EP0365528A1 - System for adjusting the throttle valve angle. - Google Patents

System for adjusting the throttle valve angle.

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)
French (fr)
Other versions
EP0365528B1 (en
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/en
Application granted granted Critical
Publication of EP0365528B1 publication Critical patent/EP0365528B1/en
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
    • 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.A system for adjusting the angle of the throttle valve of internal combustion engines makes it possible to adjust the idle stop for the angle of the throttle valve at idle and to monitor the occurrence of failures. The application of the throttle valve on the idle stop actuates a contact which causes an intermediate memorization of the real angle of said valve, which therefore represents the position of the idle stop. If, for example, this position changes during operation, the measurement of the angle of the throttle valve makes it possible to determine the new position of the stop during a new application of said valve. A comparison of real value and theoretical value then makes it possible to note a possible incident and to trigger a corresponding command of the servomotor. This system has the advantage of allowing the detection of an incident occurring in the region of the actuator, without additional wiring costs.

Description

10 System zur Einstellung des Droεεelklappenwinkels10 system for adjusting the throttle valve angle
Stand der TechnikState of the art
Die Erfindung betrifft ein System zur Einstellung des •^5 Drosselklappenwinkels gemäß der Gattung des Hauptanspruchs.The invention relates to a system for setting the throttle valve angle according to the preamble of the main claim.
Zur Einstellung des Drosselklappenwinkels von Verbren¬ nungsmotoren werden elektronische SteuereinrichtungenElectronic control devices are used to adjust the throttle valve angle of internal combustion engines
20 verwendet, die in Abhängigkeit von der Stellung des Fußfahrgebers und von motorspezifischen Parametern, wie Drehzahl, Temperatur und dergleichen, den Drosselklap¬ penwinkel verändern. Außerdem wird der Leerlauf- Anschlag, der den Leerlauf-Drosselklappenwinkel20 used, which change the throttle valve angle as a function of the position of the foot pedal and engine-specific parameters such as speed, temperature and the like. Also, the idle stop, which is the idle throttle angle
25 festlegt, mittels eines Stellmotors in Abhängigkeit von der Motortemperatur und von weiteren Parametern verändert. Auf diese Weise wird die Leerlaufdrehzahl beeinflußt bzw. geregelt. Im Störfalle kann jedoch die Drosselklappe bis zu relativ großen Winkeln geöffnet Q werden, wodurch sich beträchtliche Betriebsstörungen ergeben. Der Störfall kann z.B. bei Kurzschluß einer Motoransteuerleitung des Stellmotors gegen Batterie¬ spannung oder Masεe auftreten.25 specifies, changed by means of a servomotor depending on the motor temperature and other parameters. In this way, the idle speed is influenced or regulated. In the event of a malfunction, however, 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.
5 Um derartige Störungen feststellen zu können, könnte der Zustand der Geräteausgangsklemmen, die zur Ansteue- rung des Stellmotors des Leerlauf-Anschlages dienen, mittels entsprechender schaltungstechnischer Maßnahmen überwacht werden. Eine Abweichung vom Sollzustand könn¬ te von einem Rechner erkannt und entsprechende Gegen- maßnahπieπ k nnten eingeleitet werden. Nachteil einer derartigen Überwachungseinrichtung ist der zusätzliche Schaltungsaufwand sowie die Belegung von Eingängen der Steuerung, die dann nicht mehr anderweitig benutzt wer¬ den könnten.5 In order to be able to determine such faults, 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.
Vorteile der ErfindungAdvantages of the invention
Ein System zur Einstellung des Drosselklappenwinkels mit den Merkmalen des Hauptanspruchε hat demgegenüber den Vorteil, daß kein zusätzlicher Schaltungsaufwand erforderlich ist, da eine Überwachung des Leerlauf- Drosselklappenwinkels stets beim Anlegen der Drossel¬ klappe am Leerlauf-Anschlag durch einen Vergleich des aktuellen Drosselklappenwinkels mit dem zuletzt beim Anlegen der Drosselklappe gemessenen Drosselklappenwin¬ kel erfolgt. Hierzu können die bestehenden Einrichtun¬ gen der elektronischen Steuereinrichtung ohne zusätzli¬ chen Schaltungsaufwand verwendet werden.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. For this purpose, the existing electronic control device can be used without additional circuitry.
Durch die Zwischenspeicherung früherer und aktueller Drosselklappenwinkel kann auch bei Betätigung des Stellmotors überwacht werden, ob der Stellmotor den Leerlauf-Anschlag in die richtige Richtung, nämlich in Richtung des Sollwerts bewegt. Bei Betätigung des Stellmotors in die falsche Richtung, kann sofort eine Richtungsumkehr eingeleitet werden.By temporarily storing the current and current throttle valve angles, even when the servomotor is actuated, it can be monitored whether the servomotor moves the idling stop in the correct direction, namely in the direction of the setpoint. If the actuator is operated in the wrong direction, a change of direction can be initiated immediately.
Auch bei Feststellung einer Betätigung des Stellmotors trotz Istwert-Sollwert-Übereinstimmung genügt es, den gestörten Steuerausgang zu unterbrechen oder ihn mit einem nicht gestörten Ausgang phasengleich zu verbinden. Um eine schnelle Fehlererkennung zu ermöglichen, kann die Istwert-Sollwert-Abfrage zyklisch mit hoher Frequenz erfolgen.Even if an actuation of the servomotor is detected despite the actual value / target value matching, it is sufficient to interrupt the faulty control output or to connect it in phase with a non-faulty output. In order to enable quick error detection, the actual value setpoint query can be carried out cyclically done at high frequency.
Die Erfindung wird nachfolgend anhand eines in der Zeichnung dargestellten Ausführungsbeispieles näher erläutert. Es zeigen:The invention is explained below with reference to an embodiment shown in the drawing. Show it:
Figur 1 das Blockschaltbild eines Systems zur Einstel¬ lung des Leerlauf-Anschlags,FIG. 1 shows the block diagram of a system for setting the idle stop,
Figur 2 ein Drehzahl-Drosselklappenwinkel-Diagramm undFigure 2 is a speed throttle valve diagram and
Figur 3 ein Flußdiagramm zur Erläuterung der Funktions¬ weise des Systems zur Einstellung des Drosselklappenwinkels.FIG. 3 shows a flow chart to explain the mode of operation of the system for adjusting the throttle valve angle.
Das in Figur 1 dargestellte Blockschaltbild enthält ei¬ nen Stellmotor 1 zur Einstellung eines Leerlauf- Anschlages 2. Der Leerlauf-Anschlag 2 läßt sich in Pfeilrichtung a variieren. Am Leerlauf-Anschlag 2 liegt eine Drosselklappe 3 mit dem Drosselklappenwinkel α an.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 α bears against the idling stop 2.
Eine Motorsteuerung MS erhält an mehreren S-teuereingän- gen Informationen über die Motortemperatur T, die Dreh¬ zahl n, den Drosselklappenwinkel α und über eine Sig¬ nalleitung K die Information ob die Drosselklappe 3 an einem Kontakt 4 des Anschlages 2 anliegt.An engine control MS receives information about the engine temperature T, the speed n, the throttle valve angle α 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.
Die Motorsteuerung MS hat Zugriff zu einem Speicher 5, in welchem Sollwerte und Istwerte von Drosselklappen¬ winkeln abgelegt sind. Über eine Motorsteuerung 6 und eine Endstufe 7 betätigt die Motorsteuerung MS den Stellmotor 1 , um den Anschlag 2 in die jeweils erfor¬ derliche Stellung zu bringen. - -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. - -
Bei dem in Figur 2 dargestellten Diagramm sind zeitab¬ hängig der Drosselklappenwinkel α und die Drehzahl n dargestellt. Die Stellung des Leerlauf-Anschlages ist durch senkrechte Pfeile S1 bis S5 angegeben. Die durch¬ gezogenen Linien für Drehzahl n und Drosselklappenwin- kelα zeigen die α-n-Abhängigkeit ausgehend vom Leer¬ lauf zum Zeitpunkt t1 bis zum maximalen Drosselklap¬ penwinkels bei t2. Die unterbrochenen -n-Linien ge¬ ben dagegen den Fall an, wenn der Drosselklappenwinkel α zu einem Zeitpunkt t3 durch vollständige Rücknahme des Fußfahrgebers verringert wird.The diagram shown in FIG. 2 shows the throttle valve angle α 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 α show the α-n dependence starting from idling at time t1 up to the maximum throttle valve angle at t2. The interrupted -n lines, on the other hand, indicate the case when the throttle valve angle α is reduced at a time t3 by completely withdrawing the pedestrian.
Beim Öffnen des Drosselklappenwinkelε ausgehend vom Zeitpunkt t1 verändert sich die Stellung des Leerlauf- Anschlages durch eine entsprechende Nachführung von der Stellung S1 in die Stellung S2, um beim plötzlichen Zu¬ rücknehmen des Fußfahrgebers kurzzeitig eine höhere Leerlaufdrehzahl einzustellen. Sobald die Drosselklappe in Zeitpunkt t4 am in der Stellung S2 befindlichen Leerlauf-Anschlag anliegt, wird dieser in Richtung der Stellung S1 verändert, da diese Stellung S1 den früher im Speicher 5 zwischengespeicherten Drosselklappenwin¬ kel 1 repräsentiert. Das Zurückfahren des Leerlauf- Anschlages 2 in die Stellung S5, die der Stellung S1 entspricht, kann innerhalb eines Bruchteils einer Se¬ kunde erfolgen.When opening the throttle valve angle starting from time t1, 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. As soon as 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.
Beim Anlegen der Drosselklappe 3 an den in der Stel¬ lung S2 befindlichen Leerlauf-Anschlag 2 wird der Kon¬ takt 4 betätigt und dadurch eine Messung des Drossel¬ klappenwinkels α 2 veranlaßt. Dieser Winkel 2 wird mit dem zuletzt gemessenen und zwischengespeicherten Drosselklappenwinkel α1 verglichen und da eine Diffe¬ renz zwischen beiden Werten besteht bewegt der Stellmo¬ tor 1 den Leerlauf-Anschlag 2 in Richtung des zwischen- gespeicherten Drosselklappenwinkels α 1. In der Stel¬ lung S5 hat der Leerlauf-Anschlag 2 den Drosselklappen- Winkel α 1 erreicht, so daß im Zeitpunkt t5 der Ver¬ stellvorgang des Leerlauf-Anschlages 2 abgeschlossen ist.When throttle valve 3 is applied to idle stop 2 in position S2, contact 4 is actuated, thereby causing a measurement of throttle valve angle α 2. This angle 2 is compared with the last measured and temporarily stored throttle valve angle α1 and since there is a difference between the two values, the servo motor 1 moves the idle stop 2 in the direction of the temporarily stored throttle valve angle α1. In the position S5 the idle stop 2 has the throttle valve Angle α 1 reached, so that the adjustment process of the idling stop 2 is completed at time t5.
Würde sich bedingt durch eine Störung der Stellmotor 1 in die falsche Richtung bewegen, so könnte die Motor¬ steuerung MS aufgrund der zwischengespeicherten Dros¬ selklappenwinkel erkennen, daß eine Störung vorliegt, da sich der Leerlauf-Anschlag 2 vom richtigen Drossel¬ klappenwinkel α entfernt. Die Motorsteuerung MS könnte daraufhin die Betätigung des Stellmotors 1 unterbrechen oder eine Richtungsumkehr einleiten.If the servomotor 1 were to move in the wrong direction due to a fault, 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 α. The motor control MS could then interrupt the actuation of the servomotor 1 or initiate a reversal of direction.
Der Sollwert für den Leerlauf-Anschlag ist im darge¬ stellten Ausführungsbeispiel der Drosselklappenwinkel α1. Dieser Sollwert wird nur bei anliegender Drossel¬ klappe 3 am Anschlag 2 bei geänderten Betriebsbedingun¬ gen durch die Motorsteuerung MS verändert. Wird ein neuer Sollwert angegeben, so kann die Motorsteuerung MS auch in diesem Fall überwachen, ob der Stellmotor 1 den Leerlauf-Anschlag 2 in die richtige Richtung bewegt, da beim Anlegen der Drosselklappe 3 die Stellung des Leerlauf-Anschlages 2 über den Drosselklappenwinkel α geprüft v/erden kann.In the exemplary embodiment shown, the setpoint value for the idling stop is the throttle valve angle α1. 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 α v / earth.
Anhand des in Figur 3 dargestellten Flußdiagramms wird die Funktion des erfindungsgemäßen Systems erläutert. Das in Figur 3 dargestellte Flußdiagramm umfaßt 16 Pro¬ grammschritte P1 bis P16. Die Bearbeitung der Programm¬ schritte erfolgt durch die Motorsteuerung MS (Figur 1 ) in einem festen Raster.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.
Im Programmschritt P1 wird zunächst festgestellt, ob Leerlaufbetrieb vorliegt. Ist dies nicht der Fall, so wird die für die Überwachung der Stellmotoransteuerung erforderlichen RAM-Zellen ZAEHLER und αDIFF, die im Speicher 5 abgelegt sind, definiert gesetzt. Dies er- folgt in den Programmschritten P2, P3.In program step P1 it is first determined whether there is idle operation. If this is not the case, the RAM cells ZAEHLER and αDIFF 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.
In der RAM-Zelle ZAEHLER werden die Stellmotoransteuer- impulse gezählt, die sich in diesem Programm auf n erkannten Fehlverhaltens des Stellmotors ergeben haben. αDIFF enthält die Differenz zwischen dem zuletzt gemes¬ senen und zwischengespeicherten Drosselklappenwinkel α1 und dem Drosselklappenwinkel α2.In the RAM cell ZAEHLER, the servo drive impulses are counted, which in this program resulted from n detected malfunctions of the servo motor. αDIFF contains the difference between the last measured and temporarily stored throttle valve angle α1 and the throttle valve angle α2.
Im Leerlaufbetrieb wird gemäß Programmschritt P4 ein Wert A im Speicher 5 zwischengeεpeichert, wobei der Wert A der Differenz zwischen α 1 und dem aktuellen Drosselklappenwert α.2 entspricht. Im Programmschritt P5 wird überprüft, ob der Inhalt von der RAM-Zelle ZA¬ EHLER größer oder gleich dem Wert MAX1 ist. Der Wert MAX1 entspricht der maximalen Anzahl von Stellmotoran¬ steuerversuchen mit der Vorgabe, die Differenz zwischen α1 und α2 zu verkleinern. Ist dieser Wert MAXI noch nicht überschritten, erfolgt im Programmschritt P6 die Abfrage, ob der Betrag von A größer oder gleich einer Drosselklappenschwelle SCHW ist. αSCHW repräsentiert einen Unempfindlichkeitsbereich, in dem keine Stellmo¬ toransteuerung erfolgt. Befindet sind die neu berechne¬ te und in A abgefragte Drosselklappendifferenz inner¬ halb dieser Schwelle, so wird im Programmschritt P16 der Wert A für das nächste Bearbeitungsraster nach αDIFF übertragen. Bei Überschreiten des Unempfindlich- keitsbereichs wird im Programmschritt P7 überprüft, ob sich der Betrag der aktuellen Differenz gegenüber dem Betrag der Differenz aus dem vorherigen Bearbeitungsraster, abgespeichert in αDIFF vergrößert hat. Sollte dies nicht der Fall sein, wird zum Pro¬ grammschritt P16 gesprungen. Im anderen Fall wird im Programmschritt P8 der aktuelle Drosselklappenwert αl (i) mit dem Drosselklappenwert α1 (i-1 ) aus dem letzten Bearbeitungsraster verglichen. Durch diese Vorgehensweise wird ausgeschlossen, daß aufgrund des neuen Drosselklappenwertes α1 sich die Drosselklappendifferenz so verändert, daß fälschlicher- weise eine Störung erkannt wird.In idle mode, according to program step P4, a value A is temporarily stored in the memory 5, the value A corresponding to the difference between α 1 and the current throttle valve value α.2. In 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 α1 and α2. 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. αSCHW represents an insensitivity range in which there is no actuation of the actuator. If the newly calculated throttle valve difference in A is within this threshold, the value A for the next processing grid is transferred to αDIFF 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 αDIFF. If this is not the case, the program jumps to step P16. Otherwise, the current throttle valve value α1 (i) is compared with the throttle valve value α1 (i-1) from the last processing grid in program step P8. This procedure prevents the new throttle valve value α1 from changing the throttle valve difference so that a fault is erroneously recognized.
Bei Ungleichheit von α1 (i) und α1 (i-1 ) erfolgt die Pro¬ grammfortführung bei Programmschritt P16. Bei Gleich¬ heit wird der Stellmotor 1 im Programmschritt P9 so angesteuert, daß die Differenz zwischen 1 und 2 klei¬ ner wird. Im Programmschritt P10 wird der Inhalt von ZAEHLER inkrementiert. Anschließend wird im Programm¬ schritt P16 die neu berechnete Drosselklappendifferenz von A nach αDIFF übertragen. Wird im Programmschritt P5 festgestellt, daß der Inhalt von ZAEHLER größer oder gleich MAX1 ist, so wird bei P11 der Inhalt von ZAEHLER mit MAX2 verglichen. Die Differenz von MAX2 und MAX1 entspricht der maximalen Anzahl von Stellmotoransteue¬ rimpulsen für den Ansteuermodus "Stoppen des Motors mit High-Potential".If α1 (i) and α1 (i-1) are not identical, the program is continued at program step P16. In the case of equality, the servomotor 1 is controlled in program step P9 so that the difference between 1 and 2 becomes smaller. In program step P10, the content of ZAEHLER is incremented. The newly calculated throttle valve difference is then transferred from A to αDIFF 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".
Bei Gleichheit von ZAEHLER-Inhalt und MAX2 wird im Pro¬ grammschritt P15 versucht, den Motor mit Low-Potential zu stoppen. Bevor das Programm zu diesem Ansteuermodus kommen konnte, wurde bereits MAX1 - mal versucht, den Motor so anzusteuern, daß die Differnez kleiner wird und (MAX2 - MAX1 ) - mal versucht, den Motor mit High-Potential zu stoppen.If the ZAEHLER content and MAX2 are identical, an attempt is made in program step P15 to stop the motor with low potential. Before the program could come to this control mode, MAX1 was attempted to control the motor in such a way that the difference became smaller and (MAX2 - MAX1) was attempted to stop the motor with high potential.
Bei Ungleichheit von ZAEHLER und MAX2 wird im Programm¬ schritt P12 zusätzlich geprüft, ob sich der Drossel¬ klappenwinkel α2(i) gegenüber dem Drosselklappenwinkel α2(i-1 ) aus dem vorherigen Bearbeitungsraster geändert hat. Ist dieses nicht der Fall, kann davon ausgegangen werden, daß der Stellmotor steht und weiterhin bei An- steuerung mit High-Potential stehen bleibt. Im anderen Fall wird der Inhalt von ZAEHLER zusätzlich inkrementiert. If the ZAEHLER and MAX2 are not the same, it is additionally checked in program step P12 whether the throttle valve angle α2 (i) has changed compared to the throttle valve angle α2 (i-1) from the previous processing grid. If this is not the case, it can be assumed that the servomotor is stopped and continues to stop when activated with high potential. In the other case, the content is incremented by ZAEHLER.

Claims

•J^Q Patentansprüche • J ^ Q claims
1. System zur Einstellung des Drosεelklappenwinkels von Verbrennungsmotoren mittels einer elektronischen Steuereinrichtung, die den Drosselklappenwinkel in Ab- •jc hängigkeit von der Stellung des Fußfahrgebers und von motorspezifischen Parametern, wie Drehzahl, Temperatur oder dergleichen, steuert und den Leerlauf-Anschlag für den Leerlauf-Drosselklappenwinkel mittels eines Stellmotors einstellt, dadurch gekennzeichnet, daß beim1. System for adjusting the Drosεelklappenwinkels of internal combustion engines by means of an electronic control device, of the position of the Fußfahrgebers and motor-specific parameters, such as speed, temperature or the like, controls the throttle angle in the absence • j c dependence and the idle stop for idling Throttle valve angle adjusts by means of a servomotor, characterized in that at
20 Anlegen der Drosselklappe (3) an den Leerlauf-Anschlag (2) eine Messung des Istwertes des Drosselklappenwin¬ kels (α2) erfolgt; daß dieser Istwert mit den zule zt gemessenen und zwischengespeicherten Drosselklapper.win- kel ( α 1 ) verglichen wird; und daß bei Feststellung ei¬20 Applying the throttle valve (3) to the idle stop (2) the actual value of the throttle valve angle (α2) is measured; that this actual value is compared with the currently measured and temporarily stored throttle valve angle (α 1); and that upon detection ei¬
25 ner Differenz zwischen beiden Werten der Stellmotor (1) den Leerlauf-Anschlag (2) in Richtung des zwischenge¬ speicherten Drosselklappenwinkels ( α 1 ) bewegt.25 ner difference between the two values of the servomotor (1) moves the idle stop (2) in the direction of the temporarily stored throttle valve angle (α 1).
2. System nach Anspruch 1, dadurch gekennzeichnet, daß2. System according to claim 1, characterized in that
30 bei am Leerlauf-Anschlag (2) anliegender Drosεelkiappe (3) eine Betätigung deε Stellmotors (1) sofort unter¬ brochen und/oder eine Richtungsumkehr eingeleitet viri, sofern sich der Leerlauf-Anschlag (2) von einer der. Sollwert repräsentierenden Stellung (S1 ) entfernt.30 when the throttle valve (3) abuts against the idle stop (2), an actuation of the servomotor (1) is immediately interrupted and / or a direction reversal is initiated, provided the idle stop (2) is different from one of the. Position (S1) representing setpoint removed.
3535
3. System nach Anspruch 2, dadurch gekennzeichnet, ±aZ bei Feststellung einer Betätigung des Stellmotors ' ) trotz Istwert-Sollwert-übereinstimmung der die Verstel¬ lung auslösende gestörte Steuerausgang unterbrochen oder mit einem nicht gestörten Ausgang phasengleich verbunden wird.3. System according to claim 2, characterized, ± aZ upon detection of an actuation of the servomotor ' ) in spite of the actual value / target value agreement, the faulty control output which triggers the adjustment is interrupted or is connected in phase with a non-faulty output.
4. System nach einem der vorhergehenden Ansprüche, da¬ durch gekennzeichnet, daß der Istwert-Sollwert- Vergleich zyklisch mit hoher Frequenz erfolgt. 4. System according to one of the preceding claims, da¬ characterized in that the actual value setpoint comparison is carried out cyclically at a high frequency.
EP19880902799 1987-06-19 1988-03-30 System for adjusting the throttle valve angle Expired - Lifetime EP0365528B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19873720255 DE3720255A1 (en) 1987-06-19 1987-06-19 SYSTEM FOR ADJUSTING THE THROTTLE ANGLE
DE3720255 1987-06-19

Publications (2)

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

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EP (1) EP0365528B1 (en)
JP (1) JPH02503939A (en)
KR (1) KR0121325B1 (en)
DE (2) DE3720255A1 (en)
WO (1) WO1988010365A1 (en)

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Also Published As

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

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