EP0283562B1 - Système de contrôle du ralenti pour un moteur à explosion - Google Patents

Système de contrôle du ralenti pour un moteur à explosion Download PDF

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Publication number
EP0283562B1
EP0283562B1 EP87115560A EP87115560A EP0283562B1 EP 0283562 B1 EP0283562 B1 EP 0283562B1 EP 87115560 A EP87115560 A EP 87115560A EP 87115560 A EP87115560 A EP 87115560A EP 0283562 B1 EP0283562 B1 EP 0283562B1
Authority
EP
European Patent Office
Prior art keywords
supplied
engine speed
signal
predetermined
speed
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
EP87115560A
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German (de)
English (en)
Other versions
EP0283562A3 (en
EP0283562A2 (fr
Inventor
Joachim Meicher
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.)
Mannesmann VDO AG
Original Assignee
Mannesmann VDO AG
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Filing date
Publication date
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Application filed by Mannesmann VDO AG filed Critical Mannesmann VDO AG
Publication of EP0283562A2 publication Critical patent/EP0283562A2/fr
Publication of EP0283562A3 publication Critical patent/EP0283562A3/de
Application granted granted Critical
Publication of EP0283562B1 publication Critical patent/EP0283562B1/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
    • 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
    • F02D31/005—Electric control of rotation speed controlling air supply for idle speed control by controlling a throttle by-pass

Definitions

  • the invention relates to a system for controlling the idle speed of an internal combustion engine, an actuating variable being supplied to an actuator, which is determined by comparing the actual speed value, which is supplied as a speed signal, with a speed setpoint.
  • the actuator which is arranged in a so-called bypass on the throttle valve, is opened wide when the internal combustion engine is cold, so that a sufficiently high idle speed is achieved.
  • the speed is outside the idle speed range permitted for safety reasons. If the speed signal fails - for example due to an open circuit or short-circuit of the encoder - a speed that is too low is simulated, whereupon the controller opens the actuator wide, which results in an idling speed that is too high when the engine is warm.
  • a by-pass valve is controlled to its largest opening. This may result in excessive idle speed and dangerous driving conditions.
  • the object of the present invention is to avoid such effects as a result of the absence of the speed signal.
  • the system according to the invention is characterized in that if the speed signal fails, the actuator is supplied with a predetermined manipulated variable which causes a position of the actuator which differs from the end position in the direction of maximum speed is dependent on the temperature of the internal combustion engine.
  • the idling speed can be kept constant within reasonable limits even if the speed signal fails, so that emergency operation is possible.
  • An advantageous embodiment of the invention is that the speed signal is formed by speed pulses, the repetition frequency is proportional to the speed of the internal combustion engine, that a counter, the counting pulses of higher frequency are reset by each of the speed pulses and that the actuator when the counter overflows the specified manipulated variable is supplied.
  • the actuator In the event of a transition from idle mode to driving mode, the actuator would be closed as far as possible without any further measures due to the associated increase in the actual speed value. As a result, when the accelerator pedal reaches the idle position again, the internal combustion engine can only reach the intended idle speed again after a delay - possibly even stop.
  • the operating point of the controller is therefore stored during the transition from idle mode to driving mode. For this purpose, among other things, a so-called idle contact is provided on the accelerator pedal, with which an idle signal is emitted when the accelerator pedal is in the idle position.
  • This development is characterized in that a signal (idle signal) is also supplied, which depends on whether the accelerator pedal is in the idle position, that in the absence of the idle signal, the actual speed value is not used to determine the manipulated variable, and that the actuator has one predefined manipulated variable is supplied when the idle signal is not available and the speed setpoint is greater than the actual speed value for a predetermined time.
  • a signal is also supplied, which depends on whether the accelerator pedal is in the idle position, that in the absence of the idle signal, the actual speed value is not used to determine the manipulated variable, and that the actuator has one predefined manipulated variable is supplied when the idle signal is not available and the speed setpoint is greater than the actual speed value for a predetermined time.
  • An advantageous embodiment of this development consists in that the predetermined actuating variable is only supplied to the actuator if, after the predetermined time has elapsed, the actual speed value is not less than the predetermined speed value when the internal combustion engine was started.
  • Another development of the invention reduces the effects of the absence of a supplied signal, which represents the engine temperature, by assuming a predetermined temperature if the supplied signal is outside a predetermined range.
  • the invention allows numerous embodiments. Two of these are shown schematically in the drawing using several figures and described below. It shows: 1 parts of the system according to the invention insofar as they are necessary to explain the invention, 2 the manipulated variable as a function of the engine temperature, 3 shows a section of a program of the microcomputer, Fig. 4 shows a section of another program of the microcomputer and Fig. 5 shows another program section.
  • the system shown in FIG. 1 comprises a controller which essentially consists of an integrated circuit which contains a microcomputer 1 and an analog / digital converter 2.
  • a speed signal is fed to the controller from a speed sensor 3 - for example, a predetermined number of pulses per revolution of the internal combustion engine.
  • An actuator 4, which adjusts the cross section of a so-called bypass 5, is controlled by comparison with a stored target value.
  • the bypass 5 represents the bypass of a schematically indicated throttle valve.
  • the adjustment range of the actuator 4 is narrowed according to the engine temperature, which is shown schematically in FIG. 2.
  • An upper and a lower modulation limit A o and A u are provided for the actuator 4, which decrease with increasing temperature.
  • Corresponding values are stored in a memory assigned to the microcomputer for each subrange of the temperature.
  • the actuator 4 is supplied with a predetermined manipulated variable which, according to a development of the invention, is dependent on the engine temperature.
  • the corresponding curve is designated S in FIG. 2.
  • An easy way to check for existence of speed pulses is explained using a flow chart which is shown in FIG. 3.
  • a speed measurement is performed within a part of the program (not shown) by counting pulses of a higher frequency between two successive speed pulses. This counter is reset with every speed pulse after its counter status has been transferred to a register. If the speed pulses do not occur, an overflow results when the counter is appropriately dimensioned, whereupon a flag is set.
  • a query is made at 31 as to whether the flag is set or not. If the flag is set, the specified value for the manipulated variable is called at 32. If the flag is not set, then speed control takes place at 33 in a manner known per se by comparing the target and actual speed values.
  • an idle switch 16 (FIG. 1) is provided, the signal of which, in the following idle signal, is processed in the microcomputer 1 as follows using the program shown in FIG. 4 becomes.
  • the idle speed control is carried out as usual at 42. However, if there is no idle signal, it is checked whether the speed setpoint is greater than the speed actual value. If this is the case, the parts 42 of the program which effect speed control are bypassed. This ensures that the accelerating by accelerating speed values no longer influence the manipulated variable supplied to the actuator. However, it is still possible to influence the temperature.
  • the idle switch 16 (FIG. 1) is closed again, so that the idle signal is present again and the speed-regulating program part 42 is addressed again.
  • the speed setpoint is less than the actual value, but this can also occur briefly in normal operation.
  • the program steps described below are therefore used to check whether, in the event of no idle signal and a speed setpoint that is less than the actual speed value, the question is asked at 44 whether a flag is set. If this is not the case, a time specification is started at 45 and the flag is then set at 46. A decision is then made at 47 as to whether the time limit has expired. If not, it means that the query at 48 is bypassed. If, however, the time specification no longer runs, a check is made at 48 to determine whether the start value is greater than the control value.
  • the start value A o (FIG. 2) and the control value correspond to any value between A u and A o . If applicable, the program is continued normally, while otherwise a predetermined manipulated variable is called up at 49 and fed to the actuator.
  • FIGS. 1 and 5 A further development of the invention is explained below with reference to FIGS. 1 and 5, with which a malfunction due to a defect in the area of a temperature sensor and its supply line is prevented.
  • the regulator 1 is fed by an operating voltage (+), which is obtained from the battery voltage + U B with the aid of a resistor 6 and a Zener diode 7.
  • the motor temperature is now measured in such a way that the stabilized voltage is fed to an NTC resistor 9 via a second resistor 8.
  • the NTC resistor 9 is located at a suitable point on the motor, while the controller, including the few discrete components shown in FIG. 1, are located in a corresponding housing.
  • a connection between the NTC resistor 9 and the regulator circuit is established by a line 10 which is provided with plug devices 11, 12 at both ends.
  • the circuit point 13 represents the input for the temperature signal and is connected via a resistor 14 to the input of the analog / digital converter 2.
  • the level of the voltage supplied to the analog / digital converter accordingly depends on the value of the NTC resistor 9 and thus on the Engine temperature.
  • the voltage at the input 13 assumes ground potential, which is determined in the microcomputer, whereupon the modulation limits A on and A un shown in dashed lines in FIG. 2 are specified. If the signal line 10 is interrupted, the voltage at the input 13 becomes equal to the positive operating voltage (+) of the microcomputer, which also leads to the application of the specified modulation limits. The same applies to an end of the signal line with a line which carries a higher voltage, for example the operating voltage + U B. In this case, a resistor 14 and a diode 15 are provided. The latter then becomes conductive and thus prevents the input voltage of the analog / digital converter from rising significantly above the operating voltage of the microcomputer or the analog / digital converter.
  • FIG. 5 shows parts of a program as a flow chart, which are used to check the input signal U NTC of the analog / digital converter 2 and to convert to so-called emergency operation.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Claims (8)

  1. Circuit (ou système) destiné à régler la vitesse de ralenti d'un moteur à combustion interne, dans lequel il est délivré, à un organe de manoeuvre, une grandeur de réglage, qui est déterminée par comparaison de la valeur réelle de la vitesse, fournie sous la forme d'un signal de vitesse, avec une vitesse de consigne, circuit caractérisé en ce que, en cas d'absence du signal de vitesse, il est délivré à l'organe de manoeuvre une grandeur de réglage prédéterminée, qui dépend de la température du moteur et qui provoque une mise en place de cet organe de manoeuvre à une position qui est différente de sa position finale pour la vitesse maximale.
  2. Circuit selon la revendication 1, caractérisé en ce que le signal de vitesse est formé par des impulsions de vitesse, dont la fréquence de récurrence est proportionnelle à la vitesse du moteur ; en ce qu'un compteur, auquel sont délivrées des impulsions de comptage à fréquence plus élevée, est reculé d'un pas par chacune des impulsions de vitesse ; et en ce que, lorsque la capacité de ce compteur est dépassée, la grandeur de réglage prédéterminée est délivrée à l'organe de manoeuvre.
  3. Circuit selon l'une des revendications précédentes, caractérisé en ce qu'il est par ailleurs délivré un signal (signal de ralenti) qui dépend (de la constatation) du fait que la pédale d'accélérateur est bien dans sa position de ralenti ; en ce que, en l'absence de ce signal de ralenti, la valeur réelle de la vitesse n'est pas utilisée pour déterminer la grandeur de réglage ; et en ce qu'une grandeur de réglage prédéterminée est délivrée à l'organe de manoeuvre lorsqu' il n'y a pas de signal de ralenti et que la valeur de consigne de la vitesse est, pendant une durée supérieure à une durée prédéterminée, inférieure à la valeur réelle de cette vitesse.
  4. Circuit selon la revendication 3, caractérisé en ce que la grandeur de réglage prédéterminée n'est délivrée à l'organe de manoeuvre que si, à l'expiration de la durée prédéterminée, la valeur réelle de la vitesse est supérieure à la valeur de consigne prédéterminée lors de la mise en marche du moteur, et si cette valeur, correspondant à la mise en marche, n'est pas supérieure à la valeur de réglage.
  5. Circuit selon l'une des revendications précédentes, caractérisé en outre en ce que ce circuit exploite un signal reçu, qui donne la température du moteur, et en ce qu'on suppose la présence d'une température prédéterminée, lorsque ce signal reçu est extérieur à une plage prédéterminée.
  6. Circuit selon la revendication 5, caractérisé en ce qu'il est délivré à l'organe de manoeuvre une grandeur de réglage, dont la valeur est comprise entre une limite de réglage supérieure et une limite de réglage inférieure ; en ce que ces limites sont fonction du signal reçu ; et en ce que des limites de réglage prédéterminées prennent effet lorsque le signal reçu est extérieur à la plage prédéterminée.
  7. Circuit selon l'une des revendications 5 ou 6, caractérisé en ce qu'un microordinateur (1) comportant un convertisseur (2) analogique/numérique est monté en régulateur ; en ce qu'un conducteur (10) relie en série une thermistance (9) et une résistance (8) disposée à proximité de ce microordinateur (1) ; et en ce que ce montage en série est alimenté par une tension stabilisée,qui est délivrée par ailleurs au microordinateur (1) ; et en ce que celle des bornes de la résistance (8) qui est adjacente au conducteur (10) est connectée à l'entrée du convertisseur (2) analogique/numérique.
  8. Circuit selon la revendication 7, caractérisé en ce qu'une autre résistance (14) est branchée entre le conducteur (10) et l'entrée du convertisseur (2) analogique/numérique ; et en ce que cette entrée du convertisseur (2) est reliée par l'intermédiaire d'une diode (15) à l'entrée de la tension stabilisée dans le microordinateur.
EP87115560A 1987-03-19 1987-10-23 Système de contrôle du ralenti pour un moteur à explosion Expired - Lifetime EP0283562B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3708999 1987-03-19
DE19873708999 DE3708999A1 (de) 1987-03-19 1987-03-19 System zur regelung der leerlaufdrehzahl eines verbrennungsmotors

Related Child Applications (2)

Application Number Title Priority Date Filing Date
EP19900115147 Division EP0401880A3 (fr) 1987-03-19 1987-10-23 Système de contrôle du ralenti pour un moteur à combustion interne
EP90115147.2 Division-Into 1987-10-23

Publications (3)

Publication Number Publication Date
EP0283562A2 EP0283562A2 (fr) 1988-09-28
EP0283562A3 EP0283562A3 (en) 1988-12-28
EP0283562B1 true EP0283562B1 (fr) 1991-04-17

Family

ID=6323497

Family Applications (2)

Application Number Title Priority Date Filing Date
EP87115560A Expired - Lifetime EP0283562B1 (fr) 1987-03-19 1987-10-23 Système de contrôle du ralenti pour un moteur à explosion
EP19900115147 Withdrawn EP0401880A3 (fr) 1987-03-19 1987-10-23 Système de contrôle du ralenti pour un moteur à combustion interne

Family Applications After (1)

Application Number Title Priority Date Filing Date
EP19900115147 Withdrawn EP0401880A3 (fr) 1987-03-19 1987-10-23 Système de contrôle du ralenti pour un moteur à combustion interne

Country Status (4)

Country Link
US (1) US4887570A (fr)
EP (2) EP0283562B1 (fr)
JP (1) JPS63253150A (fr)
DE (2) DE3708999A1 (fr)

Families Citing this family (11)

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GB8630674D0 (en) * 1986-12-23 1987-02-04 Qualter Hall & Co Ltd Microprocessor-based controllers
JPH0281939A (ja) * 1988-09-16 1990-03-22 Mazda Motor Corp 自動変速機付車両におけるエンジンの吸入空気量制御装置
KR950013548B1 (ko) * 1989-05-02 1995-11-08 미쓰비시 덴키 가부시키가이샤 내연기관의 제어장치
US5056483A (en) * 1989-07-27 1991-10-15 Mitsubishi Denki Kabushiki Kaisha Engine speed control apparatus
JPH03156140A (ja) * 1989-08-20 1991-07-04 Nippondenso Co Ltd エンジンのアイドリング制御弁
JP2666519B2 (ja) * 1990-04-26 1997-10-22 三菱電機株式会社 エンジンの吸入空気量制御装置
US5163399A (en) * 1991-01-07 1992-11-17 Saturn Corporation Method for adjusting engine output power to compensate for loading due to a variable capacity air conditioning compressor
JPH09203340A (ja) * 1996-01-26 1997-08-05 Denso Corp 内燃機関の制御装置
TWI224651B (en) * 2001-11-30 2004-12-01 Yamaha Motor Co Ltd Engine controller
DE10229575B4 (de) * 2002-07-02 2006-05-04 Robert Bosch Gmbh Verfahren zum Betrieb mehrerer Luftklappensteller
JP6472569B2 (ja) * 2016-03-09 2019-02-20 三菱電機株式会社 バルブ装置

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US4328547A (en) * 1978-02-27 1982-05-04 The Bendix Corporation Failure system for internal combustion engine
JPS5644431A (en) * 1979-09-14 1981-04-23 Nippon Denso Co Ltd Method of controlling revolution speed of engine
JPS6038544B2 (ja) * 1979-10-17 1985-09-02 株式会社デンソー エンジンの回転速度制御方法
JPS57181939A (en) * 1981-05-06 1982-11-09 Hitachi Ltd Fuel feed method for automobile engine
JPS57186038A (en) * 1981-05-11 1982-11-16 Automob Antipollut & Saf Res Center Idle speed controller
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JPS5952306A (ja) * 1982-09-18 1984-03-26 Honda Motor Co Ltd 電子制御装置の異常判別方法
JPS59158346A (ja) * 1983-02-28 1984-09-07 Mitsubishi Motors Corp エンジンアイドル回転数制御装置
JPS59168246A (ja) * 1983-03-15 1984-09-21 Suzuki Motor Co Ltd 電子制御式エンジンの異常検出装置
JPS59206645A (ja) * 1983-05-10 1984-11-22 Toyota Motor Corp 電子制御エンジンのアイドル回転速度制御方法
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JP2679970B2 (ja) * 1985-10-21 1997-11-19 株式会社日立製作所 アイドル回転速度制御装置

Also Published As

Publication number Publication date
JPS63253150A (ja) 1988-10-20
EP0283562A3 (en) 1988-12-28
EP0401880A2 (fr) 1990-12-12
US4887570A (en) 1989-12-19
EP0283562A2 (fr) 1988-09-28
EP0401880A3 (fr) 1991-01-02
DE3708999A1 (de) 1988-10-06
DE3769469D1 (de) 1991-05-23

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