EP1136681A2 - Système de commande électronique de papillon - Google Patents

Système de commande électronique de papillon Download PDF

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Publication number
EP1136681A2
EP1136681A2 EP01301438A EP01301438A EP1136681A2 EP 1136681 A2 EP1136681 A2 EP 1136681A2 EP 01301438 A EP01301438 A EP 01301438A EP 01301438 A EP01301438 A EP 01301438A EP 1136681 A2 EP1136681 A2 EP 1136681A2
Authority
EP
European Patent Office
Prior art keywords
sensor
operating
throttle
output
operating range
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.)
Withdrawn
Application number
EP01301438A
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German (de)
English (en)
Other versions
EP1136681A3 (fr
Inventor
Allan J. Lippa
John D. Russell
Ross Dykstra Pursifull
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.)
Ford Global Technologies LLC
Original Assignee
Ford Global Technologies LLC
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
Priority claimed from US09/534,276 external-priority patent/US6237564B1/en
Application filed by Ford Global Technologies LLC filed Critical Ford Global Technologies LLC
Publication of EP1136681A2 publication Critical patent/EP1136681A2/fr
Publication of EP1136681A3 publication Critical patent/EP1136681A3/fr
Withdrawn legal-status Critical Current

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
    • F02D11/105—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the function converting demand to actuation, e.g. a map indicating relations between an accelerator pedal position and throttle valve opening or target engine torque

Definitions

  • the field of the invention relates to electronically controlled throttle units in vehicles having a drive unit.
  • an electronically controlled throttle is used for improved performance.
  • position of the throttle is controlled via closed loop feedback control.
  • multiple throttle position sensors are provided.
  • the inventors herein have recognised some disadvantages of the above approaches.
  • a high resolution saturating sensor and a low resolution sensor are used together, there is a saturated region where the saturating sensor provides less information than the unsaturated region.
  • different gradients are used, each linear over the entire region, the analogue to digital converters are over-specified and under-utilised to accommodate the low resolution sensor.
  • Another disadvantage with prior approaches is that multiple tracks, interconnections between the tracks, and wiper arms may be required to provide multiple outputs having different characteristics.
  • An approach to solve the above prior art disadvantages would be to have a sensor with two output signals.
  • the first output signal would be linear over the entire operating region.
  • the second output signal would have two segments, each of said segments having a different resistivity.
  • the second output would therefor have two segments, each with a different gradient, and having a point of non-linearity.
  • the inventors herein have recognised a disadvantage with such a sensor.
  • the output having two segments may have variation due to manufacturing.
  • the point of non-linearity may have increased error.
  • Such error may cause degraded control.
  • An object of the present invention is to provide electronic throttle control system and sensor.
  • a method for an electronically controlled throttle including first and second position sensors, the second position sensor having a first characteristic in a first operating range and a second characteristic in a second operating range, comprising: reading a first output of the first sensor; reading a second output of the second sensor; and learning a transition region between the first operating range and the second operating range based on said first output and said second output.
  • An advantage of the above aspect of the invention is the potential for improved steady state accuracy.
  • An advantage of the above aspect of the invention is the potential for improved monitoring accuracy.
  • Engine 10 Internal combustion engine 10, comprising a plurality of cylinders, is controlled by electronic engine controller 12.
  • Engine 10 can be a port fuel injected engine, a directed injected engine, a gasoline engine, a diesel engine, or any other type of engine utilising redundant position sensors.
  • Engine 10 is coupled to intake 20 and exhaust 22.
  • a throttle 24 is positioned in intake 20.
  • Position sensor 30, described later herein with particular reference to Figure 2, is coupled to throttle 24.
  • Controller 12 is shown in Figure 1 as a conventional microcomputer including: microprocessor unit 102, input/output ports 104, an electronic storage medium for executable programs and calibration values shown as read only memory chip 106 in this particular example, random access memory 108, keep alive memory 110, and a conventional data bus. Controller 12 is shown receiving various signals from sensors 40 coupled to engine 10, in addition to signals from position sensor 30. Controller 12 is also shown sending various signals to actuators 44 coupled to engine 10. Additionally, an electric motor 46 is coupled to throttle 24 and receives a control signal from controller 12 to control position of throttle 44, as well as engine torque, or vehicle acceleration.
  • position sensor 30 is shown.
  • position sensor 30 is shown as an unrolled version of a rotary (angular) sensor.
  • angular position sensors for measuring angular deflection
  • displacement position sensors for measuring deflection in a uniform direction, i.e., along a line.
  • First track 210 and second track 212 are tracks of resistive material that are used to produce two potentiometer signals (S1, S2). Additional tracks can be placed on substrate 200 without departing from the present invention.
  • Second track 212 has two contiguous segments, first segment 220 and a second segment 222. Track 212 is produced by applying the first track segment of a first resistivity on the substrate, and applying, contiguous to said first track segment, a second track segment having a second resistivity on the substrate.
  • Conductive path 214 supplies a grounded, or low voltage signal to first segment 220 of track 212.
  • Conductive path 214 also supplies a grounded, or low voltage signal, to an opposite end of track 210 as that of track 212.
  • Conductive path 226 supplies a supply voltage signal to second segment 222 of track 212, as well as, to an opposite end of track 210 as that of track 212.
  • Wipers 228 and 230 provide signals S1 and S2 to conductive paths 232 and 234 respectively.
  • First and second segment of track 212 have different material properties. In particular, they provide different resistivities. In the embodiment depicted in Figure 2a, the different resistivities are provided by different track widths. Those skilled in the art will recognise, in view of this disclosure, various other methods of having two segments, each with different resistivities.
  • ⁇ k identifies the point where the two segments of track 212 transition. This region may be a sharp point, as illustrated in Figure 2b, or might have some curvature, and thus there would be a transition region, the size of which depends on the manufacturing process chosen to produce the two segments.
  • opposite polarity of signals S1 and S2 is obtained by conductive paths 214 and 226 being connected to opposite ends of tracks 212 and 210.
  • the two linear segments of signal S2 are obtained by having two segments (220, 222) of track 212, each having a different resistivity.
  • Lines 240 and 242 represent the closed stop and open stop of throttle 24.
  • first throttle position ( ⁇ 1 ) is determined based on signal S1 and the characteristics, or resistance, of track 210. In particular, as described later herein, first throttle position is determined based on a slope and offset of signal S1.
  • second throttle position ( ⁇ 2 ) is measured and determined based on signal S2. In particular, the characteristics of track 212 are used. As described later herein, when measured voltage signal (S1) is less than a predetermined value, a first slope and first offset are used to convert signal S2 to ⁇ 2 .
  • step 314 a difference (e) is determined between first throttle position and second throttle position.
  • step 316 a determination is made as to whether first throttle position is less than a predetermined value D1. In other words, a determination is made in step 316 as to whether the throttle is operating in the region of the first segment of track 212 or in the region of the second segment of track 212.
  • step 318 a determination is made in step 318 as to whether the absolute value of the difference between the first and second throttle positions is greater than the threshold value E1.
  • step 316 a determination is made as to whether the absolute value of the difference is greater than threshold value E2.
  • different threshold levels are used depending on whether the throttle is operating in the first segment or second segment of track 212. In other words, since the signals have different sensitivity and resolution, different threshold values are used to account for this. In this way, it is possible to obtain higher sensitivity to disagreement in regions of low throttle position where a small change in throttle position produces a large change in engine torque, and lesser resolution in regions a large change of throttle position produces only a small change in engine torque.
  • step 318 or 320 is YES, disagreement is indicated in step 322.
  • FIG. 4 a detailed graph showing the output characteristics of sensor 30 is shown.
  • slope m1 and offset o1 are shown for the first segment of track 212
  • second slope m2 and second offset o2 are shown for the second segment of track 212
  • slope m , and offset o are shown for track 210.
  • Three regions (circled 1, 2, and 3) are shown on the left-hand side of Figure 4.
  • Region 2 represents the region of the transition between the first and second segments of track 212.
  • Voltage levels VL1 and VL2 define region 2.
  • Voltage levels VL1 and VL2 are predetermined values that represent physically determined limits due to manufacturing tolerance between which the transition resides.
  • vertical dash lines show the close stop and open stop positions.
  • step 510 a determination is made as to whether first signal S1 is varying. In other words, when learning both a slope and an offset from the given information, improved accuracy can be obtained if what is known as "persistence of excitation" to those skilled in the art is present. If only the offset is learned of signal S2 in the upper region, step 510 can be deleted.
  • the routine continues to step 512 and calculates the current measurement at step i of first and second throttle positions ( ⁇ i 1 , ⁇ i 2 ).
  • step 516 a determination is made as to whether first voltage signal S1 is less than voltage limit VL1.
  • the routine continues to step 518 where the routine updates first slope and first offset (m1, o1).
  • functions f,g represent a recursive least squares algorithm.
  • error signal (er) to zero or to a minimum by adjusting the slopes and offsets.
  • a learning algorithm of the type described in U.S. Patent 5,464,000 could be adapted to co-operate with the present invention.
  • step 520 a determination is made in step 520 as to whether first voltage signal S1 is greater than voltage limit 2.
  • step 606 a check for in-range signal readings is made. Then, in step 608, a determination is made as to whether both signals S1 and S2 are in-range. When the answer to step 608 is YES, the routine continues to step 610. Otherwise, the routine continues to step 609, where the throttle is controlled based on whichever signal is in-range.
  • step 610 a check is made as to whether in-range disagreement is indicated in step 322. When agreement is indicated in step 610, the routine continues to step 611 where a determination is made as to whether signal S2 is less that voltage Vk minus tolerance amount ( ⁇ ).
  • step 611 When the answer to step 611 is YES, the routine continues to step 612 and controls throttle position based on first throttle position ( ⁇ 1) which is based on signal S1. When the answer to step 612 is NO, the routine continues to step 613 and controls throttle position based on second throttle position ( ⁇ 2) which is based on signal S2. In this way, increased control resolution can be obtained by using the sensor with the greater absolute value of gradient.
  • the downward sloping signal can be used, regardless of the determination in step 611, as the default to provide closed loop feedback control of throttle position.
  • step 610 When the answer to step 610 is NO, the routine continues to step 614, where a determination is made as to whether signal S2 is greater than learned voltage (Vk) plus a small tolerance value ( ⁇ ).
  • Vk learned voltage
  • ⁇ small tolerance value
  • step 610 when sensors 1 and When the answer to step 614 is YES, it is determined that the throttle is operating in the first segment of track 212, and in step 616, second throttle position is calculated from first slope and first offset (m1,o1). Otherwise, when the answer to step 614 is NO, it is determined that the throttle is operating in the second segment of track 212 and second throttle position is calculated from the second slope and second offset (m2, o2). Then, in step 620, throttle position is controlled based on the greater of first throttle position and second throttle positions. In this way, a conservative approach is taken in that the greater of the throttle positions is selected so that feedback control will always tend to close the throttle in the event that one of the sensors indicates an incorrect value.
  • measured throttle position from either track 210 or 212 can be used for feedback control, it is important to know the region of the transition of track 212. In particular, since a system gain is changing, it is important that the correct slope and offset are used. This is also why a positive tolerance is used in step 614 so that the system errs on selecting the greater slope. In other words, if assumed sensor slope and actual sensor slope differ, then the actual system gain will be different than the actual. As described, the present invention selects a positive tolerance, thereby providing a conservative approach since the lower region of throttle position slope is greater than the upper region of throttle position slope. In other words, a tolerance range is given where the greater slope is selected, thereby giving lower system gain in the transition region, which is conservative.

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  • 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)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
EP01301438A 2000-03-24 2001-02-19 Système de commande électronique de papillon Withdrawn EP1136681A3 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US09/534,276 US6237564B1 (en) 2000-02-25 2000-03-24 Electronic throttle control system
US534276 2000-03-24

Publications (2)

Publication Number Publication Date
EP1136681A2 true EP1136681A2 (fr) 2001-09-26
EP1136681A3 EP1136681A3 (fr) 2003-08-06

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EP01301438A Withdrawn EP1136681A3 (fr) 2000-03-24 2001-02-19 Système de commande électronique de papillon

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1731721A3 (fr) * 2005-05-18 2009-11-04 Hitachi, Ltd. Dispositif de détection d'angle de rotation et méthode correspondante

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4693111A (en) 1984-09-13 1987-09-15 Robert Bosch Gmbh Position sensor for a movable part in a motor vehicle
US5136880A (en) 1990-05-14 1992-08-11 Robert Bosch Gmbh Arrangement for detecting a changing operating parameter
US5260877A (en) 1990-02-10 1993-11-09 Robert Bosch Gmbh Method and arrangement for controlling an internal combustion engine with a detecting device utilizing two sensors for generating signals which change in mutually opposite directions
US5464000A (en) 1993-10-06 1995-11-07 Ford Motor Company Fuel controller with an adaptive adder

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3568466D1 (en) * 1984-11-19 1989-04-06 Bosch Gmbh Robert Adjustment method for a position detection member, particularly in a motor vehicle
US4901695A (en) * 1988-10-20 1990-02-20 Delco Electronics Corporation Dual slope engine drive-by-wire drive circuit
DE4004083A1 (de) * 1990-02-10 1991-08-14 Bosch Gmbh Robert System zur steuerung und/oder regelung einer brennkraftmaschine
JP2859049B2 (ja) * 1992-09-17 1999-02-17 株式会社日立製作所 内燃機関の絞り弁制御装置
DE4335913C2 (de) * 1993-10-21 2003-05-08 Bosch Gmbh Robert Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4693111A (en) 1984-09-13 1987-09-15 Robert Bosch Gmbh Position sensor for a movable part in a motor vehicle
US5260877A (en) 1990-02-10 1993-11-09 Robert Bosch Gmbh Method and arrangement for controlling an internal combustion engine with a detecting device utilizing two sensors for generating signals which change in mutually opposite directions
US5136880A (en) 1990-05-14 1992-08-11 Robert Bosch Gmbh Arrangement for detecting a changing operating parameter
US5464000A (en) 1993-10-06 1995-11-07 Ford Motor Company Fuel controller with an adaptive adder

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1731721A3 (fr) * 2005-05-18 2009-11-04 Hitachi, Ltd. Dispositif de détection d'angle de rotation et méthode correspondante

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Publication number Publication date
EP1136681A3 (fr) 2003-08-06

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