EP0365528A1 - Systeme pour regler l'angle de la soupape d'etranglement. - Google Patents

Systeme pour regler l'angle de la soupape d'etranglement.

Info

Publication number
EP0365528A1
EP0365528A1 EP88902799A EP88902799A EP0365528A1 EP 0365528 A1 EP0365528 A1 EP 0365528A1 EP 88902799 A EP88902799 A EP 88902799A EP 88902799 A EP88902799 A EP 88902799A EP 0365528 A1 EP0365528 A1 EP 0365528A1
Authority
EP
European Patent Office
Prior art keywords
throttle valve
angle
idle stop
servomotor
valve angle
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
EP88902799A
Other languages
German (de)
English (en)
Other versions
EP0365528B1 (fr
Inventor
Herbert Arnold
Michael Horbelt
Rudiger Jautelat
Peter Werner
Manfred Mezger
Gunther Plapp
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 EP0365528A1 publication Critical patent/EP0365528A1/fr
Application granted granted Critical
Publication of EP0365528B1 publication Critical patent/EP0365528B1/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
    • F02D31/00—Use of speed-sensing governors to control combustion engines, not otherwise provided for
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D31/00—Use of speed-sensing governors to control combustion engines, not otherwise provided for
    • F02D31/001—Electric control of rotation speed
    • F02D31/002—Electric control of rotation speed controlling air supply
    • F02D31/003—Electric control of rotation speed controlling air supply for idle speed control
    • F02D31/004—Electric control of rotation speed controlling air supply for idle speed control by controlling a throttle stop
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/16—End position calibration, i.e. calculation or measurement of actuator end positions, e.g. for throttle or its driving actuator

Definitions

  • the invention relates to a system for setting the throttle valve angle according to the preamble of the main claim.
  • Electronic control devices are used to adjust the throttle valve angle of internal combustion engines
  • the idle stop which is the idle throttle angle
  • the idle speed is influenced or regulated.
  • the throttle valve can be opened up to relatively large angles Q , which results in considerable malfunctions.
  • the fault can occur, for example, when a motor control line of the servomotor is short-circuited to the battery voltage or ground.
  • the state of the device output terminals which serve to control the servomotor of the idle stop, could be monitored using appropriate circuitry measures.
  • a deviation from the target state could be recognized by a computer and appropriate countermeasures could be initiated.
  • the disadvantage of such a monitoring device is the additional circuitry and the assignment of inputs to the control, which could then no longer be used for other purposes.
  • a system for adjusting the throttle valve angle with the features of the main claim has the advantage that no additional circuitry is required, since monitoring of the idle throttle valve angle is always carried out when the throttle valve is applied to the idle stop by comparing the current throttle valve angle with the last one when the throttle valve is applied, the throttle valve angle measured.
  • the existing electronic control device can be used without additional circuitry.
  • the actual value setpoint query can be carried out cyclically done at high frequency.
  • FIG. 1 shows the block diagram of a system for setting the idle stop
  • Figure 2 is a speed throttle valve diagram
  • FIG. 3 shows a flow chart to explain the mode of operation of the system for adjusting the throttle valve angle.
  • the block diagram shown in FIG. 1 contains a servomotor 1 for setting an idle stop 2.
  • the idle stop 2 can be varied in the direction of arrow a.
  • a throttle valve 3 with the throttle valve angle ⁇ bears against the idling stop 2.
  • An engine control MS receives information about the engine temperature T, the speed n, the throttle valve angle ⁇ and, via a signal line K, the information as to whether the throttle valve 3 is in contact with a contact 4 of the stop 2 at several S-control inputs.
  • the engine control MS has access to a memory 5 in which setpoints and actual values of throttle valve angles are stored.
  • the motor control MS actuates the servomotor 1 via a motor control 6 and an output stage 7 in order to bring the stop 2 into the respectively required position.
  • the diagram shown in FIG. 2 shows the throttle valve angle ⁇ and the speed n as a function of time.
  • the position of the idle stop is indicated by vertical arrows S1 to S5.
  • the solid lines for speed n and throttle valve angle ⁇ show the ⁇ -n dependence starting from idling at time t1 up to the maximum throttle valve angle at t2.
  • the interrupted -n lines indicate the case when the throttle valve angle ⁇ is reduced at a time t3 by completely withdrawing the pedestrian.
  • the position of the idle stop changes from the position S1 to the position S2 by a corresponding tracking, in order to briefly set a higher idle speed when the pedals are suddenly withdrawn.
  • the throttle valve bears against the idling stop located in the position S2 at time t4
  • this is changed in the direction of the position S1, since this position S1 represents the throttle valve angle 1 previously stored temporarily in the memory 5.
  • the idling stop 2 can be moved back to the position S5, which corresponds to the position S1, within a fraction of a second.
  • the motor control MS could recognize on the basis of the temporarily stored throttle valve angle that there is a fault since the idling stop 2 moves away from the correct throttle valve angle ⁇ . The motor control MS could then interrupt the actuation of the servomotor 1 or initiate a reversal of direction.
  • the setpoint value for the idling stop is the throttle valve angle ⁇ 1. This setpoint is only changed by the engine control MS when the throttle valve 3 is in contact with the stop 2 when the operating conditions have changed. If a new setpoint is specified, the engine control MS can also monitor in this case whether the servomotor 1 moves the idling stop 2 in the correct direction, since when the throttle valve 3 is applied, the position of the idling stop 2 is checked via the throttle valve angle ⁇ v / earth.
  • the function of the system according to the invention is explained on the basis of the flow chart shown in FIG.
  • the flow chart shown in FIG. 3 comprises 16 program steps P1 to P16.
  • the program steps are processed by the motor control MS (FIG. 1) in a fixed grid.
  • program step P1 it is first determined whether there is idle operation. If this is not the case, the RAM cells ZAEHLER and ⁇ DIFF required for monitoring the servomotor control, which are stored in the memory 5, are set in a defined manner. This follows in program steps P2, P3.
  • ⁇ DIFF contains the difference between the last measured and temporarily stored throttle valve angle ⁇ 1 and the throttle valve angle ⁇ 2.
  • a value A is temporarily stored in the memory 5, the value A corresponding to the difference between ⁇ 1 and the current throttle valve value ⁇ .2.
  • program step P5 it is checked whether the content of the RAM cell ZAEHLER is greater than or equal to the value MAX1.
  • the value MAX1 corresponds to the maximum number of servomotor control attempts with the requirement to reduce the difference between ⁇ 1 and ⁇ 2. If this value MAXI has not yet been exceeded, the program step P6 asks whether the amount of A is greater than or equal to a throttle valve threshold SCHW.
  • ⁇ SCHW represents an insensitivity range in which there is no actuation of the actuator.
  • the value A for the next processing grid is transferred to ⁇ DIFF in program step P16. If the insensitivity range is exceeded, it is checked in program step P7 whether the amount of the current difference has increased compared to the amount of the difference from the previous processing grid, stored in ⁇ DIFF. If this is not the case, the program jumps to step P16. Otherwise, the current throttle valve value ⁇ 1 (i) is compared with the throttle valve value ⁇ 1 (i-1) from the last processing grid in program step P8. This procedure prevents the new throttle valve value ⁇ 1 from changing the throttle valve difference so that a fault is erroneously recognized.
  • ⁇ 1 (i) and ⁇ 1 (i-1) are not identical, the program is continued at program step P16.
  • the servomotor 1 is controlled in program step P9 so that the difference between 1 and 2 becomes smaller.
  • the content of ZAEHLER is incremented.
  • the newly calculated throttle valve difference is then transferred from A to ⁇ DIFF in program step P16. If it is determined in program step P5 that the content of ZAEHLER is greater than or equal to MAX1, the content of ZAEHLER is compared with MAX2 at P11.
  • the difference between MAX2 and MAX1 corresponds to the maximum number of servomotor control pulses for the control mode "stopping the motor with high potential".

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

Un système pour régler l'angle de la soupape d'étranglement de moteurs à combustion interne permet d'effectuer le réglage de la butée de ralenti pour l'angle de la soupape d'étranglement au ralenti et de surveiller l'apparition de défaillances. L'application de la soupape d'étranglement sur la butée de ralenti actionne un contact qui entraîne une mémorisation intermédiaire de l'angle réel de ladite soupape, lequel représente donc la position de la butée de ralenti. Si, par exemple, cette position vient à se modifier en marche, la mesure de l'angle de la soupape d'étranglement permet de déterminer la nouvelle position de la butée lors d'une nouvelle application de ladite soupape. Une comparaison valeur réelle-valeur théorique permet alors de constater un éventuel incident et de déclencher une commande correspondante du servomoteur. Ce système offre l'avantage de permettre la détection d'un incident se produisant dans la région du servomoteur, sans frais supplémentaires de câblage.
EP19880902799 1987-06-19 1988-03-30 Systeme pour regler l'angle de la soupape d'etranglement Expired - Lifetime EP0365528B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3720255 1987-06-19
DE19873720255 DE3720255A1 (de) 1987-06-19 1987-06-19 System zur einstellung des drosselklappenwinkels

Publications (2)

Publication Number Publication Date
EP0365528A1 true EP0365528A1 (fr) 1990-05-02
EP0365528B1 EP0365528B1 (fr) 1991-10-30

Family

ID=6329884

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19880902799 Expired - Lifetime EP0365528B1 (fr) 1987-06-19 1988-03-30 Systeme pour regler l'angle de la soupape d'etranglement

Country Status (6)

Country Link
US (1) US5046467A (fr)
EP (1) EP0365528B1 (fr)
JP (1) JPH02503939A (fr)
KR (1) KR0121325B1 (fr)
DE (2) DE3720255A1 (fr)
WO (1) WO1988010365A1 (fr)

Families Citing this family (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4221768C2 (de) * 1992-07-02 2002-11-07 Bosch Gmbh Robert Verfahren und Vorrichtung zur Steuerung einer Verstelleinrichtung in einem Fahrzeug
JP2836455B2 (ja) * 1993-09-08 1998-12-14 三菱自動車工業株式会社 アイドルスピードコントロールシステムの診断方法
JP3627333B2 (ja) * 1995-12-27 2005-03-09 日産自動車株式会社 圧力スイッチの診断装置
US5749343A (en) * 1996-10-07 1998-05-12 General Motors Corporation Adaptive electronic throttle control
US5757596A (en) * 1997-01-21 1998-05-26 Ford Global Technologies, Inc. Motor control assembly and method of controlling same
DE102004053265A1 (de) * 2004-11-04 2006-05-11 Robert Bosch Gmbh Verfahren und Vorrichtung zur Adaption eines Anschlags eines elektrisch angesteuerten Stellgliedes
KR100811754B1 (ko) * 2006-10-10 2008-03-11 현대자동차주식회사 디젤엔진의 스월 컨트롤 액츄에이터의 링키지 길이 및 각도설정 방법 및 그 시스템
DE102011008737B4 (de) * 2011-01-17 2021-05-06 Andreas Stihl Ag & Co. Kg Verbrennungsmotor, Diagnosegerät für einen Verbrennungsmotor und Verfahren zur Einstellung eines Verbrennungsmotors

Family Cites Families (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS57108435A (en) * 1980-12-24 1982-07-06 Fuji Heavy Ind Ltd Speed controller of engine
DE3100825A1 (de) * 1981-01-14 1982-08-12 Robert Bosch Gmbh, 7000 Stuttgart Einrichtung zum steuern der zuend- und/oder kraftstoffeinspritz- und/oder getriebeschaltvorgaenge bei brennkraftmaschinen
JPS57131834A (en) * 1981-02-10 1982-08-14 Automob Antipollut & Saf Res Center Engine speed control device
DE3235497A1 (de) * 1981-09-25 1983-04-14 Mitsubishi Denki K.K., Tokyo Steuervorrichtung fuer eine brennkraftmaschine
DE3322242A1 (de) * 1982-07-23 1984-01-26 Robert Bosch Gmbh, 7000 Stuttgart Einrichtung zur funktionsueberwachung elektronischer geraete, insbesondere mikroprozessoren
DE3322240A1 (de) * 1982-07-23 1984-01-26 Robert Bosch Gmbh, 7000 Stuttgart Sicherheits-notlaufeinrichtung fuer den leerlaufbetrieb von kraftfahrzeugen
DE3322074A1 (de) * 1982-07-23 1984-01-26 Robert Bosch Gmbh, 7000 Stuttgart Notlaufeinrichtung fuer mikrocomputergesteuerte systeme
JPS5932645A (ja) * 1982-08-16 1984-02-22 Mazda Motor Corp エンジンのアイドル回転制御装置
US4611560A (en) * 1983-04-08 1986-09-16 Mitsubishi Denki Kabushiki Kaisha Idling speed control system of an internal combustion engine
DE3510176A1 (de) * 1984-08-16 1986-02-27 Robert Bosch Gmbh, 7000 Stuttgart Elektronisches fahrpedal fuer ein kraftfahrzeug
DE3518014C2 (de) * 1985-05-18 1995-07-06 Bosch Gmbh Robert Verfahren zur Einstellung einer Drosselklappe einer Brennkraftmaschine im Leerlauf
KR900001627B1 (ko) * 1986-05-12 1990-03-17 미쓰비시전기 주식회사 내연기관의 아이들회전수 제어장치
DE3827408A1 (de) * 1988-08-12 1990-02-15 Vdo Schindling Stelleinrichtung fuer eine zumesseinrichtung einer brennkraftmaschine

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO8810365A1 *

Also Published As

Publication number Publication date
KR890701882A (ko) 1989-12-22
DE3865967D1 (de) 1991-12-05
WO1988010365A1 (fr) 1988-12-29
US5046467A (en) 1991-09-10
KR0121325B1 (ko) 1997-11-24
EP0365528B1 (fr) 1991-10-30
JPH02503939A (ja) 1990-11-15
DE3720255A1 (de) 1988-12-29

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