EP0188404B1 - Dispositif de commande et de régulation de la course de réglage d'un levier de commande de moteur à combustion à injection de carburant - Google Patents

Dispositif de commande et de régulation de la course de réglage d'un levier de commande de moteur à combustion à injection de carburant Download PDF

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Publication number
EP0188404B1
EP0188404B1 EP86890007A EP86890007A EP0188404B1 EP 0188404 B1 EP0188404 B1 EP 0188404B1 EP 86890007 A EP86890007 A EP 86890007A EP 86890007 A EP86890007 A EP 86890007A EP 0188404 B1 EP0188404 B1 EP 0188404B1
Authority
EP
European Patent Office
Prior art keywords
signal
microcomputer
actuator
indicating
switched
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
Application number
EP86890007A
Other languages
German (de)
English (en)
Other versions
EP0188404A3 (en
EP0188404A2 (fr
Inventor
Artur Dr. Ing. Seibt
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.)
Voestalpine Metal Forming GmbH
Original Assignee
Voestalpine Metal Forming 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 Voestalpine Metal Forming GmbH filed Critical Voestalpine Metal Forming GmbH
Priority to AT86890007T priority Critical patent/ATE36582T1/de
Publication of EP0188404A2 publication Critical patent/EP0188404A2/fr
Publication of EP0188404A3 publication Critical patent/EP0188404A3/de
Application granted granted Critical
Publication of EP0188404B1 publication Critical patent/EP0188404B1/fr
Expired 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
    • F02D41/28—Interface circuits
    • 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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/042—Introducing corrections for particular operating conditions for stopping the engine

Definitions

  • the invention relates to an arrangement for controlling and regulating the adjustment path of the control rod of the fuel supply of an injection internal combustion engine in dependence on operating variables, such as. B. speed, boost pressure, accelerator position, etc., which are determined with the aid of sensors, the signal lines of the sensors are connected to the inputs of a microcomputer and connected to the output of the microcomputer via an actuator control, an actuator acting on the control rod, in particular a stepper motor is, as well as with a power supply part for the microcomputer, the actuator control and the like. More.
  • Motor vehicles with diesel engines do not have an ignition key in the conventional sense, but they do have a main switch, which can be used to switch other consumers on and off in addition to the electronic controller for injection. After switching off with the main switch, the controller should control the control rod via an actuator, for. B. a stepper motor in the zero position, so that the motor is turned off.
  • a main switch which can be used to switch other consumers on and off in addition to the electronic controller for injection. After switching off with the main switch, the controller should control the control rod via an actuator, for. B. a stepper motor in the zero position, so that the motor is turned off.
  • the electronic controller is in the main circuit, but this has the consequence that after switching off by means of the main switch, the actuator is de-energized, whereby the control rod remains somewhere in an undefined position. It was therefore necessary to provide a relay with a drop-out delay which, after being switched off with the main switch, supplies the controller with power for a while, so that there is enough time for the control rod to return to the zero position (approx. 1 sec.). With this arrangement, the cost of the additional relay is just as disadvantageous as the fact that this relay creates a possible source of error at a crucial point in the vehicle.
  • US-A-4 385 602 addresses the problem of idle control, in which a stepper motor, controlled by electronics, an idle actuator, e.g. B. a flap in an air bypass moves.
  • the electronics control the flap depending on the intake air volume, speed, cooling water temperature, closed position indicator of the main throttle valve etc.
  • the throttle valve After opening the ignition switch, the throttle valve is brought out of its last position into the zero position and then returned to a central position.
  • the stepper motor is stopped and the power supply is switched off.
  • the throttle valve is brought into the open position and can remain there, or is then subsequently brought into a somewhat more closed position in order to avoid excessive speed at the next start.
  • the control described is intended to prevent the idle throttle valve from remaining in the closed position after the engine has been switched off, since it could freeze in it and become immobile.
  • the engine is not switched off by the idle throttle valve but by the ignition switch. This is also evident from the explicit mention that the idle throttle valve can be brought into its fully open position after switching off by means of the ignition switch.
  • US-A-4 391 244 is to avoid the disadvantages of a vacuum and bimetallic controlled, conventional idle control.
  • the control of an idle throttle valve in an intake air bypass is carried out in the same way as in the previously discussed US Pat. No. 4,385,602 by the same applicant. After switching off the ignition switch, the idle valve should be brought into the fully open position.
  • stepper motor Since inertia problems occur with the rapidly moving stepper motor, the stepper motor is actuated with longer pulses after the ignition is switched off, so that it now moves the flap so slowly into the open position that it is even possible to stop in the open position.
  • the stepper motor is not provided with a feedback, but the number of steps prescribed for the stepper motor is stored in a memory.
  • the position of the stepper motor or throttle valve is inferred from the memory content, which presupposes that the stepper motor actually carries out the specified steps. Even a temporary jamming of the stepper motor or the parts driven by it leads to incorrect information.
  • a reset signal is emitted by a microcomputer which is intended to convert the stepper motor to a zero position more slowly than in normal operation.
  • Power is supplied via the manually operated main switch, to which a relay contact is connected in parallel. After opening the main switch, this relay contact initially remains closed and is opened first after the above-mentioned memory indicates that the stepper motor has reached its zero position.
  • the invention it is no longer necessary to take into account two times, namely the time which the control rod needs to come to its zero position and the drop-out delay time of the relay used previously. For example, if the relay delay for any reason, e.g. B. due to the aging of a capacitor was too low, the control rod got stuck in an undefined position. In contrast, the invention always ensures that the power supply for the controller part is only switched off when the actuator has actually reached the zero position.
  • a modification of the invention provides for an arrangement with a hydraulically, pneumatically or electrically actuated emergency shutdown device for zero throttling of the engine, in particular for interrupting the fuel supply, that the emergency shutdown device can be activated in the presence of a signal indicating the switch-off position of the engine main switch or an emergency signal that can be output by the microcomputer is and the microcomputer connected to the signal line of a speed sensor is set up in the presence of a signal indicating the zero speed of the motor for delivering the reset signal to the actuator control.
  • the control rod 2 by means of an electromechanical actuator 3, for. B. a stepper motor, operated and vary by the amount of fuel injected between the zero amount and a certain maximum amount (full throttle).
  • an emergency shutdown device 4 which also acts on the control rod 2.
  • This emergency stop device can work hydraulically, pneumatically or electromechanically; it immediately puts the control rod 2 in its zero position after its activation, regardless of the respective position of the actuator, whereby the fuel supply to the engine 1 is completely interrupted.
  • the emergency shutdown device is in the rest position as long as there is voltage on its control line and it is activated as soon as this voltage goes to zero. Activation at zero input voltage takes place for safety reasons, since the emergency shutdown device u. a. must take immediate action in the event of a power failure.
  • the emergency stop device does not necessarily have to act on the control rod. Rather, it is also known that the emergency shutdown device switches a two-way valve when activated, so that the fuel is no longer conveyed by the fuel pump to the injection pump or to the pump nozzles, but rather is extracted from there, which naturally also leads to the engine coming to a standstill.
  • An electronic controller 5 is provided for regulation, which essentially has a power supply part 6, a microcomputer 7 and an actuator control 8.
  • the signal line 1, various sensors, not shown, the z. B. the boost pressure, air pressure, accelerator pedal position, etc. are fed to the inputs of the microcomputer 7 as well as the signal line r of a feedback device 9 coupled to the actuator 3 and how the signal line n of a speed sensor 10 of the engine 1st
  • the arrangement is supplied with power via the motor vehicle battery 11 with the battery voltage U B , the power supply part 6 constantly being connected to the battery voltage via a line 12.
  • the battery 11 is connected via a motor main switch 13 to a main line 14 to which various consumers (not shown) can be connected.
  • a signal line d leads to an input x of the power supply part 6 and a signal line a to an input of the microcomputer 7.
  • the power supply part 6 has one or more output lines 15, via which individual circuit parts of the controller 5, e.g. B. the microcomputer 7 and the actuator control 8, are supplied with stabilized supply voltages.
  • the output voltage of the power supply unit can be switched on or off depending on the voltages at two control inputs x, y.
  • An output line c of the microcomputer leads to a second input y of the power supply part 6, a further output line leads to an input of an AND element 16 connected upstream of the emergency shutdown device 4 or its control line e, the second input of which is connected to the main line 14 via a signal line g, and an output leads via a signal line b to the input of the actuator control 8, which is connected to the actuator 3 via a line h.
  • the Mikrocom processes Computer 7 the signals and measured values supplied to it and acts accordingly via the actuator control 8 on the actuator 3, whereby the control rod 2 is adjusted.
  • the position of the actuator 3, for. B. the respective angular position of the axis of a stepper motor is reported to the microcomputer via the feedback 9.
  • the microcomputer 7 receives a signal s e , namely a zero signal, via the signal line a, whereupon it outputs a reset signal s b to the actuator control via the signal line b, so that the control rod 2 is subsequently used by means of the actuator 3 is brought into its zero position.
  • the zero position of the actuator 2 is reported via the signal line r to the microcomputer 7, which then outputs a switch-off signal Sc indicating the zero position of the actuator 3 to the second input y of the power supply part 6 via the signal line c, so that the latter supplies the voltages on its output line 15 switches off. This also interrupts the power supply to the microcomputer 7.
  • this arrangement ensures that the power supply to the controller 5 is only interrupted until the control rod is actually in its zero position. If the main motor switch 13 is switched on again, a switch-on signal s d reaches the control input x of the power supply part 6 via the signal line d, which now starts to work and supplies the controller 5, and thus also the microcomputer 7, with voltage. As requested, control rod 2 is in its zero position when switched on.
  • an emergency shutdown device 4 Since diesel engines turn up above the permissible maximum speed when certain critical operating conditions exist - until the engine is destroyed - care must be taken to ensure that the engine is throttled immediately in an emergency.
  • an emergency shutdown device 4 is provided, the principle operation of which has already been explained above. As long as there is voltage on the control line e of the emergency shutdown device 4, it remains in the idle position; when the voltage is lost, on the other hand, it is activated and, in the exemplary embodiment via the control rod 2, switches off the engine 1.
  • the engine 1 can in principle be shut down via the emergency shutdown, which is explained below and to which the invention relates.
  • control rod 2 In normal operation, the control rod 2 is actuated via the actuator 3, which is controlled by the microcomputer 7 via the control 8.
  • a zero signal reaches the AND gate 16 via the signal line g, so that the zero signal also occurs on the control line e and the emergency shutdown device 4 is activated.
  • the actuator 3 or the emergency stop device 4 are mechanically coupled to the control rod 2 so that the emergency stop, d. H. the control rod 2 can be reset to its zero position, regardless of the respective position of the actuator 3.
  • the standstill of the motor 1 is reported to the microcomputer 7 via the speed sensor 10 and a signal Sn on the signal line n (zero speed).
  • the microcomputer 7 is set up to output a reset signal s b via the signal line b to the actuator control 8 even when this signal is present.
  • the actuator 3 is also reset to its zero position, which is then reported to the microcomputer 7 by means of the feedback 9, whereupon — as already described above — the power supply part 6 is switched off and the controller 5 is de-energized.
  • the microcomputer 7 is set up in the presence of certain operating states, the z. B. could lead to a runaway of the engine, an emergency signal s f (zero signal) via the signal line f to the AND gate 16. If this occurs, the emergency shutdown takes place in the same way as described above in connection with the switch 13 being switched off.
  • the invention can be used not only in connection with motor vehicle engines, but very generally in motors, be it stationary motors or motors in land, air and water vehicles.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Computer Hardware Design (AREA)
  • Microelectronics & Electronic Packaging (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
  • High-Pressure Fuel Injection Pump Control (AREA)

Claims (2)

1. Dispositif de commande et de régulation de la course de réglage du levier de commande de l'alimentation en carburant d'un moteur à combustion interne à injection de carburant, en fonction de paramètres de fonctionnement tels que la vitesse de rotation, la pression d'alimentation, la position de la pédale d'accélérateur, etc... qui sont déterminés au moyen de capteurs de mesure, les conducteurs (li) des signaux de ces capteurs étant reliés aux entrées d'un micro-ordinateur (7), et un organe (3) de réglage, notamment un moteur pas à pas, qui agit sur la tige de réglage (2) par l'intermédiaire d'un circuit pilote (8), étant relié à la sortie de ce micro-ordinateur (7) ainsi qu'à un circuit (6) d'alimentation en courant de ce dernier, à ce circuit pilote, etc., dispositif caractérisé en ce que le micro-ordinateur (7) est agencé de manière à délivrer un signal (Sb) de rappel au circuit pilote (8) lorsqu'apparaît un signal (sa) indiquant la position de coupure de l'interrupteur général (13) du moteur ; en ce qu'un répétiteur (9) coopère avec l'organe (3) de réglage et est relié, par un conducteur (r) de signalisation, à une entrée de micro-ordinateur (7), lequel est agencé de façon à délivrer un signal de sortie (sc) indiquant la position de repos de cet organe (3) de réglage ; et en ce que le circuit (6) d'alimentation en courant est constamment porté à la tension (UB) de la batterie, et sa ou ses tensions de sortie peuvent être appliquées ou non, en fonction de leurs valeurs, à deux entrées (x, y) de commande, cette ou ces tensions de sortie étant appliquée(s) à la première entrée (x) en présence d'un signal (sd) indiquant la position de fermeture de l'interrupteur général (13), et être appliquée(s) à la seconde entrée (y) en présence d'un signal (sc) indiquant la position de repos de l'organe (3) de réglage.
2. Dispositif de commande selon la revendication 1, comportant un dispositif d'arrêt d'urgence, actionnable par voie hydraulique, pneumatique ou électrique et destiné à arrêter le moteur, notamment à couper son alimentation en carburant, dispositif de commande caractérisé en ce que le dispositif (4) d'arrêt d'urgence peut être mis en action quand apparaît un signal (g) indiquant la position d'ouverture de l'interrupteur général (13) ou un signal d'urgence (st) délivré par le micro-ordinateur (7), ce micro-ordinateur (7), relié au conducteur de signalisation d'un tachymètre (10), étant agencé de façon à délivrer le signal (sb) de remise au repos au circuit pilote (8) de l'organe de réglage quand apparaît un signal (sn) indiquant que la vitesse du moteur (1) est nulle.
EP86890007A 1985-01-18 1986-01-13 Dispositif de commande et de régulation de la course de réglage d'un levier de commande de moteur à combustion à injection de carburant Expired EP0188404B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT86890007T ATE36582T1 (de) 1985-01-18 1986-01-13 Anordnung zum steuern und regeln des verstellweges der regelstange einer einspritzbrennkraftmaschine.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3501588 1985-01-18
DE19853501588 DE3501588A1 (de) 1985-01-18 1985-01-18 Anordnung zum steuern und regeln des verstellweges der regelstange einer einspritzbrennkraftmaschine

Publications (3)

Publication Number Publication Date
EP0188404A2 EP0188404A2 (fr) 1986-07-23
EP0188404A3 EP0188404A3 (en) 1987-04-15
EP0188404B1 true EP0188404B1 (fr) 1988-08-17

Family

ID=6260164

Family Applications (1)

Application Number Title Priority Date Filing Date
EP86890007A Expired EP0188404B1 (fr) 1985-01-18 1986-01-13 Dispositif de commande et de régulation de la course de réglage d'un levier de commande de moteur à combustion à injection de carburant

Country Status (3)

Country Link
EP (1) EP0188404B1 (fr)
AT (1) ATE36582T1 (fr)
DE (2) DE3501588A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3802770A1 (de) * 1988-01-30 1989-08-10 Bosch Gmbh Robert Sicherheitssystem fuer brennkraftmaschinen
US5072702A (en) * 1989-06-29 1991-12-17 Fuji Jukogyo Kabushiki Kaisha Engine shut-down device
DE3928800A1 (de) * 1989-08-31 1991-03-07 Kloeckner Humboldt Deutz Ag Brennkraftmaschine

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4136657A (en) * 1976-10-21 1979-01-30 Nippondenso Co., Ltd. Electric control system for diesel engine
JPS5535130A (en) * 1978-09-04 1980-03-12 Hitachi Ltd Injection amount control system for fuel injection pump in diesel engine
DE3007662A1 (de) * 1980-02-29 1981-09-10 Daimler-Benz Ag, 7000 Stuttgart Elektronische regelung
JPS5726238A (en) * 1980-07-25 1982-02-12 Toyota Motor Corp Idle rate of revolution controller
JPS57210139A (en) * 1981-06-22 1982-12-23 Toyota Motor Corp Control method of idling speed in internal combustion engine
DE3322240A1 (de) * 1982-07-23 1984-01-26 Robert Bosch Gmbh, 7000 Stuttgart Sicherheits-notlaufeinrichtung fuer den leerlaufbetrieb von kraftfahrzeugen

Also Published As

Publication number Publication date
EP0188404A3 (en) 1987-04-15
DE3660563D1 (en) 1988-09-22
ATE36582T1 (de) 1988-09-15
DE3501588A1 (de) 1986-07-24
EP0188404A2 (fr) 1986-07-23

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