EP0488016B1 - Dispositif de commande de la puissance d'un moteur à combustion interne notamment pour véhicule automobile - Google Patents

Dispositif de commande de la puissance d'un moteur à combustion interne notamment pour véhicule automobile Download PDF

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Publication number
EP0488016B1
EP0488016B1 EP91119680A EP91119680A EP0488016B1 EP 0488016 B1 EP0488016 B1 EP 0488016B1 EP 91119680 A EP91119680 A EP 91119680A EP 91119680 A EP91119680 A EP 91119680A EP 0488016 B1 EP0488016 B1 EP 0488016B1
Authority
EP
European Patent Office
Prior art keywords
throttle valve
stop
combustion engine
electrical
internal combustion
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
EP91119680A
Other languages
German (de)
English (en)
Other versions
EP0488016A2 (fr
EP0488016A3 (en
Inventor
Heinrich Berglar
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.)
Hella GmbH and Co KGaA
Original Assignee
Hella KGaA Huek and Co
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 Hella KGaA Huek and Co filed Critical Hella KGaA Huek and Co
Publication of EP0488016A2 publication Critical patent/EP0488016A2/fr
Publication of EP0488016A3 publication Critical patent/EP0488016A3/de
Application granted granted Critical
Publication of EP0488016B1 publication Critical patent/EP0488016B1/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
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
    • F02D11/107—Safety-related aspects
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0404—Throttle position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/60—Input parameters for engine control said parameters being related to the driver demands or status
    • F02D2200/602—Pedal position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2400/00—Control systems adapted for specific engine types; Special features of engine control systems not otherwise provided for; Power supply, connectors or cabling for engine control systems
    • F02D2400/08—Redundant elements, e.g. two sensors for measuring the same parameter

Definitions

  • the invention relates to a device for controlling the power output of an internal combustion engine, in particular for motor vehicles, with an accelerator pedal that is mechanically operatively connected to an electrical setpoint generator, with a throttle valve influencing the power output of the internal combustion engine, which is rotatably arranged in a throttle valve neck and by a return spring is loaded against the open position, with an electrical actuator that is mechanically operatively connected to the throttle valve and with an electrical control unit to which the electrical signals of the setpoint generator are fed as input signals and which, depending on the input signals, generates an output signal that is fed to the electrical actuator .
  • Such a device is previously known from DE-PS 27 14 113 or WO 88/02064.
  • the device there enables the synchronous transmission of motion between the accelerator pedal and the throttle valve without mechanical means such as a linkage, a Bowden cable or the like.
  • the device In order to ensure that in the event of a failure of the device, the throttle valve is not pivoted into a full throttle position or, if it is in the full throttle position, remains in this position, the device there has a coupling which provides the mechanical operative connection between the throttle valve and the electrical actuator interrupts if the device has an error. This measure is intended to pivot the throttle valve back into its rest position by means of spring force, as a result of which the engine falls back to its idling speed.
  • the idle position of the throttle valve in the previously known device does not correspond to the fully closed position of the throttle valve in the throttle valve connection piece, so that the internal combustion engine actually runs in idle position when the throttle valve is idle, the other problem arises that with the previously known device the control quality normally required today is not can be achieved. That is, if the throttle valve cannot be fully closed, additional functions that are commonly used in such devices are nowadays such as, for. B. the idle speed control of the internal combustion engine, not feasible.
  • the clutch required in the known device between the actuator and the throttle valve is a mechanically complex part, which makes the known device expensive to manufacture and cost.
  • the present invention has for its object to provide a device for controlling the power output of an internal combustion engine, in particular for motor vehicles, in which a purely electrical connection between the accelerator pedal and the Throttle valve is provided and which enables a safe emergency operation of the internal combustion engine even in the event of a malfunction of the device according to the invention in a simple and inexpensive manner.
  • the throttle valve is arranged in the throttle valve neck such that it can rotate beyond the fully closed position that a stop element is provided which is mechanically operatively connected to the throttle valve, and that a stop is provided with which the stop element can be brought into contact in such a way that the throttle valve is in an emergency running position beyond the normal open position beyond the normal open position.
  • the throttle valve is arranged in the throttle valve neck in such a way that it can turn beyond the fully closed position ensures that the control device can adjust the throttle valve in accordance with other functions in addition to the throttle valve adjustment proportional to the position of the accelerator pedal. These functions may include e.g. B. to the idle speed control or traction control. If necessary, the throttle valve can be moved into the fully closed position, so that the power output of the internal combustion engine can be reduced to almost 0 without further measures.
  • a stop element which is mechanically operatively connected to the throttle valve and in that a stop is provided with which the stop element can be brought into contact in such a way that the Throttle valve is in an emergency running position beyond the fully closed position beyond the normal opening position.
  • the throttle valve is not in a rest position which corresponds to the fully closed position of the throttle valve, as in the prior art, but in an emergency running position which differs from the fully closed position and which is in the direction of rotation beyond the normal open position of the throttle valve.
  • a predetermined minimum air throughput of the internal combustion engine is guaranteed, which, for. B. may correspond to an increased idle speed of about 1200 revolutions / minute.
  • This minimum air flow is z. B. achieved by an open position of the throttle valve in the emergency running position of about 5 degrees.
  • Another advantage of the device according to the invention is that the possible turning of the throttle valve beyond the fully closed position during operation of the device according to the invention prevents the throttle valve from jamming or biting.
  • the throttle valve is likewise moved into the emergency running position by the return spring, so that even when the internal combustion engine is switched off, the throttle valve is in a predetermined position which enables ventilation of the intake tract of the internal combustion engine, so that no gasoline vapors can possibly remain there when restarting the Internal combustion engine can lead to malfunctions of the internal combustion engine.
  • the device according to the invention is simple and inexpensive to manufacture and mountable in the motor vehicle, since it is not necessary, as in the prior art, to provide a complex coupling arrangement, but rather a simple stop arrangement is sufficient.
  • control unit controls the actuator in both directions of rotation of the throttle valve in such a way that the throttle valve moves in a normal function range against the force of the return spring when the encoder is functioning properly emotional.
  • This normal functional range is then limited by the fully closed position of the throttle valve and by one of the two fully open positions of the throttle valve, which is in the opposite direction to the emergency running position. The throttle valve is then moved beyond the fully closed position into the emergency running position only when the device according to the invention is in emergency operation.
  • the stop has a stop spring, the spring force of which is directed counter to the return spring and whose spring force is applied when the stop element is in contact the attack is greater than the spring force of the return spring.
  • the control unit controls the actuator in a direction of rotation of the throttle valve in the event of a malfunction of one or more sensors the throttle valve is moved in an emergency function area against the force of the stop spring. That is, if such a malfunction of one or more sensors is determined by the control device, the control device is not completely switched off, but rather the control device controls the actuator only in one direction of rotation of the throttle valve, namely in the normal closing direction of the throttle valve.
  • the throttle valve can then be moved beyond the emergency running position against the force of the stop spring by means of the actuator, so that the throttle valve can be opened further in this emergency function area.
  • a second electrical setpoint generator or an idle switch may also be provided on the accelerator pedal, which are still functional if one setpoint generator fails. Even if all electrical setpoint transmitters except for the If the idle switch is to be defective, the control unit can still use the idle switch to determine whether the accelerator pedal is in the idle position or not.
  • the control device can then actuate the actuator in a predetermined manner in order to open the throttle valve further beyond the emergency running position and to increase the speed of the internal combustion engine.
  • the throttle valve can be set at an angle of 10 to 15 degrees, which then corresponds to an idling speed of the internal combustion engine of around 3500 to 4000 revolutions and which is not only a makeshift but also almost comfortable driving of the motor vehicle, even in the case of partially defective ones , device according to the invention.
  • an idle switch which is mechanically operatively connected to the accelerator pedal
  • a second setpoint generator can be provided, which is mechanically operatively connected to the accelerator pedal. If one of the two setpoint transmitters malfunctions, the other setpoint transmitter is still functional and is able to forward the driver's request to the control unit.
  • the function of the transmitter can be controlled by the control unit, among other things, when the internal combustion engine is switched off be checked.
  • the throttle valve can be rotated by the control unit into a predetermined rotational position for this functional test without checking for dangerous driving situations of the motor vehicle, in order to check whether the measured sensor signals match predetermined target values.
  • the control device In order to avoid overloading the actuator in this emergency operation mode, controlled solely by the idle switch, in particular when realizing the comfortable emergency driving function, it is particularly advantageous if the control device has an overload protection for the actuator.
  • an accelerator pedal (1) is spring-loaded by an accelerator pedal return spring (19) in the direction of the idling position shown.
  • the accelerator pedal (1) has a first electrical setpoint generator (2) and a second electrical setpoint generator (3).
  • the accelerator pedal (1) is mechanically operatively connected to an idle switch (4) which, as shown in FIG. 1, is open when the accelerator pedal (1) is in the idle position shown. As soon as the accelerator pedal (1) is operated from the idle position, the idle switch (4) is closed.
  • the first electrical setpoint generator (2), the second electrical setpoint generator (3) and the idle switch (4) are electrically conductively connected to an electrical control device (14) which is connected via further inputs (17), e.g. B. for the purpose of traction control, receives further input signals.
  • the electrical control unit (14) is connected to a further motor control unit (15) for control, e.g. B. the ignition or gasoline injection, the internal combustion engine to which the first control unit (14), for. B. the currently measured throttle valve position for control purposes, whereas the second control unit (15) to the first control unit (14), z. B. a control signal for switching on the idle speed and the idle charge control.
  • a malfunction of parts of the device according to the invention or of the entire device according to the invention can be indicated to the operator of the motor vehicle via an error indicator lamp (16). This error can be via an output (18) for diagnostic purposes, e.g. B. in a motor vehicle workshop, for the purpose of correcting the error.
  • the electrical control unit (14) generates an output signal depending on the input signal mentioned, which is fed to an electrical actuator (7) which, for. B. can be designed as an actuator.
  • This electrical actuator (7) is mechanically operatively connected to a throttle valve (5) which is rotatably arranged in a throttle valve connector (6).
  • the throttle valve (5) is on the other hand mechanically operatively connected to a first electrical actual value transmitter (8) and a second electrical actual value transmitter (9), the electrical signals of which are also fed to the electrical control unit (14) for the purpose of position control of the throttle valve (5).
  • the throttle valve (5) is spring-loaded by a return spring (10) in the direction opposite the normal open position of the throttle valve (5). If the servomotor (7) is in its de-energized state, the throttle valve (5) is connected by the force of the return spring (10) with a stop element (11), which can be designed as a lever and is mechanically operatively connected to the throttle valve (5) , pressed against a stop (12) which has a stop spring (13).
  • the servomotor (7) can, for. B. be de-energized because either the internal combustion engine (not shown in FIG. 1) is switched off or because an error in the device according to FIG. 1 has been determined.
  • FIG. 2 the same or equivalent device parts as in FIG. 1 are provided with the same reference numerals.
  • the fully closed position of the throttle cap (5) is marked with 0 degrees, in which the stop element (11) does not rest on the stop (12).
  • the fully open position of the throttle valve (5 ') is shown in FIG. 2, in which, due to the geometry selected in FIG. 2, the stop element (11') is located on the 0 degree line.
  • the two positions of the throttle valve (5, 5 ') shown in FIG. 2 define the normal function range or the normal range of rotation of the throttle valve by the throttle valve (5) moves against the force of the return spring (10) when the device according to the invention and its individual parts function properly.
  • the stop element (11) does not come into contact with the stop (12) in this normal function range, so that the stop element (11), the stop (12) and the stop spring (13) are without any function in this normal function range.
  • FIG. 3 the same or equivalent device parts as in FIGS. 1 and 2 are provided with the same reference numerals.
  • the emergency running position (5 '') of the throttle valve is shown, in which the stop element (11 '') would come to rest on the stop (12).
  • FIG. 3 shows an emergency function position of the throttle valve (5 '' ') in which the stop element (11' '') rests on the stop (12) and, due to the force exerted by the electrical actuator, the stop spring (13) compresses.
  • the throttle valve (5 '') When the stop element (11 '') is in normal contact with the stop (12) without the servomotor (7) being energized, the throttle valve (5 '') has an opening angle (W1) which is approximately 5 degrees and an increased one Idle speed of the internal combustion engine corresponds to about 1200 rpm. In the case in which the servomotor (7) is fully energized, the throttle valve (5 '' ') has a rotary position that the throttle valve encloses an angle of approximately 10 to 15 degrees to the fully closed position, which means an idle speed of the operating warning internal combustion engine of approximately Corresponds to 3500 to 4000 revolutions.
  • the function of the device according to the invention in the event of a malfunction, e.g. B. of the two setpoints (2, 3) is as follows: First, when the malfunction is detected by the electrical control unit, the electrical actuator (7) is switched off. By switching off the electrical actuator (7) by the restoring force of the return spring (10), the throttle valve (5 '') is rotated so far against the direction of the opening that the stop element (11) abuts the stop (12). Since the restoring force of the restoring spring (10) is less than the oppositely directed force of the stop spring (13), the throttle valve (5 '') remains in the position shown in FIG. 3 as long as the servomotor (7) is not energized. As soon as the servomotor (7) is energized because z. B.
  • the electrical control unit (14) the closing of the idle switch (4) and thus the actuation of the accelerator pedal (1) from the idle position, the energization takes place only in the direction of the normal closing direction of the throttle valve (5), so that by the force exerted by the electric actuator (7), the throttle valve is moved into the position (5 ''') shown in FIG. 3 against the force of the stop spring (13).
  • the accelerator pedal (1) As soon as the driver releases the accelerator pedal (1), the accelerator pedal (1) is moved back into the idle position by the force of the accelerator pedal return spring (19), so that the idle switch (4) opens. Now the opening state of the idle switch (4) is detected by the control device (14), which leads to the electrical actuator (7) being de-energized, so that the throttle valve moves into the position (5 '') shown in FIG. 3, due to the force of the stop spring (13) is moved back.
  • a similar emergency function can also be carried out if the idle switch and a setpoint generator (2, 3) are defective, but the second setpoint generator (2 or 3) is still functional.
  • a continuous adjustment of the throttle valve angle would in principle still be possible depending on the electrical signal of the respective setpoint generator (2 or 3).
  • the driver should be informed at least via the error indicator lamp (16) that the device according to the invention has a defect.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Claims (10)

  1. Système de commande de la puissance utile d'un moteur à combustion interne, en particulier pour des véhicules automobiles, comportant une pédale (1) d'accélérateur qui est reliée activement de manière mécanique à un capteur (2, 3) électrique de valeurs de consigne, un papillon (5) qui influence la puissance utile du moteur à combustion interne, ledit papillon étant agencé en pivotement dans un manchon (6) de papillon et étant sollicité par un ressort de rappel (10) à l'encontre de la position d'ouverture, comportant un organe de réglage (7) électrique qui est relié activement de manière mécanique avec le papillon (5) et comportant un appareil de commande (14) électrique auquel les signaux électriques du capteur (2, 4) de valeurs de consigne sont amenés en tant que signaux d'entrée et qui engendre en fonction des signaux d'entrée un signal de sortie qui est amené à l'organe de réglage (7) électrique, caractérisé en ce que le papillon (5) est agencé de telle manière dans le manchon (6) du papillon qu'il peut s'emballer au-delà de la position complètement fermée, en ce qu'il est prévu un élément (11) de butée qui est activement relié de manière mécanique avec le papillon (5) et en ce qu'il est prévu une butée (12) avec laquelle l'élément (11) de butée peut être mis en contact de telle manière que le papillon (5) se trouve dans une position de marche de secours dépassant la position complètement fermée, au-delà de la position d'ouverture normale (5'').
  2. Système selon la revendication 1, caractérisé en ce que lorsque le capteur (2, 3) de valeurs de consigne fonctionne parfaitement, l'appareil de commande (14) commande l'organe de réglage (7) dans les deux directions de pivotement du papillon (5) de telle manière que le papillon (5) se déplace dans une plage de fonctionnement normal à l'encontre de la force du ressort de rappel (10).
  3. Système selon la revendication 1, caractérisé en ce que la butée (12) présente un ressort de butée (13) dont la force est orientée à l'opposé du ressort de rappel (10) et dont la force, lorsque l'élément de butée (11) est en contact sur la butée (12) est supérieure à la force du ressort de rappel (10).
  4. Système selon la revendication 3, caractérisé en ce que l'appareil de commande (14), en cas de fonctionnement défaillant d'un ou de plusieurs capteurs (2, 3, 8, 9), commande l'organe de réglage (7) dans une direction de pivotement du papillon (5), de telle sorte que le papillon (5) se déplace à l'encontre de la force du ressort de butée (13), dans une plage de fonctionnement de secours.
  5. Système selon la revendication 1, caractérisé en ce qu'il est prévu un commutateur de ralenti (4) qui est relié activement de manière mécanique à la pédale (1) d'accélérateur.
  6. Système selon la revendication 1, caractérisé en ce qu'il est prévu un second capteur (3) de valeurs de consigne qui est relié activement de manière mécanique à la pédale (1) d'accélérateur.
  7. Système selon la revendication 1, caractérisé en ce qu'il est prévu un ou plusieurs capteurs (8, 9) de valeurs effectives qui sont reliés activement de manière mécanique au papillon (5) d'accélérateur.
  8. Système selon la revendication 1, caractérisé en ce que lorsque le moteur à combustion interne est coupé, le fonctionnement des capteurs (2, 3, 4, 8, 9) peut être vérifié par l'appareil de commande (14).
  9. Système selon la revendication 8, caractérisé en ce que pour la vérification du fonctionnement, le papillon (5) peut être pivoté par l'appareil de commande (14) dans des positions de pivotement prédéterminées.
  10. Système selon la revendication 1, caractérisé en ce que l'appareil de commande (14) présente une protection de surcharge pour l'organe de réglage (7).
EP91119680A 1990-11-26 1991-11-19 Dispositif de commande de la puissance d'un moteur à combustion interne notamment pour véhicule automobile Expired - Lifetime EP0488016B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4037502 1990-11-26
DE4037502A DE4037502A1 (de) 1990-11-26 1990-11-26 Einrichtung zur steuerung der leistungsabgabe einer brennkraftmaschine, insbesondere fuer kraftfahrzeuge

Publications (3)

Publication Number Publication Date
EP0488016A2 EP0488016A2 (fr) 1992-06-03
EP0488016A3 EP0488016A3 (en) 1993-07-14
EP0488016B1 true EP0488016B1 (fr) 1995-03-01

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP91119680A Expired - Lifetime EP0488016B1 (fr) 1990-11-26 1991-11-19 Dispositif de commande de la puissance d'un moteur à combustion interne notamment pour véhicule automobile

Country Status (3)

Country Link
EP (1) EP0488016B1 (fr)
DE (2) DE4037502A1 (fr)
ES (1) ES2069178T3 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6652579B1 (en) 2000-06-22 2003-11-25 Advanced Cardiovascular Systems, Inc. Radiopaque stent

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4218541C2 (de) * 1992-06-05 2003-02-13 Bosch Gmbh Robert System zur Ansteuerung eines Stellelements in einem Kraftfahrzeug
IT1263586B (it) * 1993-06-24 1996-08-27 Weber Srl Sistema di regolazione della portata di aria lungo un corpo farfallatoin un dispositivo di alimentazione per un motore endotermico di un veicolo.
ES2147852T3 (es) * 1994-06-18 2000-10-01 A B Elektronik Gmbh Dispositivo de valvula de mariposa.

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3620890A1 (de) * 1986-06-21 1987-12-23 Hella Kg Hueck & Co Drosselklappenstutzen
DE3631283C2 (de) * 1986-09-13 1999-11-25 Bosch Gmbh Robert Einrichtung zur gesteuerten Zumessung von Verbrennungsluft in eine Brennkraftmaschine
DE3712927A1 (de) * 1987-04-16 1988-11-03 Audi Ag Anordnung von drosselklappen im saugrohr einer brennkraftmaschine
EP0300479B1 (fr) * 1987-07-22 1992-05-06 Mitsubishi Denki Kabushiki Kaisha Système de commande de papillon d'accélérateur
JPS6456926A (en) * 1987-08-26 1989-03-03 Mitsubishi Electric Corp Throttle valve controller for engine
DE3828687A1 (de) * 1987-09-03 1989-03-23 Volkswagen Ag Leerlauffuellungsregelung fuer eine brennkraftmaschine
DE3909396A1 (de) * 1989-03-22 1990-10-04 Bayerische Motoren Werke Ag Vorrichtung zur bemessung der leerlaufluft von brennkraftmaschinen

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6652579B1 (en) 2000-06-22 2003-11-25 Advanced Cardiovascular Systems, Inc. Radiopaque stent

Also Published As

Publication number Publication date
EP0488016A2 (fr) 1992-06-03
ES2069178T3 (es) 1995-05-01
DE59104780D1 (de) 1995-04-06
DE4037502A1 (de) 1992-05-27
EP0488016A3 (en) 1993-07-14

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