EP0365528B1 - System for adjusting the throttle valve angle - Google Patents

System for adjusting the throttle valve angle Download PDF

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Publication number
EP0365528B1
EP0365528B1 EP19880902799 EP88902799A EP0365528B1 EP 0365528 B1 EP0365528 B1 EP 0365528B1 EP 19880902799 EP19880902799 EP 19880902799 EP 88902799 A EP88902799 A EP 88902799A EP 0365528 B1 EP0365528 B1 EP 0365528B1
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EP
European Patent Office
Prior art keywords
throttle valve
servo motor
throttle
difference
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.)
Expired - Lifetime
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EP19880902799
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German (de)
French (fr)
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EP0365528A1 (en
Inventor
Herbert Arnold
Michael Horbelt
Rüdiger Jautelat
Peter Werner
Manfred Mezger
Günther PLAPP
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Robert Bosch GmbH
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Robert Bosch GmbH
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Publication of EP0365528A1 publication Critical patent/EP0365528A1/en
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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
    • 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 adjusting the throttle valve angle.
  • the invention is based on DE-OS 35 18 014, which proposes a method for controlling the idle speed of an internal combustion engine via an idle stop of the throttle valve, the position of which is changed by means of a servomotor via an electronic control device depending on the engine temperature and other parameters.
  • a measurement of the actual value of the speed is carried out when the throttle valve is attached to this idling stop and compared with the last measured and temporarily stored speed, whereby if a difference is found to be smaller than a predetermined value between the two values and after a predetermined period of time it does not differ changing difference of the idle stop of the throttle valve is changed by the servomotor so that the idle speed reaches the predetermined target speed.
  • DE-OS 33 22 240 proposes a safety emergency device for the idle operation of motor vehicles with digital idle filling regulations.
  • the idle actuator is controlled digitally by a microcomputer via an output stage circuit with a variable duty cycle.
  • the direction of movement of the actuator and thus its position are controlled by two control lines. Since short circuits in this control line no longer make it possible to control the actuator to regulate the idling speed, safety monitoring is necessary, which in the present case is carried out by returning these control signals to the microcomputer and then comparing them with the position of the actuator.
  • the disadvantage of such a monitoring device is the additional circuitry and the assignment of inputs to the control, which can then no longer be used for other purposes.
  • the system for adjusting the throttle valve angle with the features of the main claim has the advantage that no additional circuitry is required to detect the above-mentioned accident, since the existing devices can be used to monitor the idle throttle valve angle.
  • the electronic control unit recognizes the presence of a malfunction and can initiate countermeasures in the form of a reversal of direction of the actuation or stopping of the actuation of the servomotor.
  • the system according to the invention is able to detect both malfunctions in the area of the idle servomotor and its control outside as well as within the idle state and to initiate appropriate countermeasures to improve the functional reliability of the idle control.
  • the actuation of the servomotor can also be monitored as to whether the servomotor is moving 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.
  • the actual / setpoint query can be carried out cyclically done at high frequency.
  • 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 about whether the throttle valve 3 is present at a contact 4 of the stop 2 at a plurality of 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 broken ⁇ -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 by a corresponding adjustment from position S1 to position S2, in order to briefly set a higher idle speed when the pedestrian is suddenly withdrawn.
  • This is changed in the direction of position S1, since this position S1 represents the throttle valve angle ⁇ 1 previously stored in memory 5.
  • the idling stop 2 can be moved back to position S5, which corresponds to position S1, within a fraction of a second.
  • the engine control system MS could recognize from the temporarily stored throttle valve angle that there is a malfunction, since the idle 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 in the exemplary embodiment shown. This setpoint is only changed when the throttle valve 3 is in contact with the stop 2 under changed operating conditions by the engine control MS. If a new setpoint is specified, the engine control MS can also monitor in this case whether the servomotor 1 moves the idle stop 2 in the correct direction, since when the throttle valve 3 is applied, the position of the idle stop 2 is checked via the throttle valve angle ⁇ can be.
  • 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 happens 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 COUNTER is greater than or equal to the value MAX1.
  • the value MAX1 corresponds to the maximum number of servo drive attempts with the requirement to reduce the difference between ⁇ 1 and ⁇ 2. If this value MAX1 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 servomotor.
  • 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, in program step P8 the current throttle valve value ⁇ 1 (i) is compared with the throttle valve value ⁇ 1 (i-1) from the last processing grid.
  • This procedure prevents the new throttle valve value ⁇ 1 from changing the throttle valve difference in such a way that a fault is erroneously recognized.
  • ⁇ 1 (i) and ⁇ 1 (i-1) are not identical, the program is continued at program step P16. If they are identical, 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 ⁇ 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 servo drive pulses for the drive mode "stopping the motor with high potential".
  • program step P12 additionally checks whether the throttle valve angle ⁇ 2 (i) has changed compared to the throttle valve angle ⁇ 2 (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 it is activated with high potential. In the other case, the content is incremented by ZAEHLER.

Abstract

A system for adjusting the angle of the throttle valve in internal combustion engines makes it possible to adjust the idling stop for the throttle valve angle during idling and to detect any faults which arise. When the throttle valve touches the idling stop, a contact is actuated allowing intermediate storage of the actual angle of the valve, which is an index of the position of the idling stop. If, for example, this position changes during operation, on renewed contact between the throttle valve and the idling stop the new position is determined by measuring the angle of the throttle valve. By comparison of the real and theoretical values any faults can be detected and the servomotor controlled accordingly. The advantage of this system is that a fault in the region of the servomotor can be detected without incurring the cost of additional circuitry.

Description

Stand der TechnikState of the art

Die Erfindung betrifft ein System zur Einstellung des Drosselklappenwinkels.The invention relates to a system for adjusting the throttle valve angle.

Die Erfindung geht dabei aus von der DE-OS 35 18 014, die ein Verfahren zur Regelung der Leerlaufdrehzahl einer Brennkraftmaschine über einen Leerlaufanschlag der Drosselklappe vorschlägt, dessen Position mittels eines Stellmotors über eine elektronische Steuereinrichtung in Abhängigkeit von Motortemperatur und von weiteren Parametern verändert wird. Dazu wird beim Anlegen der Drosselklappe an diesen Leerlaufanschlag eine Messung des Istwertes der Drehzahl durchgeführt und mit der zuletzt gemessenen und zwischengespeicherten Drehzahl verglichen, wobei bei Feststellung einer Differenz kleiner als ein vorgegebener Wert zwischen den beiden Werten und nach Ablauf einer vorgegebenen Zeitdauer mit einer sich nicht verändernden Differenz der Leerlaufanschlag der Drosselklappe durch den Stellmotor derart verändert wird, daß die Leerlaufdrehzahl die vorgebene Solldrehzahl erreicht.The invention is based on DE-OS 35 18 014, which proposes a method for controlling the idle speed of an internal combustion engine via an idle stop of the throttle valve, the position of which is changed by means of a servomotor via an electronic control device depending on the engine temperature and other parameters. For this purpose, a measurement of the actual value of the speed is carried out when the throttle valve is attached to this idling stop and compared with the last measured and temporarily stored speed, whereby if a difference is found to be smaller than a predetermined value between the two values and after a predetermined period of time it does not differ changing difference of the idle stop of the throttle valve is changed by the servomotor so that the idle speed reaches the predetermined target speed.

Tritt bei einem derartigen System ein Störfall in den Ansteuerleitungen des Stellmotors auf, so ist es möglich, daß die Drosselklappe bis zu relativ großen Winkeln geöffnet werden kann, wodurch sich beträchtliche, unter Umständen sicherheitskritische Betriebsstörungen ergeben können. Ein solcher Störfall kann z. B. ein Kurzschluß einer der Motoransteuerleitungen eines digital, impulsgesteuerten Stellmotors gegen Batteriespannung oder Masse darstellen.If a malfunction occurs in the control lines of the servo motor in such a system, it is possible that the throttle valve can be opened up to relatively large angles, which can result in considerable, possibly safety-critical operational malfunctions. Such an accident can e.g. B. represent a short circuit of one of the motor control lines of a digital, pulse-controlled servomotor against battery voltage or ground.

Um derartige Störungen feststellen zu können, schlägt die DE-OS 33 22 240 eine Sicherheitsnotlaufeinrichtung für den Leerlaufbetrieb von Kraftfahrzeugen mit digitalen Leerlauffüllungsregelungen vor. Dabei wird das Leerlaufstellglied von einem Mikrocomputer über eine Endstufenschaltung digital mit veränderlichem Tastverhältnis gesteuert. Die Bewegungsrichtung des Stellgliedes werden und damit seine Position durch zwei Ansteuerleitungen kontrolliert. Da Kurzschlüsse in dieser Ansteuerleitung eine definierte Steuerung des Stellgliedes zur Regelung der Leerlaufdrehzahl nicht mehr möglich machen, ist eine Sicherheitsüberwachung notwendig, die im vorliegenden Fall durch eine Rückführung dieser Ansteuersignale zum Mikrocomputer und anschließenden Vergleich mit der Position des Stellgliedes durchgeführt wird. Nachteil einer derartigen Überwachungseinrichtung ist der zusätzliche Schaltungsaufwand sowie die Belegung von Eingängen der Steuerung, die dann nicht mehr anderweitig benutzt werden können.In order to be able to determine such faults, DE-OS 33 22 240 proposes a safety emergency device for the idle operation of motor vehicles with digital idle filling regulations. The idle actuator is controlled digitally by a microcomputer via an output stage circuit with a variable duty cycle. The direction of movement of the actuator and thus its position are controlled by two control lines. Since short circuits in this control line no longer make it possible to control the actuator to regulate the idling speed, safety monitoring is necessary, which in the present case is carried out by returning these control signals to the microcomputer and then comparing them with the position of the actuator. The disadvantage of such a monitoring device is the additional circuitry and the assignment of inputs to the control, which can then no longer be used for other purposes.

Vorteile der ErfindungAdvantages of the invention

Das System zur Einstellung des Drosselklappenwinkels mit den Merkmalen des Hauptanspruchs hat demgegebenüber den Vorteil, daß zur Erkennung des obengenannten Störfalles kein zusätzlicher Schaltungsaufwand erforderlich ist, da zur Überwachung des Leerlaufdrosselklappenwinkels die bestehenden Einrichtungen verwendet werden können. Die elektronische Steuereinheit erkennt infolge der sich trotz einer vorgegebenen Anzahl von Ansteuerversuchen des Stellmotors nicht verkleinernden Differenz zwischen gespeichertem und gemessenem Drosselklappenwinkel das Vorliegen eines Störfalles und kann Gegenmaßnahmen in Form einer Richtungsumkehr der Ansteuerung oder Anhalten der Stellmotorbetätigung einleiten.The system for adjusting the throttle valve angle with the features of the main claim has the advantage that no additional circuitry is required to detect the above-mentioned accident, since the existing devices can be used to monitor the idle throttle valve angle. As a result of the difference between the stored and measured throttle valve angle, which does not decrease in spite of a predetermined number of control attempts by the servomotor, the electronic control unit recognizes the presence of a malfunction and can initiate countermeasures in the form of a reversal of direction of the actuation or stopping of the actuation of the servomotor.

Das erfindungsgemäße System ist in der Lage, sowohl Störfälle im Bereich des Leerlaufstellmotors und seiner Ansteuerung außerhalb als auch innerhalb des Leerlaufzustandes zu erkennen und entsprechende Gegenmaßnahmen zur Verbesserung der Funktionssicherheit der Leerlaufregelung einzuleiten.The system according to the invention is able to detect both malfunctions in the area of the idle servomotor and its control outside as well as within the idle state and to initiate appropriate countermeasures to improve the functional reliability of the idle control.

Durch die Zwischenspeicherung früherer und aktueller Drosselklappenwinkel kann auch die Betätigung des Stellmotors überwacht werden, ob der Stellmotor den Leerlaufanschlag in die richtige Richtung, nämlich in die Richtung des Sollwertes, 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, the actuation of the servomotor can also be monitored as to whether the servomotor is moving 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 Ist-/Sollwertübereinstimmung ist es möglich, bei nicht zu verkleinernder Differenz den Stellmotor anzuhalten, daß die Ansteuerleitungen phasengleich verbunden werden. Um eine schnelle Durchführung zu ermöglich, kann die Ist-/Sollwertabfrage zyklisch mit hoher Frequenz erfolgen.Even if an actuation of the servomotor is detected despite the actual / target value matching, it is possible to stop the servomotor if the difference cannot be reduced so that the control lines are connected in phase. In order to enable quick execution, the actual / setpoint query can be carried out cyclically done at high frequency.

Zeichnungdrawing

Die Erfindung wird nachfolgend anhand eines in der Zeichnung dargestellten Ausführungsbeispieles näher erläutert. Es zeigen:

  • Figur 1 das Blockschaltbild eines Systems zur Einstellung des Leerlauf-Anschlags,
  • Figur 2 ein Drehzahl-Drosselklappenwinkel-Diagramm und
  • Figur 3 ein Flußdiagramm zur Erläuterung der Funktionsweise des Systems zur Einstellung des Drosselklappenwinkels.
The invention is explained below with reference to an embodiment shown in the drawing. Show it:
  • FIG. 1 shows the block diagram of a system for setting the idle stop,
  • Figure 2 is a speed throttle angle diagram and
  • Figure 3 is a flow chart to explain the operation of the system for adjusting the throttle valve angle.

Das in Figur 1 dargestellte Blockschaltbild enthält einen 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 Steuereingängen Informationen über die Motortemperatur T, die Drehzahl n, den Drosselklappenwinkel α und über eine Signalleitung 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 about whether the throttle valve 3 is present at a contact 4 of the stop 2 at a plurality of control inputs.

Die Motorsteuerung MS hat Zugriff zu einem Speicher 5, in welchem Sollwerte und Istwerte von Drosselklappenwinkeln abgelegt sind. Über eine Motorsteuerung 6 und eine Endstufe 7 betätigt die Motorsteuerung MS den Stellmotor 1, um den Anschlag 2 in die jeweils erforderliche 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 zeitabhängig der Drosselklappenwinkel α und die Drehzahl n dargestellt. Die Stellung des Leerlauf-Anschlages ist durch senkrechte Pfeile S1 bis S5 angegeben. Die durchgezogenen Linien für Drehzahl n und Drosselklappenwinkel α zeigen die α-n-Abhängigkeit ausgehend vom Leerlauf zum Zeitpunkt t1 bis zum maximalen Drosselklappenwinkel α bei t2. Die unterbrochenen α-n-Linien geben 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 α at t2. The broken α-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 Drosselklappenwinkels 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 Zurücknehmen 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 Drosselklappenwinkel α1 repräsentiert. Das Zurückfahren des Leerlauf-Anschlages 2 in die Stellung S5, die der Stellung S1 entspricht, kann innerhalb eines Bruchteils einer Sekunde erfolgen.When the throttle valve angle is opened from time t1, the position of the idle stop changes by a corresponding adjustment from position S1 to position S2, in order to briefly set a higher idle speed when the pedestrian is suddenly withdrawn. As soon as the throttle valve bears against the idling stop in position S2 at time t4, this is changed in the direction of position S1, since this position S1 represents the throttle valve angle α1 previously stored in memory 5. The idling stop 2 can be moved back to position S5, which corresponds to position S1, within a fraction of a second.

Beim Anlegen der Drosselklappe 3 an den in der Stellung S2 befindlichen Leerlauf-Anschlag 2 wird der Kontakt 4 betätigt und dadurch eine Messung des Drosselklappenwinkels α 2 veranlaßt. Dieser Winkel α2 wird mit dem zuletzt gemessenen und zwischengespeicherten Drosselklappenwinkel α1 verglichen und da eine Differenz zwischen beiden Werten besteht bewegt der Stellmotor 1 den Leerlauf-Anschlag 2 in Richtung des zwischengespeicherten Drosselklappenwinkels α1. In der Stellung S5 hat der Leerlauf-Anschlag 2 den Drosselklappenwinkel α1 erreicht, so daß im Zeitpunkt t5 der Verstellvorgang 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 α2 is compared with the last measured and temporarily stored throttle valve angle α1 and since there is a difference between the two values, the servomotor 1 moves the idling stop 2 in the direction of the temporarily stored throttle valve angle α1. In position S5, the idle stop 2 has the throttle valve angle α1 reached so that the adjustment process of the idle stop 2 is completed at time t5.

Würde sich bedingt durch eine Störung der Stellmotor 1 in die falsche Richtung bewegen, so könnte die Motorsteuerung MS aufgrund der zwischengespeicherten Drosselklappenwinkel erkennen, daß eine Störung vorliegt, da sich der Leerlauf-Anschlag 2 vom richtigen Drosselklappenwinkel 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 malfunction, the engine control system MS could recognize from the temporarily stored throttle valve angle that there is a malfunction, since the idle 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 dargestellten Ausführungsbeispiel der Drosselklappenwinkel α1. Dieser Sollwert wird nur bei anliegender Drosselklappe 3 am Anschlag 2 bei geänderten Betriebsbedingungen 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 werden kann.The setpoint value for the idling stop is the throttle valve angle α1 in the exemplary embodiment shown. This setpoint is only changed when the throttle valve 3 is in contact with the stop 2 under changed operating conditions by the engine control MS. If a new setpoint is specified, the engine control MS can also monitor in this case whether the servomotor 1 moves the idle stop 2 in the correct direction, since when the throttle valve 3 is applied, the position of the idle stop 2 is checked via the throttle valve angle α can be.

Anhand des in Figur 3 dargestellten Flußdiagramms wird die Funktion des erfindungsgemäßen Systems erläutert. Das in Figur 3 dargestellte Flußdiagramm umfaßt 16 Programmschritte P1 bis P16. Die Bearbeitung der Programmschritte 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 erfolgt 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 happens in program steps P2, P3.

In der RAM-Zelle ZAEHLER werden die Stellmotoransteuerimpulse gezählt, die sich in diesem Programm aufgrund erkannten Fehlverhaltens des Stellmotors ergeben haben. αDIFF enthält die Differenz zwischen dem zuletzt gemessenen und zwischengespeicherten Drosselklappenwinkel α1 und dem Drosselklappenwinkel α2.In the RAM cell ZAEHLER, the servo drive pulses are counted, which have resulted in this program due to detected malfunction of the servomotor. 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 zwischengespeichert, wobei der Wert A der Differenz zwischen α1 und dem aktuellen Drosselklappenwert α2 entspricht. Im Programmschritt P5 wird überprüft, ob der Inhalt von der RAM-Zelle ZAEHLER größer oder gleich dem Wert MAX1 ist. Der Wert MAX1 entspricht der maximalen Anzahl von Stellmotoransteuerversuchen mit der Vorgabe, die Differenz zwischen α1 und α2 zu verkleinern. Ist dieser Wert MAX1 noch nicht überschritten, erfolgt im Programmschritt P6 die Abfrage, ob der Betrag von A größer oder gleich einer Drosselklappenschwelle αSCHW ist. αSCHW repräsentiert einen Unempfindlichkeitsbereich, in dem keine Stellmotoransteuerung erfolgt. Befindet sind die neu berechnete und in A abgefragte Drosselklappendifferenz innerhalb dieser Schwelle, so wird im Programmschritt P16 der Wert A für das nächste Bearbeitungsraster nach αDIFF übertragen. Bei Überschreiten des Unempfindlichkeitsbereichs 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 Programmschritt P16 gesprungen. Im anderen Fall wird im Programmschritt P8 der aktuelle Drosselklappenwert α1(i) mit dem Drosselklappenwert α1(i-1) aus dem letzten Bearbeitungsraster verglichen.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 α1 and the current throttle valve value α2. In program step P5 it is checked whether the content of the RAM cell COUNTER is greater than or equal to the value MAX1. The value MAX1 corresponds to the maximum number of servo drive attempts with the requirement to reduce the difference between α1 and α2. If this value MAX1 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 αSCHW. αSCHW represents an insensitivity range in which there is no actuation of the servomotor. 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, in program step P8 the current throttle valve value α1 (i) is compared with the throttle valve value α1 (i-1) from the last processing grid.

Durch diese Vorgehensweise wird ausgeschlossen, daß aufgrund des neuen Drosselklappenwertes α1 sich die Drosselklappendifferenz so verändert, daß fälschlicherweise eine Störung erkannt wird.This procedure prevents the new throttle valve value α1 from changing the throttle valve difference in such a way that a fault is erroneously recognized.

Bei Ungleichheit von α1(i) und α1(i-1) erfolgt die Programmfortführung bei Programmschritt P16. Bei Gleichheit wird der Stellmotor 1 im Programmschritt P9 so angesteuert, daß die Differenz zwischen α1 und α2 kleiner wird. Im Programmschritt P10 wird der Inhalt von ZAEHLER inkrementiert. Anschließend wird im Programmschritt 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 Stellmotoransteuerimpulsen 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. If they are identical, the servomotor 1 is controlled in program step P9 so that the difference between α1 and α2 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 servo drive pulses for the drive mode "stopping the motor with high potential".

Bei Gleichheit von ZAEHLER-Inhalt und MAX2 wird im Programmschritt 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 Programmschritt P12 zusätzlich geprüft, ob sich der Drosselklappenwinkel 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 Ansteuerung mit High-Potential stehen bleibt. Im anderen Fall wird der Inhalt von ZAEHLER zusätzlich inkrementiert.If ZAEHLER and MAX2 are not the same, program step P12 additionally checks 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 it is activated with high potential. In the other case, the content is incremented by ZAEHLER.

Claims (5)

1. System for adjusting the throttle-valve angle of internal combustion engines by means of an electronic control device which controls the throttle-valve angle as a function of the position of the accelerator pedal and of engine-specific parameters such as speed, temperature or the like and adjusts the idling stop for the idling throttle-valve angle by means of a servo motor, a measurement of the actual value of the throttle-valve angle (α2) being effected when the throttle valve (3) is placed against the idling stop (2), this actual value being compared with the temporarily stored throttle-valve angle (α1) measured in the preceding idling case and, if a difference between the two values is detected, the servo motor (1) being driven in such a way that it moves the idling stop (2) in the direction of the temporarily stored throttle-valve angle (α1), and in that, if the difference does not decrease after a predetermined maximum number of attempts to drive the servo motor with the requirement to reduce the difference, the servo motor (1) is stopped.
2. System according to Claim 1, characterised in that, if the throttle valve is resting against the idling stop (2) and the difference changes despite correspondence between the actual and the set point value, driving of the servo motor with the requirement to reduce the difference is initiated and, after a predetermined maximum number of attempts to drive the servo motor with the requirement to reduce this difference, the servo motor is stopped.
3. System according to Claims 1 and 2, characterised in that the predetermined maximum number of attempts to drive the servo motor also comprises a reversal of the direction of motion of the servo motor.
4. System according to one of the preceding claims, characterised in that to stop the servo motor all drive outputs of the electronic control device are connected in the same phase.
5. System according to one of the preceding claims, characterised in that the actual value/set point value 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
DE3720255 1987-06-19
DE19873720255 DE3720255A1 (en) 1987-06-19 1987-06-19 SYSTEM FOR ADJUSTING THE THROTTLE ANGLE

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

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US (1) US5046467A (en)
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
EP0365528A1 (en) 1990-05-02
KR0121325B1 (en) 1997-11-24
JPH02503939A (en) 1990-11-15
DE3865967D1 (en) 1991-12-05
US5046467A (en) 1991-09-10
KR890701882A (en) 1989-12-22
WO1988010365A1 (en) 1988-12-29
DE3720255A1 (en) 1988-12-29

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