fr)
WO (1) WO2003091561A1 (fr)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102004014368B4 (de) * 2004-03-24 2016-12-08 Robert Bosch Gmbh Verfahren und Vorrichtung zur Steuerung von Vorgängen in einem Fahrzeug
DE102004020539B3 (de) * 2004-04-27 2005-07-28 Siemens Ag Elektronische Steuereinrichtung und Verfahren zur Steuerung des Betriebs von Kraftfahrzeugkomponenten
DE102006016894A1 (de) * 2006-04-11 2007-10-25 Robert Bosch Gmbh Verfahren und Vorrichtung zum Betreiben einer Antriebseinheit und Testvorrichtung zum Testen einer Antriebseinheit
KR101798057B1 (ko) * 2016-06-14 2017-11-15 주식회사 현대케피코 연속 가변 밸브 듀레이션 제어 시스템 및 그 동작 방법

Family Cites Families (11)

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Publication number Priority date Publication date Assignee Title
JPS606012A (ja) * 1983-06-24 1985-01-12 Yanmar Diesel Engine Co Ltd 内燃機関の吸排気弁制御装置
JPS61234213A (ja) * 1985-04-10 1986-10-18 Yanmar Diesel Engine Co Ltd 吸排気弁制御装置
JPH07180616A (ja) * 1993-12-22 1995-07-18 Mitsubishi Automob Eng Co Ltd エンジンの排気還流装置
DE4438714A1 (de) 1994-10-29 1996-05-02 Bosch Gmbh Robert Verfahren und Vorrichtung zur Steuerung der Antriebseinheit eines Fahrzeugs
JP3510044B2 (ja) * 1996-05-10 2004-03-22 トヨタ自動車株式会社 内燃機関の電磁駆動弁の始動方法
DE19723563A1 (de) 1997-06-05 1998-12-10 Fev Motorentech Gmbh & Co Kg Verfahren zur Funktionsüberwachung eines elektromagnetischen Aktuators
DE19731972C2 (de) 1997-07-24 2001-11-22 Siemens Ag Verfahren zum Steuern einer Brennkraftmaschine
DE19757334A1 (de) 1997-12-22 1999-07-01 Siemens Ag Verfahren zum Überwachen einer Steuerung eines Stellgliedes
JPH11294252A (ja) * 1998-04-13 1999-10-26 Denso Corp 電子制御装置
DE19843174C2 (de) * 1998-09-21 2000-08-17 Siemens Ag Verfahren zum Steuern einer Brennkraftmaschine
JP2001152882A (ja) * 1999-11-25 2001-06-05 Denso Corp 内燃機関の電磁駆動バルブの異常診断装置

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO03091561A1 *

Also Published As

Publication number Publication date
EP1502019B1 (fr) 2006-11-29
WO2003091561A1 (fr) 2003-11-06
US7117829B2 (en) 2006-10-10
JP2005532494A (ja) 2005-10-27
DE10218014A1 (de) 2003-11-06
US20050253455A1 (en) 2005-11-17
DE50208870D1 (de) 2007-01-11
JP4679824B2 (ja) 2011-05-11

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