EP1502019B1 - Procede et dispositif pour commander l'unite motrice d'un vehicule - Google Patents

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

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Publication number
EP1502019B1
EP1502019B1 EP02787382A EP02787382A EP1502019B1 EP 1502019 B1 EP1502019 B1 EP 1502019B1 EP 02787382 A EP02787382 A EP 02787382A EP 02787382 A EP02787382 A EP 02787382A EP 1502019 B1 EP1502019 B1 EP 1502019B1
Authority
EP
European Patent Office
Prior art keywords
control variable
plane
drive unit
actuator
controlling
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.)
Expired - Lifetime
Application number
EP02787382A
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German (de)
English (en)
Other versions
EP1502019A1 (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

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/26—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor
    • F02D41/266—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 a device for controlling the drive unit of a vehicle according to the preamble of the independent claims, for example from US Pat. No. 6,230,094.
  • EP 0 788 581 B1 also discloses a method and a device for controlling the drive unit of a vehicle.
  • a computing element is provided which performs both the control of the power of the drive unit and the monitoring of this power control.
  • the computing element has at least two, at least outside the error case mutually non-influencing program levels, wherein in a first level at least one control variable for controlling the power of the drive unit is formed at least in an operating condition of the vehicle, wherein in a second level on the basis of selected sizes the correct formation of the at least one control variable in the first level is checked.
  • 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 plane if the at least one selected variable has a predetermined value or within a given range.
  • the at least one selected variable has a predetermined value or within a given range.
  • the at least one first control variable is suppressed when the at least one first control variable is influenced by the second plane.
  • the control of the at least one actuator by the at least one first control variable by the second level locked 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 formed at least one first control variable has been forwarded to an output stage for controlling the at least one actuator essentially unchanged or has been influenced on the basis of the second level. In the second case, an error can be detected in the first level and consequently at least one second control variable for at least partial shutdown of the power of the drive unit can be formed.
  • the opening of an inlet and / or an outlet valve of at least one cylinder of the drive unit is controlled by the at least one first control variable.
  • a faulty control of the intake and / or exhaust valve may 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 here to a safety-critical impact 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
  • 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 exhaust valve for exhaust gas removal.
  • a piston that drives a crankshaft moves in the respective cylinder.
  • the current crankshaft angle or crank angle is detected by sensor means 55.
  • the sensor means 55 outputs 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 the control unit from.
  • the control unit 20 comprises a first level 5 and a second level 15.
  • means 25 for Forming at least a first control variable for controlling at least one actuator 10 of the internal combustion engine 1 is provided.
  • means 30 for checking the correct formation of the at least one first control variable in the first level 5 are provided.
  • 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 the position of an accelerator pedal, the speed specification of a vehicle speed controller, etc.
  • the functional unit 25 can derive therefrom at least one second control variable for controlling the power 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 functional unit 25 can also be supplied with operating variables of the internal combustion engine 1 and / or of the vehicle, which are detected by measuring devices (not shown in FIG. 1). These operating variables are also supplied to the monitoring unit 30 for monitoring the functional unit 25. These operating variables may 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 optionally reset it in order to control the control of the internal combustion engine in the event of an error.
  • the at least one first control variable formed by the functional unit 25 is applied to a first input 70 of an AND gate 60 out.
  • the monitoring unit 30 forms an influencing signal of the at least one first control variable as a function of the received current crank angle.
  • the influencing signal is applied to a second input 75 of the AND gate 60. It can take 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 equal to 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, actuates an actuator 10 for setting the opening degree of the inlet and / or outlet valve of a corresponding cylinder of the internal combustion engine 1.
  • the actuator 10 is caused via the output stage 65 to close the inlet and the exhaust valve of the corresponding cylinder to prevent a collision with the piston of the cylinder.
  • FIG. 2 shows in detail the monitoring unit 30, wherein the same reference numerals denote 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 delivered to comparison means 40.
  • the monitoring unit 30 comprises presetting means 45 for specifying a crank angle value or a crank angle range.
  • the default means 45 may be formed as memory and are also connected to the comparison means 40.
  • the comparing means 40 compares the received current crank angle with the predetermined value or range for the crank angle.
  • the comparison result is transmitted by the comparison means 40 to influencing means 35 of the monitoring unit 30 delivered, which form the influence signal described and deliver to the input 75 of the AND gate 60.
  • the influencing means 35 If the current value of the crank angle corresponds to the predetermined value or is within the predetermined range, then the influencing means 35 output the value zero to the second input 75 of the AND gate 60 as an influencing signal. Otherwise, the influencing means 35 output the value one as an influencing signal to the second input 75 of the AND gate 60.
  • the predetermined crank angle value or the predefined crank angle range which is stored in the default means 45 can advantageously be chosen so 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 comparing means 40 obtains a value for a current crank angle via the receiving means 50 from the sensor means 55 corresponding to the predetermined value or within the predetermined range, then the at least one first control amount is output from the AND gate by means of the zeroing influence signal 60 and thus prevents opening of the inlet and the outlet valve and thus prevents a collision with the piston of the corresponding cylinder. Otherwise, the activation 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 output by it was influenced by the monitoring unit 30. Is this In the case, the functional unit 25 recognizes an error case which is based either on a faulty function of the monitoring unit 30, an erroneous function of the AND gate 60 or an erroneous function of the functional 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 such that the at least one second control variable effects 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, then for the detected error case, for example, the fuel injection for one or more cylinders of the internal combustion engine 1 is interrupted, the ignition for exposed to one or more cylinders of the internal combustion engine 1 and / or the air supply to one or more of the cylinders are interrupted.
  • the functional unit 25 does not detect an error case, i. detects a match of the output signal of the AND gate 60 with the output at least a first control variable, no such error measure is initiated and the at least one second control variable is not changed for at least partial shutdown of the power of the internal combustion engine 1.
  • the functional unit 25 by means of the at least one second control variable just those or those cylinders of the internal combustion engine 1 in the manner described hides, in which an influencing provided for them each at least a first control variable by the monitoring unit 30 takes place. In this way, the cylinder or cylinders affected by the respective error case can be hidden.
  • the functional unit 25 functions correctly with respect to the activation of the actuator 10 if it forms the at least one first control variable only for such crank angles currently received by the sensor means 55, which do not correspond to the predetermined crank angle value or are not within the predetermined crank angle range.
  • the functional unit 25 comprise the components of the monitoring unit 30 shown in Figure 2 corresponding components, instead of the influencing means 35 means for forming the at least one first control variable are provided, as described depending on the comparison result as the at least form a first control variable or not.
  • the means for forming the at least one first control variable of course, further operating parameters of the internal combustion engine 1 and / or the vehicle supplied, which are only indicated in Figure 1, but for the formation of at least one first control variable are also important.
  • the monitoring unit 30 can monitor the functional unit 25 in the manner described in EP 0 788 581 B1 in a system with an electrically operable throttle valve, wherein this electrically operable throttle valve can also be controlled by the functional unit 25.
  • the functional unit 25 and the monitoring unit 30 can be realized by means of different arithmetic units or processors. However, the functional unit 25 and the monitoring unit 30 can also be realized in the same arithmetic unit or in the same processor. It can also be provided that at least part of the functions of the monitoring unit 30 in the arithmetic unit of the functional unit 25 is realized and the remaining part in its own processor or in its own arithmetic unit.
  • the occurrence of potential errors in the formation of the at least one first control variable can be prevented by the influencing signal, so that it is not only necessary to react to the occurrence of an error and the reaction time required for this has to be awaited. If a situation exists in which an error can occur, in the example described a predetermined value or a predetermined range for the crank angle, then the monitoring unit 30 can block the activation of the corresponding actuator 10 as described. This prevents an inadmissible actuation of the actuator 10 via the output stage 65 due to 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 should be detected via the communication path between the monitoring unit 30 and the functional unit 25, the triggering of the actuator 10 can be blocked via the output stage 65 independently of the values for the crank angle supplied by the sensor means 55, as is also known from EP 0788 581 B1. With regard to the described method according to the invention, the monitoring unit 30 ultimately specifies at what times the functional unit 25 is allowed to control the actuator 10 via the output stage 65. The required amount of computing power is comparatively small in the event that the monitoring unit 30, as described above, performs a monitoring of 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 thus realized by the monitoring unit 30, starting from the received value for the current crank angle, that the actuation of the actuator 10 via the output stage 65 by means of at least one first control variable for the case is interrupted, in which the value for the current crank angle is equal to the predetermined value or within the predetermined range.
  • the invention has been described by way of example for the control of an actuator for the control of the opening of an intake and an exhaust valve of a cylinder of the internal combustion engine 1. Accordingly, the control for each additional cylinder or actuator of the internal combustion engine 1 can be realized.

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)

Claims (10)

  1. Procédé de commande de l'unité motrice (1) d'un véhicule, selon lequel
    au moins une première grandeur de commande est formée dans un premier niveau (5) pour commander au moins un actionneur (10) de l'unité motrice (1),
    la formation correcte de la première grandeur de commande dans le premier niveau (5) est contrôlée dans un second niveau (15) au moyen d'une grandeur sélectionnée,
    caractérisé en ce que
    la première grandeur de commande destinée à la commande de l'actionneur (10) est influencée par le second niveau (15) dans le sens d'une prévention d'une commande non conforme de l'actionneur (10), si la grandeur sélectionnée prend une valeur prédéterminée de manière fixe ou se situe dans une zone prédéterminée de manière fixe.
  2. Procédé selon la revendication 1,
    caractérisé en ce que
    la valeur prédéterminée, ou la zone prédéterminée, est détectée dans le second niveau (15) sur la base de la grandeur sélectionnée.
  3. Procédé selon la revendication 1 ou 2,
    caractérisé en ce que
    la première grandeur de commande est atténuée par l'influence de la première grandeur de commande côté second niveau (15).
  4. Procédé selon la revendication 1, 2 ou 3,
    caractérisé en ce que
    la première grandeur de commande influencée par le second niveau (15) est signalée en retour au premier niveau (5).
  5. Procédé selon la revendication 4,
    caractérisé en ce qu'
    au moins une seconde grandeur de commande destinée à la commande de la puissance de l'unité motrice (1) est formée dans le premier niveau (5) en fonction de l'état signalé en retour de la première grandeur de commande.
  6. Procédé selon la revendication 5,
    caractérisé en ce que
    la seconde grandeur de commande est formée dans le premier niveau pour l'interruption au moins partielle de la puissance de l'unité motrice (1), si une influence de la première grandeur de commande est constatée.
  7. Procédé selon la revendication 5 ou 6,
    caractérisé en ce que
    l'injection de carburant, l'allumage ou l'alimentation en air pour au moins un cylindre de l'unité motrice (1) sont commandés par la seconde grandeur de commande.
  8. Procédé selon l'une des revendications précédentes,
    caractérisé en ce que
    l'ouverture d'une soupape d'admission et/ou d'une soupape d'échappement d'au moins un cylindre de l'unité motrice (1) est commandée par la première grandeur de commande.
  9. Procédé selon l'une des revendications précédentes,
    caractérisé en ce que
    la grandeur sélectionnée est dérivée d'un angle de vilebrequin d'au moins un cylindre de l'unité motrice (1).
  10. Dispositif (20) de commande de l'unité motrice (1) d'un véhicule, dans lequel
    un premier niveau (5) comprenant des moyens (25) permet de former au moins une première grandeur de commande destinée à la commande d'au moins un actionneur (10) de l'unité motrice (1),
    un second niveau (15) comprenant des moyens (30) permet de contrôler la formation correcte de la première grandeur de commande dans le premier niveau (5) au moyen d'au moins une grandeur sélectionnée,
    caractérisé en ce que
    des moyens (35) permettent d'exercer une influence sur la première grandeur de commande destinée à la commande de l'au moins un actionneur (10) dans le second niveau,
    des moyens (40) permettent de comparer la grandeur sélectionnée avec une valeur prédéterminée de manière fixe ou une zone prédéterminée de manière fixe, et
    les moyens (35) influencent la première grandeur de commande dans le sens d'une prévention d'une commande non conforme de l'actionneur (10) en fonction du résultat de la comparaison.
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 EP1502019A1 (fr) 2005-02-02
EP1502019B1 true EP1502019B1 (fr) 2006-11-29

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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)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN107503817A (zh) * 2016-06-14 2017-12-22 现代凯菲克株式会杜 用于控制连续可变阀门持续时间的系统及其操作方法

Families Citing this family (3)

* 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

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

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN107503817A (zh) * 2016-06-14 2017-12-22 现代凯菲克株式会杜 用于控制连续可变阀门持续时间的系统及其操作方法
CN107503817B (zh) * 2016-06-14 2019-11-26 现代凯菲克株式会杜 用于控制连续可变阀门持续时间的系统及其操作方法

Also Published As

Publication number Publication date
WO2003091561A1 (fr) 2003-11-06
US7117829B2 (en) 2006-10-10
JP2005532494A (ja) 2005-10-27
DE10218014A1 (de) 2003-11-06
EP1502019A1 (fr) 2005-02-02
US20050253455A1 (en) 2005-11-17
DE50208870D1 (de) 2007-01-11
JP4679824B2 (ja) 2011-05-11

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