Abstract:
A method for triggering an internal combustion engine of a certain type according to a state machine is provided, in which a possible operating state of the engine, which is assigned to a layer n of the state machine, is first set. In an additional layer (n+1), sub-states to the previously determined operating state are specified. For triggering different type engines, the method provides that the state machine has at least two groups of layers, the first group of layers representing operating states that the engine of the certain type has in common with engines of another type, and the second group of layers representing operating states that are specific to the engine of the certain type.

Description:
FIELD OF THE INVENTION 
   The present invention relates to a method for operating an internal combustion engine according to a state machine, and also relates to a computer program and a control unit for carrying out the method. 
   BACKGROUND INFORMATION 
   State machines are known in the art, in particular in software development. In general, they graphically represent different states of a system. The individual states of the system are represented by parameters and values assigned thereto, which are queriable by software modules. Such state machines, e.g., as shown in  FIG. 4 , are known also for internal combustion engines; in this case the state machines specify several possible operating states, which are represented in  FIG. 4  by solid dots, for operating the internal combustion engine of the certain type, and permitted transitions between these operating states. The operating states in the state machines may be grouped into a plurality of layers (1 . . . n, n+1, . . . N). The layers are hierarchically structured in such a way that at least one layer n is superordinated by at least one additional layer n+1, which includes at least one sub-state for an operating state associated with layer n. 
   Known state machines for internal combustion engines have successively increased over time; they have been further and further expanded as needed for special individual applications. This is the reason why existing state machines for internal combustion engines are now very complex and awkward. When known state machines are to be used for individual applications in conjunction with internal combustion engines of a certain type, it is now indispensable that with the implementation of the known state machines a plurality of components or sub-systems, which would not be absolutely necessary for the specific individual applications, must also be installed. 
   It is an object of the present invention to provide a method, computer program and control unit such that simple and lean adaptation to various internal combustion engines of different types is made possible. 
   SUMMARY 
   According to the present invention, layer n and all layers hierarchically superordinated thereto in the hierarchical structure of the state machine each represent operating states which the engine of the certain type has in common with engines of another type, and the additional layer and all layers subordinated thereto in the hierarchical structure of the state machine represent operating states which are specific to the engine of the certain type. 
   Engines of different types may be diesel engines and gasoline engines, for example. 
   Due to the division of the layers of the state machine according to the present invention, when switching from one type of engine used to another, it is only necessary to replace or adapt those layers in the state machine that are specific to a certain engine. All other layers of the state machine remain unaffected by the change. These other layers/software and engine control unit parts, which depend only on the generic (reusable) layers of the state machine, may be used in different types of engines without adaptation. 
   In other words, when switching from one type of engine used to another, it is now no longer necessary to transfer the entire state machine, which basically includes the operating states of a plurality of engines of different types. Instead, in a new engine type, it is possible to use initially only those layers of the state machine which represent operating states that are usable for multiple engines, i.e., are engine-type-independent. Only those layers of the additional layers of the state machine which are suitable for the specific engine used need to be transferred to the new type. Even within a selected additional layer, individual un-needed operating state modules may be eliminated or replaced. Other additional layers which are basically available in the state machine may be omitted. In this way, efficient adaptation of the state machine to a desired application is possible. 
   According to a first exemplary embodiment of the present invention, the state machine for the internal combustion engine has four layers. The first layer represents an operating state “engine trigger.” The operating states “start,” “normal operation,” and “after-run” are defined as sub-states of the operating state “engine trigger” in the second layer. The third layer in turn represents sub-states of the operating states of layer  3 . It includes the sub-states “standby,” “ready,” “start phase,” “idle,” “accelerate,” “coast,” and “end.” Finally, the fourth layer includes the “preheat” or “no preheat” states as sub-states of the “ready” operating state in the third layer. In this exemplary embodiment, the first through third layers represent operating states that are non-specific to the engine of the certain type, and the fourth layer includes operating states which are specific to the engine of the certain type. 
   Other advantageous example embodiments of the method are provided, in which the state machine is designed in such a way that a transition between individual operating states represented by it is only possible under certain circumstances. It is furthermore advantageous if the method provides that the state machine represents not only operating states of the engine, but also different operating states of an engine control unit. 
   The present invention also provides a computer program for the control unit of the internal combustion engine and by the control unit itself. 

   
     BRIEF DESCRIPTION OF THE DRAWINGS 
       FIG. 1  shows the basic hierarchical structure of a state machine according to the present invention. 
       FIG. 2  shows the operating states of the engine and the engine control unit represented by the state machine. 
       FIG. 3  shows a control unit and an engine. 
       FIG. 4  shows generic, hierarchically structured layers of a state machine. 
   

   DETAILED DESCRIPTION 
     FIG. 1  shows an example of a basic structure of a state machine  12  for triggering an engine of a certain type according to the present invention. 
     FIG. 3  shows an engine of a certain type  20 , which is triggered by a control unit  10  according to the state machine  12  stored therein. A starter  15  triggered by control unit  10  is used for starting engine  20 . 
   Basic structure  12  of the state machine shown in  FIG. 1  has a total of five layers n=0 . . . 4. An uppermost layer n=0 represents the operating state “engine trigger.” This is a superordinate concept, i.e., state of all possible operating states of the engine and the control unit. In the following, initially only the different operating states of the engine will be discussed; a discussion of the different operating states of the control unit follows further below. 
   The uppermost operating state in layer n=1 is “engine trigger”  1 - 6 . In a layer n=2 below the first layer, various operating states of the engine, specifying the superordinate operating state “engine trigger,” are combined; these are the operating states “standby”  2 - 7  (optional), “start”  2 - 8 , “normal operation”  2 - 9 , and “after-run”  2 - 10 . The term “start” combines all sub-states of the engine that are used for preparing the engine for start, as well as for executing the start. These sub-states are the states “ready”  3 - 1  and “start phase”  3 - 2 , which are specified in a layer n=3. Similarly, in third layer n=3, the sub-states “idle”  3 - 3  and “accelerate”  3 - 4  are described as sub-states for the superordinate state “normal operation”  2 - 9  in second layer n=2. Third layer n=3 includes the states “start-up”  3 - 5  and “end”  3 - 6  as substates to the superordinate operating state “after-run”  2 - 9  of the engine as it is referred to in the second layer. Finally, the state machine shown in  FIG. 1  has a fourth layer n=4, in which the state “ready” from third layer n=3 is specified in more detail, for example. For example, in the case of diesel engines, it may be checked during this “ready” state whether a “preheating state”  4 - 1  or a “no preheating” state  4 - 2  has been reached. 
   According to the present invention, the first through third layers n=1 to 3, when they concern the engine, rather than the control unit, represent only the operating states which the engine of a certain type, for example, a gasoline engine, has in common with engines of another type, for example, diesel engines. In contrast, the fourth layer n=4 represents predominantly operating states which are specific to engines of certain types such as diesel engines or gasoline engines. 
   The individual operating states mentioned so far and the possible transitions between these operating states during the operation of the engine are described in detail below with reference to  FIG. 2 . 
   As is evident from  FIG. 2 , all possible operating states of the engine of the certain type are represented within the state “engine trigger”  1 - 6 , which includes the sub-states “standby”  2 - 7 , “start”  2 - 8 , “normal operation”  2 - 9 , and “after-run”  2 - 10 . “Standby” state  2 - 7  is a power-saving mode in which certain electrically operated secondary units of the engine may be switched off. In the “standby” state, communication with other control units via a network is possible. In addition, during this state, the engine operating temperature and/or the throttle valve spring may be monitored, fuel may be pre-supplied to the engine, or the emergency shutdown may be tested, for example. 
   When the ignition of the vehicle occurs, i.e., the engine is turned on during “standby” state  2 - 7  or some other equivalent information is supplied to the control unit, the engine controller exits the “standby” state and switches to a “ready” state  3 - 1 ; engine  20  may then immediately start. In the “ready” state, power consumers still may be monitored; in diesel engines, the preheat process may be performed in the “ready” state according to a subordinate layer n=4. However, as soon as starter  15  of the engine is activated and a rotational speed of the engine which is greater than a predefined threshold value Thr 0  has been detected, the system exits this “ready” state  3 - 1  and the engine switches to “start phase” state  3 - 2 . Alternatively, if the ignition is turned off during “ready” state  3 - 1 , no transition to the “start phase” state, but to “coast” state  3 - 5  takes place. 
   “Start phase” state  3 - 2  is used for making the engine bring itself to run. If this cannot be done, i.e., if the engine stalls, which means that the rotational speed of the engine remains below a predefinable threshold value Thr 1  for a certain minimum period of time, the system jumps back to “ready” state  3 - 1 . In contrast, if the start phase is successfully completed, i.e., the rotational speed of the engine exceeds a predefinable second threshold value Thr 2 , state machine  12  transitions within second layer n=2 from operating state “start”  2 - 8  to operating state “normal operation”  2 - 9 . 
   More precisely, after the start phase the engine first transitions into an “idle” state  3 - 3  in third layer n=3 of the state machine, as illustrated in  FIG. 2 . Depending on the intent of the driver of a vehicle in which the engine is installed, or depending on the driving situation, the operating state of the engine changes during “normal operation” state  2 - 9  between the sub-states “idle”  3 - 3  and “accelerate”  3 - 4 . If engine  20  stalls while it is in “normal operation,” the system transitions into operating state “start”  2 - 8  within layer n=2, more precisely, into “ready” state  3 - 1  within layer n=3. In contrast, if “normal operation” state  2 - 9  is terminated properly by switching off the ignition, the engine transitions into an “after-run” state  2 - 10  in layer n=2. After the ignition is turned off, within operating state “after-run”  2 - 10 , the engine first transitions into “coast” state  3 - 5  in layer n=3. This state is characterized in that, although the ignition is turned off, the engine is still coasting, i.e., its rotational speed is still different from zero. Engine  20  does not exit this “coast” state  3 - 5  going into an “end” state  3 - 6  in third layer n=3 until the rotational speed of the engine drops below a predefined threshold value Thr 3 . This state characterizes the final shutoff of the engine, where certain units such as a fan may still run, for example, to cool the engine, although the ignition has been switched off and the rotational speed is zero. 
   As soon as the “after-run” state is terminated, the engine switches to “standby” state  2 - 7  within the second layer. This occurs if the ignition is not turned on again during “after-run” state  2 - 10 . 
   However, if the ignition is turned on again during this “after-run” state  2 - 10  in second layer n=2, there are three alternative procedures for controlling the engine. A first alternative is the engine switching from “after-run” state  2 - 10  to “start” state  2 - 8  within second layer n=2. With respect to third layer n=3, it is irrelevant for this changeover whether engine  20  is in “coast” state  3 - 5  or “end” state  3 - 6  when the ignition is turned on again; in either case, the engine goes into “ready” state  3 - 1  when the ignition is turned on. Alternatively, there is the possibility to exit “engine trigger” state  1 - 6  and go into a “reset” state  1 - 2  of control unit  10  for engine  20 . As a third alternative, there is the possibility to go into an “off” state  1 - 1  of control unit  10 . 
   In addition to operating state “engine trigger”  1 - 6 , which, as described above, includes all essential operating states of the engine, state machine  12  may also include different operating states of engine control unit  10 . These are, as  FIG. 2  shows, the states “off”  1 - 1 , “reset”  1 - 2 , “boot”  1 - 3 , “initialize”  1 - 4 , and “shut down”  1 - 5 . As is evident from the structure of the reference symbols, these states are situated at the same hierarchical level as “engine trigger” state  1 - 6  of first layer n=1 in state machine  12 . 
   The transitions between these individual states of engine control unit  10 , as well as the transitions between these states and the above-described states of the engine, are briefly described below. 
   The context for discussing the above-described state machine  12  is a situation in which a computer or a microcontroller in control unit  10 , on which a computer program for executing the above-described and claimed method runs, is off. Provided control unit  10 , together with engine  20 , is installed in a vehicle, the computer is off, for example, as long as the doors of the vehicle, e.g., the driver&#39;s door, are still closed or another defined wake-up event has not yet occurred. Such an “off” state is labeled in  FIG. 2  with the reference symbol  1 - 1 . However, as soon as the driver&#39;s door, for example, is opened, a switch is actuated, which causes control unit  10  to exit this state  1 - 1  and go into a “reset” state  1 - 2 . During this state  1 - 2 , control unit  10  is set at a predefined initial condition. Control unit  10  then automatically goes from “reset” state  1 - 2  to “boot” state  1 - 3  in which the control unit is started up. Within the “boot” state, control unit  10  sequentially runs through the states “pre-initialize”  2 - 1 , “speed initialize”  2 - 2 , and “post-initialize”  2 - 3 . After terminating “boot” state  1 - 1 , control unit  10  automatically goes into “initialize” state  1 - 4 , in which different adaptations take place and in particular interim values are preassigned to certain parameters. This takes place by sequentially running through the states “standard boot”  2 - 4 , “customer boot”  2 - 5 , and “operating system preparation”  2 - 6 . At the end of the “initialization” process, control unit  10  automatically goes into “engine trigger” state  1 - 6  in first layer n=1. More precisely, the control unit then goes over to “standby” state  2 - 7  in layer n=2. 
   The engine is normally started after the ignition is turned on from “standby” state  2 - 7 , as described in detail above. In addition, different conditions may be pre-programmed, under which conditions the engine goes from “standby” state  2 - 7  not into “ready” state  3 - 1 , but into “shut down” state  1 - 5  of control unit  10 . This is the case, for example, if “standby” state  2 - 7  was assumed after exiting “after-run” state  2 - 9 . The control unit is prepared for shutoff in the “shut down” state. When the “shut down” state has been terminated, the control unit goes automatically into “off” state  1 - 1 . However, if the ignition is turned on again during the “shut down” state or another equivalent event occurs, control unit  10  goes into “reset” state  1 - 2  to go automatically from there into the “boot” state as described above.