EP0530235B1 - Device for adjusting the throttle valve of internal combustion engines - Google Patents

Device for adjusting the throttle valve of internal combustion engines Download PDF

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Publication number
EP0530235B1
EP0530235B1 EP91909201A EP91909201A EP0530235B1 EP 0530235 B1 EP0530235 B1 EP 0530235B1 EP 91909201 A EP91909201 A EP 91909201A EP 91909201 A EP91909201 A EP 91909201A EP 0530235 B1 EP0530235 B1 EP 0530235B1
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EP
European Patent Office
Prior art keywords
load
switch
full
accelerator pedal
throttle valve
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.)
Revoked
Application number
EP91909201A
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German (de)
French (fr)
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EP0530235A1 (en
Inventor
Ludwig Dipl.-Phys. Binnewies
Udo Dipl.-Ing. Frinzel (Fh)
Joachim Dipl.-Ing. Kuhn
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Bayerische Motoren Werke AG
Siemens AG
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Bayerische Motoren Werke AG
Siemens AG
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Application filed by Bayerische Motoren Werke AG, Siemens AG filed Critical Bayerische Motoren Werke AG
Publication of EP0530235A1 publication Critical patent/EP0530235A1/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
    • 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
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/20—Control lever and linkage systems
    • Y10T74/20528—Foot operated
    • Y10T74/20534—Accelerator

Definitions

  • the invention relates to a device for adjusting the throttle valve according to the preamble of claim 1.
  • the throttle valve is adjusted by an electromotive actuator which is controlled by a control unit.
  • the control unit receives a setpoint for the setting of the throttle valve from a setpoint generator which has an accelerator pedal and two position transmitters connected to it. These two position transmitters are usually potentiometers that have a common wiper that taps two separate resistance tracks.
  • the operational reliability of the device is significantly increased since the two potentiometers can be checked against each other. A defect in one of the two potentiometers can be recognized from the deviation of the signals emitted.
  • the object of the invention is therefore to develop a device according to the preamble of claim 1 so that even if the accelerator pedal is blocked, the driver's desire for full load or idling is reliably detected and adjusted.
  • an idle switch and a full load switch are provided on the setpoint generator.
  • the idle switch responds when the accelerator pedal is touched, i.e. immediately when the driver puts his foot on the accelerator pedal, even before the setpoint output changes.
  • the full load switch responds when there is increased pressure on the accelerator pedal. The level of this pressure is selected so that it is in any case greater than the pressure which is necessary to hold the accelerator pedal in a certain position or to move it to another position.
  • the full-load switch therefore only responds when the driver presses against the full-load stop or against a blocked accelerator pedal.
  • the throttle valve is only controlled in the full load or idle position if the so-called one-fault criterion is met. If the accelerator pedal is blocked, an error already exists. With every further error in the system, the number of combinations of possible errors multiplies. Therefore, the full load or idling is only set when the two potentiometers indicate the same position of the accelerator pedal, otherwise there is another error in one of the potentiometers.
  • a further increase in safety can be achieved if one or more brake switches are activated in the system, which respond when the brake pedal is actuated. If the driver applies the brakes, it can be assumed that he does not want full throttle under any circumstances, but idling. Therefore, regardless of the position of the other switches, the throttle valve is controlled in the idle position.
  • the full-load switch additionally has a pressure sensor, the output signal of which is proportional to the pressure exerted on the accelerator pedal. By comparing these output signals, a two out of three redundancy with respect to the two throttle valve potentiometers can be achieved.
  • the function of the full switch can be checked.
  • 1 is a setpoint generator.
  • This setpoint generator 1 essentially contains an accelerator pedal 10 and a potentiometer 13 which outputs the position of the accelerator pedal 10 to a control unit 2 as a setpoint.
  • the control unit 2 is a microcomputer that calculates and outputs a corresponding control signal for an actuator 3 from the setpoint signal.
  • the actuator 3 is an electric motor that is directly connected to a throttle valve 4 and adjusts it in accordance with the control signal.
  • FIGS 2 and 3 show the setpoint generator 1 in two views.
  • the potentiometer 13 is a rotary potentiometer that is adjusted via a lever 15. Inside the cylindrical housing of the potentiometer 13 there are two resistance tracks that run independently of one another in a ring.
  • a common grinder which is non-rotatably connected to the lever arm 15, picks up the two resistance tracks via one contact each. The two contacts are electrically isolated from each other so that the effect of two potentiometers is achieved with the two separate resistance tracks.
  • the two resistance tracks are connected in opposite directions, that is, the position of the grinder that means the greatest resistance value for one potentiometer means the smallest resistance value for the other potentiometer. This provides a simple monitoring option since the sum of the two resistance values must always correspond to the maximum value of a potentiometer.
  • the lever arm 15 is moved in the direction of rotation shown in Figure 3 via the accelerator pedal 10 by the driver's foot.
  • the respective position is detected via the potentiometer 13 and passed as an electrical signal to the control unit 2 via leads 14.
  • An idle switch 11 and a full load switch 12 are provided on the lever arm 15.
  • the two switches are located between the accelerator pedal 10 and the lever arm 15. They are both designed as buttons and differ only in the required actuation force.
  • the idle switch 11 is designed so that it already responds when the accelerator pedal 10 is actuated before the lever arm 15 moves. A response of the idle switch 11 thus means that the driver has put his foot on the accelerator pedal 10, but has not yet moved the lever arm 15 out of the idle position.
  • the full-load switch 12 is designed such that it only responds when the accelerator pedal 10 is pressed with a further increased force after reaching the full-load stop.
  • the full-load switch 12 thus also responds when the lever arm 15 is blocked in any position and the driver presses the accelerator pedal 10 with increased force.
  • FIG. 3 shows part of the processing routine stored in control unit 2, which becomes effective in the event that the setpoint generator is blocked.
  • step S0 it is checked in each calculation routine for a new control signal for setting the throttle valve 4 whether the idle switch 11 and the full load switch 12 have both responded. Since this is the case in the above-mentioned first case, step S1 follows with the check whether the same position of the lever arm 15 is ascertained via the two resistance tracks of the potentiometer 13. If this is not the case, a branch is made to an emergency running program which only permits the internal combustion engine to be operated with a limited scope of services. This power limitation is necessary because in this case one of the two potentiometers is defective and there is therefore an error state that can no longer be defined.
  • step S2 follows in which the response of two switches attached to the brake pedal is checked.
  • One of the two switches is the usual brake light switch.
  • the second switch like the brake light switch, is also operated with the brake pedal and is only used to increase safety. If the switches respond, the driver brakes. In this case, it is assumed that no full load, but idling is desired and in step 55 the throttle valve is adjusted to the idling position.
  • steps S0 to S3 run identically, regardless of whether full throttle is applied in normal, faultless driving operation or whether full load is desired by further pressure on the accelerator pedal 10 when the setpoint generator 1 is blocked. Steps S1 and S2 are used to check whether a safety-critical one Condition that a full throttle does not allow.
  • step S0 it is recognized in step S0 that the idle switch 11 and the full load switch 12 have both not responded.
  • step S4 it is then checked again whether the two potentiometers match.
  • the limp home program follows again and in the positive case the throttle valve 4 is adjusted to the idle position in step S5.
  • the routine proceeds identically, regardless of whether there is a normal, error-free idling case or whether the setpoint generator 1 is blocking and the driver wishes to idle by removing his foot from the accelerator pedal 10.

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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)

Abstract

A throttle valve (4) which can be adjusted by an electric system has a set point generator (1) with a no-load switch (11) and a full-load switch (12). By evaluating the position of both switches, the desire of the driver to set full-load or no-load can be reliably recognized and taken into account even when the set point generator (1) is blocked.

Description

Die Erfindung betrifft eine Einrichtung zum Verstellen der Drosselklappe gemäß Oberbegriff von Anspruch 1.The invention relates to a device for adjusting the throttle valve according to the preamble of claim 1.

Bei einer solchen Einrichtung (US-A-4819597) wird die Drosselklappe von einem elektromotorischen Stellglied verstellt, das von einem Steuergerät angesteuert wird. Das Steuergerät erhält dazu einen Sollwert für die Einstellung der Drosselklappe von einem Sollwertgeber, der ein Fahrpedal und zwei damit verbundene Stellungsgeber aufweist. Diese beiden Stellungsgeber sind üblicherweise Potentiometer, die einen gemeinsamen Schleifer haben, der zwei getrennte Widerstandsbahnen abgreift.In such a device (US-A-4819597) the throttle valve is adjusted by an electromotive actuator which is controlled by a control unit. For this purpose, the control unit receives a setpoint for the setting of the throttle valve from a setpoint generator which has an accelerator pedal and two position transmitters connected to it. These two position transmitters are usually potentiometers that have a common wiper that taps two separate resistance tracks.

Die Betriebssicherheit der Einrichtung ist damit wesentlich erhöht, da die beiden Potentiometer gegeneinander geprüft werden können. Ein Defekt eines der beiden Potentiometer kann aus der Abweichung der abgegebenen Signale erkannt werden.The operational reliability of the device is significantly increased since the two potentiometers can be checked against each other. A defect in one of the two potentiometers can be recognized from the deviation of the signals emitted.

Ein weiteres Sicherheitsproblem bei einer solchen Einrichtung ist das mögliche Blockieren des Sollwertgebers. Dieses Blockieren kann über die beiden Potentiometer nicht erkannt werden. Außerdem gibt es bei Blockade keine Möglichkeit mehr, die Drosselkappenstellung über das Fahrpedal zu verändern. Tritt die Blockade während eines Überholvorgangs auf, so kann der Fahrer nicht mehr Gas geben oder nimmt er den Fuß vom Fahrpedal, so kehrt die Drosselklappe nicht in die Leerlaufstellung zurück.Another safety problem with such a device is the possible blocking of the setpoint device. This blocking cannot be recognized by the two potentiometers. In addition, if there is a blockage, there is no longer any possibility of changing the throttle cap position using the accelerator pedal. If the blockage occurs during an overtaking maneuver, the driver can no longer accelerate or if he takes his foot off the accelerator pedal, the throttle valve does not return to the idle position.

Die Aufgabe der Erindung besteht daher darin, eine Einrichtung gemäß dem Oberbegriff von Anspruch 1 so weiter zu bilden, daß auch bei einer Blockade des Fahrpedals der Wunsch des Fahrers nach Vollast oder Leerlauf sicher erkannt und eingestellt wird.The object of the invention is therefore to develop a device according to the preamble of claim 1 so that even if the accelerator pedal is blocked, the driver's desire for full load or idling is reliably detected and adjusted.

Die erfindungsgemäße Lösung ist im Anspruch 1 gekennzeichnet. Vorteilhafte Weiterbildungen der Erfindung finden sich in den Unteransprüchen.The solution according to the invention is characterized in claim 1. Advantageous developments of the invention can be found in the subclaims.

Gemäß der Erfindung ist an dem Sollwertgeber ein Leerlaufschalter und ein Vollastschalter vorgesehen. Der Leerlaufschalter spricht bei Berührung des Fahrpedals an, also sofort wenn der Fahrer seinen Fuß auf das Fahrpedal setzt, noch bevor sich der ausgegebene Sollwert ändert. Der Vollastschalter spricht bei einem erhöhten Druck auf das Fahrpedal an. Die Höhe dieses Drucks ist so gewählt, daß er auf jeden Fall größer ist als der Druck, der nötig ist um das Fahrpedal in einer bestimmten Stellung zu halten oder in eine andere Stellung zu bewegen. Der Vollastschalter spricht also nur an, wenn der Fahrer gegen den Vollastanschlag oder gegen ein blockiertes Fahrpedal drückt.According to the invention, an idle switch and a full load switch are provided on the setpoint generator. The idle switch responds when the accelerator pedal is touched, i.e. immediately when the driver puts his foot on the accelerator pedal, even before the setpoint output changes. The full load switch responds when there is increased pressure on the accelerator pedal. The level of this pressure is selected so that it is in any case greater than the pressure which is necessary to hold the accelerator pedal in a certain position or to move it to another position. The full-load switch therefore only responds when the driver presses against the full-load stop or against a blocked accelerator pedal.

Beim Blockieren des Sollwertgebers sind zwei Fälle zu unterscheiden. Will der Fahrer das Fahrzeug weiter beschleunigen - z. B. während eines Überholvorgangs - so drückt er mit erhöhtem Druck auf das Fahrpedal. Damit haben der Leerlauf und der Vollastschalter angesprochen und das Steuergerät steuert die Drosselklappe in die Vollaststellung. Nimnmt der Fahrer dagegen seinen Fuß vom Fahrpedal, will er also Leerlauf, so sind der Leerlauf- und der Vollastschalter beide nicht betätigt. In diesem Fall steuert das Steuergerät die Drosselklappe in die Leerlaufstellung.There are two cases of blocking the setpoint generator. If the driver wants to accelerate the vehicle further - e.g. B. during an overtaking maneuver - so he presses the accelerator pedal with increased pressure. The idle and the full-load switch have thus responded and the control unit controls the throttle valve in the full-load position. If, on the other hand, the driver takes his foot off the accelerator pedal, so if he wants to idle, then the idle switch and the full load switch are both not actuated. In this case, the control unit controls the throttle valve to the idle position.

Dem Wunsch des Fahrers nach Vollast oder Leerlauf wird also Rechnung getragen, obwohl der Sollwertgeber blockiert ist und damit die Sollwertsignale von den Potentiometern immer gleichbleiben. Eine erhöhte Sicherheit - z. B. für den kritischen Fall der Vollast - ist durch die Verwendung von zwei Schaltern gegeben. Vollast und Leerlauf werden nur eingestellt, wenn entweder beide Schalter angesprochen haben oder beide Schalter nicht angesprochen haben.The driver's wish for full load or idling is therefore taken into account, even though the setpoint generator is blocked and the setpoint signals from the potentiometers always remain the same. Increased security - e.g. B. for the critical case of full load - is given by the use of two switches. Full load and idling are only set if either both switches have responded or both switches have not responded.

Gemäß einer Weiterbildung der Erfindung wird die Drosselklappe nur dann in die Vollast- bzw. Leerlaufstellung gesteuert, wenn das sogenannte Ein-Fehler-Kriterium erfüllt ist. Tritt eine Blockade des Fahrpedals auf, so ist bereits ein Fehler vorhanden. Bei jedem weiteren Fehler im System vervielfacht sich die Zahl der Kombinationen von möglichen Fehlern. Daher wird die Vollast bzw. der Leerlauf nur dann eingestellt, wenn die beiden Potentiometer die gleiche Stellung des Fahrpedals anzeigen, da sonst ein weiterer Fehler bei einem der Potentiometer vorliegt.According to a development of the invention, the throttle valve is only controlled in the full load or idle position if the so-called one-fault criterion is met. If the accelerator pedal is blocked, an error already exists. With every further error in the system, the number of combinations of possible errors multiplies. Therefore, the full load or idling is only set when the two potentiometers indicate the same position of the accelerator pedal, otherwise there is another error in one of the potentiometers.

Zusätzlich kann noch geprüft werden, ob die Stellungssignale der Potentiometer sich innerhalb eines bestimmten Zeitintervalls geändert haben. Bei einer solchen Änderung liegt dann nämlich keine Blockade mehr vor, so daß insbesondere keine Vollast mehr eingestellt werden darf.You can also check whether the position signals of the potentiometers have changed within a certain time interval. With such a change there is no longer a blockage, so that in particular no full load may be set.

Eine nochmalige Erhöhung der Sicherheit kann dadurch erreicht werden, wenn in das System ein oder mehrere Bremsschalter eingebunden sind, die bei Betätigung des Bremspedals ansprechen. Wenn der Fahrer die Bremse betätigt, kann davon ausgegangen werden, daß er auf keinen Fall Vollast wünscht, sondern Leerlauf. Daher wird in diesem Fall unabhängig von der Stellung der anderen Schalter, die Drosselklappe in die Leerlaufstellung gesteuert.A further increase in safety can be achieved if one or more brake switches are activated in the system, which respond when the brake pedal is actuated. If the driver applies the brakes, it can be assumed that he does not want full throttle under any circumstances, but idling. Therefore, regardless of the position of the other switches, the throttle valve is controlled in the idle position.

Eine weitere Verbesserung wird erzielt, wenn der Vollastschalter zusätzlich einen Drucksensor aufweist, dessen Ausgangssignal dem auf das Fahrpedal ausgeübten Druck proportional ist. Durch Vergleich dieser Ausgangssignale läßt sich eine zwei aus drei Redundanz bezüglich der beiden Drosselklappenpotentiometer erzielen.A further improvement is achieved if the full-load switch additionally has a pressure sensor, the output signal of which is proportional to the pressure exerted on the accelerator pedal. By comparing these output signals, a two out of three redundancy with respect to the two throttle valve potentiometers can be achieved.

Werden die Ausgangssignale aus der gegenüber einen Schwellwertschalter geführt, der auf den Druckgrenzwert des Vollastschalters eingestellt ist, so kann die Funktion des Vollwertschalters überprüft werden.If the output signals are routed to a threshold switch that is set to the pressure limit of the full load switch, the function of the full switch can be checked.

Im normalen Fahrbetrieb des Fahrzeugs können alle oben beschriebenen Schalter und Stellungsgeber gegeneinander auf Plausibilität geprüft werden. Tritt dabei eine nicht plausible Kombination auf, so gilt dasjenige Teil als defekt, dessen Stellung bzw. Schaltzustand denjenigen der anderen Teile widerspricht. In diesem Fall kann ein Notbetrieb auf der Basis der verbliebenen intakten Teile aufrechterhaltenbleiben.In normal driving operation of the vehicle, all of the switches and positioners described above can be checked against one another for plausibility. If an implausible combination occurs, the part is considered defective if its position or switching state contradicts that of the other parts. In this case, an emergency operation based on the remaining intact parts can be maintained.

Die Erfindung wird anhand der Figuren näher erläutert. Dabei zeigen:

Figur 1
ein Blockschaltbild einer Einrichtung zur Verstellung der Drosselklappe einer Brennkraftmaschine,
Figuren 2, 3
einen Sollwertgeber in zwei Ansichten und
Figur 4
ein Flußdiagramm zur Veranschaulichung der Funktionsweise bei einer Blockade des Sollwertgebers.
The invention is explained in more detail with reference to the figures. Show:
Figure 1
2 shows a block diagram of a device for adjusting the throttle valve of an internal combustion engine,
Figures 2, 3
a setpoint generator in two views and
Figure 4
a flowchart to illustrate the operation of a blockage of the setpoint generator.

In Figur 1 ist mit 1 ein Sollwertgeber bezeichnet. Dieser Sollwertgeber 1 enthält im wesentlichen ein Fahrpedal 10 sowie ein Potentiometer 13, das die Stellung des Fahrpedals 10 als Sollwert an ein Steuergerät 2 ausgibt. Das Steuergerät 2 ist ein Mikrocomputer, der aus dem Sollwertsignal ein entsprechendes Stellsignal für ein Stellglied 3 berechnet und ausgibt. Das Stellglied 3 ist ein Elektromotor, der mit einer Drosselklappe 4 direkt verbunden ist und diese entsprechend dem Stellsignal verstellt.In Figure 1, 1 is a setpoint generator. This setpoint generator 1 essentially contains an accelerator pedal 10 and a potentiometer 13 which outputs the position of the accelerator pedal 10 to a control unit 2 as a setpoint. The control unit 2 is a microcomputer that calculates and outputs a corresponding control signal for an actuator 3 from the setpoint signal. The actuator 3 is an electric motor that is directly connected to a throttle valve 4 and adjusts it in accordance with the control signal.

Die Figuren 2 und 3 zeigen den Sollwertgeber 1 in zwei Ansichten. Das Potentiometer 13 ist ein Drehpotentiometer, das über einen Hebel 15 verstellt wird. Im Innern des zylindrischen Gehäuses des Potentiometers 13 befinden sich zwei unabhängig voneinander ringförmig verlaufende Widerstandsbahnen. Ein gemeinsamer Schleifer, der drehfest mit dem Hebelarm 15 verbunden ist, greift die beiden Widerstandsbahnen über jeweils einen Kontakt ab. Die beiden Kontakte sind elektrisch voneinander isoliert, so daß mit den beiden getrennten Widerstandsbahnen die Wirkung von zwei Potentiometern erreicht wird.Figures 2 and 3 show the setpoint generator 1 in two views. The potentiometer 13 is a rotary potentiometer that is adjusted via a lever 15. Inside the cylindrical housing of the potentiometer 13 there are two resistance tracks that run independently of one another in a ring. A common grinder, which is non-rotatably connected to the lever arm 15, picks up the two resistance tracks via one contact each. The two contacts are electrically isolated from each other so that the effect of two potentiometers is achieved with the two separate resistance tracks.

Die beiden Widerstandsbahnen sind gegensinnig angeschlossen, das heißt, diejenige Stellung des Schleifers, die bei dem einen Potentiometer den größten Widerstandswert bedeutet, bedeutet bei dem anderen Potentiometer den kleinsten Widerstandswert. Dadurch ist eine einfache Überwachungsmöglichkeit gegeben, da die Summe der beiden Widerstandswerte immer dem Maximalwert eines Potentiometers entsprechen muß.The two resistance tracks are connected in opposite directions, that is, the position of the grinder that means the greatest resistance value for one potentiometer means the smallest resistance value for the other potentiometer. This provides a simple monitoring option since the sum of the two resistance values must always correspond to the maximum value of a potentiometer.

Der Hebelarm 15 wird in der in Figur 3 eingezeichneten Drehrichtung über das Fahrpedal 10 durch den Fuß des Fahrers bewegt. Die jeweilige Stellung wird dabei über das Potentiometer 13 erfaßt und über Zuleitungen 14 als elektrisches Signal an das Steuergerät 2 geleitet.The lever arm 15 is moved in the direction of rotation shown in Figure 3 via the accelerator pedal 10 by the driver's foot. The respective position is detected via the potentiometer 13 and passed as an electrical signal to the control unit 2 via leads 14.

An dem Hebelarm 15 ist ein Leerlaufschalter 11 und ein Vollastschalter 12 vorgesehen. Die beiden Schalter befinden sich zwischen dem Fahrpedal 10 und dem Hebelarm 15. Sie sind beide als Taster ausgeführt und unterscheiden sich nur durch die erforderliche Betätigungskraft.An idle switch 11 and a full load switch 12 are provided on the lever arm 15. The two switches are located between the accelerator pedal 10 and the lever arm 15. They are both designed as buttons and differ only in the required actuation force.

Der Leerlaufschalter 11 ist dabei so ausgelegt, daß er beim Betätigen des Fahrpedals 10 bereits anspricht, bevor sich der Hebelarm 15 bewegt. Ein Ansprechen des Leerlaufschalters 11 bedeutet also, daß der Fahrer den Fuß auf das Fahrpedal 10 gesetzt hat, aber den Hebelarm 15 noch nicht aus der Leerlaufstellung herausbewegt hat.The idle switch 11 is designed so that it already responds when the accelerator pedal 10 is actuated before the lever arm 15 moves. A response of the idle switch 11 thus means that the driver has put his foot on the accelerator pedal 10, but has not yet moved the lever arm 15 out of the idle position.

Der Vollastschalter 12 ist dagegen so ausgelegt, daß er erst anspricht, wenn nach Erreichen des Vollastanschlags mit weiter erhöhter Kraft auf das Fahrpedal 10 gedrückt wird. Der Vollastschalter 12 spricht damit auch an, wenn der Hebelarm 15 in irgendeiner Stellung blockiert und der Fahrer mit erhöhter Kraft auf das Fahrpedal 10 drückt.The full-load switch 12, on the other hand, is designed such that it only responds when the accelerator pedal 10 is pressed with a further increased force after reaching the full-load stop. The full-load switch 12 thus also responds when the lever arm 15 is blocked in any position and the driver presses the accelerator pedal 10 with increased force.

Die Figur 3 zeigt einen Teil der im Steuergerät 2 abgelegten Bearbeitungsroutine, die im Fall des Blockierens des Sollwertgebers wirksam wird.FIG. 3 shows part of the processing routine stored in control unit 2, which becomes effective in the event that the setpoint generator is blocked.

In einem ersten Fall sei angenommen, daß der Sollwertgeber 1 während eines Überholvorgangs plötzlich blockiert. Der Fahrer drückt weiter auf das Fahrpedal 10, da er noch mehr Motorleistung benötigt, um den Überholvorgang sicher abschließen zu können.In a first case it is assumed that the setpoint generator 1 suddenly blocks during an overtaking maneuver. The driver continues to press the accelerator pedal 10 because he needs even more engine power to be able to complete the overtaking process safely.

In einem Schritt S0 wird bei jeder Berechnungsroutine für ein neues Stellsignal zur Einstellung der Drosselklappe 4 geprüft, ob der Leerlaufschalter 11 und der Vollastschalter 12 beide angesprochen haben. Da dies im obengenannten ersten Fall zutrifft, folgt der Schritt S1 mit der Prüfung, ob über die beiden Widerstandsbahnen des Potentiometers 13 die gleiche Stellung des Hebelarms 15 ermittelt wird. Ist dies nicht der Fall wird auf ein Notlaufprogramm verzweigt, das nur noch einen Betrieb der Brennkraftmaschine mit eingeschränktem Leistungsumfang zuläßt. Diese Leistungsbeschränkung ist notwendig, da in diesem Fall eines der beiden Potentiometer defekt ist und damit ein nicht mehr definierbarer Fehlerzustand vorliegt.In a step S0, it is checked in each calculation routine for a new control signal for setting the throttle valve 4 whether the idle switch 11 and the full load switch 12 have both responded. Since this is the case in the above-mentioned first case, step S1 follows with the check whether the same position of the lever arm 15 is ascertained via the two resistance tracks of the potentiometer 13. If this is not the case, a branch is made to an emergency running program which only permits the internal combustion engine to be operated with a limited scope of services. This power limitation is necessary because in this case one of the two potentiometers is defective and there is therefore an error state that can no longer be defined.

Stimmen die beiden Potentiometer überein, so folgt der Schritt S2, bei dem das Ansprechen zweier am Bremspedal angebrachter Schalter überprüft wird. Der eine der beiden Schalter ist der übliche Bremslichtschalter. Der zweite Schalter wird wie der Bremslichtschalter ebenfalls mit dem Bremspedal betätigt und dient nur zur Erhöhung der Sicherheit. Ein Ansprechen der Schalter bedeutet also, daß der Fahrer bremst. In diesem Fall wird davon ausgegangen, daß nicht Vollast, sondern Leerlauf gewünscht ist und im Schritt 55 die Drosselklappe in die Leerlaufstellung verstellt.If the two potentiometers match, step S2 follows in which the response of two switches attached to the brake pedal is checked. One of the two switches is the usual brake light switch. The second switch, like the brake light switch, is also operated with the brake pedal and is only used to increase safety. If the switches respond, the driver brakes. In this case, it is assumed that no full load, but idling is desired and in step 55 the throttle valve is adjusted to the idling position.

Ist die Bremse dagegen nicht betätigt, so wird beim Schritt S3 die Drosselklappe 4 in die Vollaststellung V erstellt. Es sei darauf hingewiesen, daß die Schritte S0 bis S3 identisch ablaufen, gleich ob im normalen, fehlerfreien Fahrbetrieb Vollgas gegeben wird oder ob bei blockiertem Sollwertgeber 1 durch weiteren Druck auf das Fahrpedal 10 Vollast gewünscht wird. Die Schritte S1 und S2 dienen dabei der Überprüfung, ob ein sichersicherheitskritischer Zustand vorliegt, der ein Vollastgeber nicht zuläßt.On the other hand, if the brake is not actuated, the throttle valve 4 is created in the full-load position V in step S3. It should be pointed out that steps S0 to S3 run identically, regardless of whether full throttle is applied in normal, faultless driving operation or whether full load is desired by further pressure on the accelerator pedal 10 when the setpoint generator 1 is blocked. Steps S1 and S2 are used to check whether a safety-critical one Condition that a full throttle does not allow.

In einem zweiten Fall sei angenommen, daß der Sollwertgeber 1 beim Gaswegnehmen blockiert und der Fahrer seinen Fuß vom Fahrpedal 10 nimmt.In a second case it is assumed that the setpoint generator 1 blocks when the accelerator is released and the driver takes his foot off the accelerator pedal 10.

In diesem Fall wird beim Schritt S0 erkannt, daß der Leerlaufschalter 11 und der Vollastschalter 12 beide nicht angesprochen haben.In this case, it is recognized in step S0 that the idle switch 11 and the full load switch 12 have both not responded.

Beim Schritt S4 wird dann wieder geprüft, ob die beiden Potentiometer übereinstimmen. Im negativen Fall folgt dann wieder das Notlaufprogramm und im positiven Fall wird beim Schritt S5 die Drosselklappe 4 in die Leerlaufstellung verstellt. Auch in diesem Fall läuft die Routine identisch ab, gleich ob ein normaler, fehlerfreier Leerlauffall vorliegt, oder ob der Sollwertgeber 1 blockiert und der Fahrer durch Wegnehmen des Fußes vom Fahrpedal 10 Leerlauf wünscht.In step S4 it is then checked again whether the two potentiometers match. In the negative case the limp home program follows again and in the positive case the throttle valve 4 is adjusted to the idle position in step S5. In this case too, the routine proceeds identically, regardless of whether there is a normal, error-free idling case or whether the setpoint generator 1 is blocking and the driver wishes to idle by removing his foot from the accelerator pedal 10.

Ein besonderer Vorteil des erfindungsgemäßen Systems ist die wechselseitige Überprüfbarkeit der einzelnen Schalter und Potentiometer. Für solche Überprüfungen seien hier nur einige Beispiele genannt:

  • in jedem Teillastfall muß der Leerlaufschalter 11 angesprochen haben;
  • ist der Leerlaufschalter 11 nicht betätigt, so müssen die beiden Potentiometer die Leerlaufstellung der Drosselklappe 4 anzeigen;
  • bei jedem Vollastgeben muß der Vollastschalter 12 ansprechen;
  • die beiden Bremsschalter dürfen nur gemeinsam ansprechen;
  • die beiden Potentiometer müssen immer dieselbe Stellung anzeigen.
A particular advantage of the system according to the invention is that the individual switches and potentiometers can be checked mutually. Here are just a few examples of such checks:
  • in each partial load case, the idle switch 11 must have responded;
  • If the idle switch 11 is not actuated, the two potentiometers must indicate the idle position of the throttle valve 4;
  • with each full load the full load switch 12 must respond;
  • the two brake switches may only respond together;
  • the two potentiometers must always show the same position.

Claims (9)

  1. Device for adjusting the throttle valve of an internal combustion engine, having a set value signal generator (1) which has an accelerator pedal (10) and two position signal generators connected thereto and each of which output a set value signal which characterizes the position of the accelerator pedal (10), having a control unit (2) which drives an actuation element for the adjustment of the throttle valve (4) as a function of the set value signals, characterized in that, on the set value signal generator (1)
    - a no-load switch (11) which responds when the accelerator pedal (10) is touched, even before the position of the position signal generator changes and
    - a full-load switch (12) which responds when there is a specific pressure exerted on the accelerator pedal when the pressure is greater than the pressure which is necessary to keep the accelerator pedal in a specific position or to move it into another position, are provided, in that the control unit (2) sets the throttle valve (4) in accordance with the positions of the no-load switch and of the full-load switch (11, 12), specifically into the
    - no-load position when the no-load switch and fullload switch (11, 12) have not responded,
    - full-load position when the no-load switch and fullload switch (11, 12) have responded.
  2. Device according to Claim 1, characterized in that the control unit (2) only switches the throttle valve (4) into the no-load or full-load position when the position signals of the two position signal generators indicate an identical position of the accelerator pedal (10).
  3. Device according to Claim 1 or 2, characterized in that the control unit (2) only switches the throttle valve (4) into the no-load or full-load position when the position signals of the two position signal generators have not changed within a specific time interval.
  4. Device according to Claim 1, characterized in that, on the brake pedal, at least one brake switch is provided which responds when the brake is actuated, and in that the control unit (2) switches the throttle valve independently of the position of the no-load and full-load switch (11, 12) into the no-load position when the brake switch has responded.
  5. Device according to Claim 1, characterized in that the full-load switch has a pressure sensor whose output signal is proportional to the pressure exerted on the accelerator pedal.
  6. Device according to Claim 5, characterized in that the output signals are conducted to a threshold value switch whose threshold value is set to the pressure limit value of the full-load switch (12).
  7. Method for testing the device according to Claim 4, characterized in that the signals output by the no-load switch (11), the full-load switch (12), the brake switch and the two position signal generators during driving operation are tested for plausibility.
  8. Method according to Claim 7, characterized in that, in the case of an implausible combination, it is assumed there is a fault in that component which has a signal whose significance contradicts that of a plurality of other components.
  9. Method according to Claim 8, characterized in that, when a fault is detected in a component, the operation is maintained on the basis of the remaining components as emergency operation at restricted power.
EP91909201A 1990-05-23 1991-05-15 Device for adjusting the throttle valve of internal combustion engines Revoked EP0530235B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
EP90109818 1990-05-23
EP90109818 1990-05-23

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EP0530235A1 EP0530235A1 (en) 1993-03-10
EP0530235B1 true EP0530235B1 (en) 1994-03-09

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Application Number Title Priority Date Filing Date
EP91909201A Revoked EP0530235B1 (en) 1990-05-23 1991-05-15 Device for adjusting the throttle valve of internal combustion engines

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US (1) US5318000A (en)
EP (1) EP0530235B1 (en)
JP (1) JPH0697007B2 (en)
DE (1) DE59101170D1 (en)
WO (1) WO1991018195A1 (en)

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Publication number Priority date Publication date Assignee Title
DE4231227A1 (en) * 1992-09-18 1994-03-24 Bosch Gmbh Robert Hysteresis-free control of positioner in motor vehicle - involves periodic alternation of values of controlling signal adjusted by feedback from position-sensing device
US6651621B2 (en) * 2001-12-06 2003-11-25 Ford Global Technologies, Llc Throttle valve position determination using accelerator pedal position
US7287512B2 (en) * 2006-01-10 2007-10-30 Harley-Davidson Motor Company Group, Inc. Throttle position sensor

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Publication number Priority date Publication date Assignee Title
US4237752A (en) * 1978-10-06 1980-12-09 Towmotor Corporation Apparatus for controlling a plurality of mechanisms
US4574757A (en) * 1978-12-18 1986-03-11 Deaccelerator Corporation Behavioral fuel-saving method for a motor vehicle
DE3238218A1 (en) * 1982-10-15 1984-04-19 Vdo Adolf Schindling Ag, 6000 Frankfurt DEVICE FOR ELECTRICALLY CONTROLLING THE SPEED
DE3531198A1 (en) * 1985-08-31 1987-03-12 Bosch Gmbh Robert SAFETY AND EMERGENCY DRIVING METHOD FOR AN INTERNAL COMBUSTION ENGINE WITH AUTO-IGNITION AND DEVICE FOR CARRYING OUT IT
US4640248A (en) * 1985-12-23 1987-02-03 General Motors Corporation Failsafe drive-by-wire engine controller
US4854283A (en) * 1986-11-28 1989-08-08 Nippondenso Co., Ltd. Throttle valve control apparatus
DE3743308A1 (en) * 1987-12-21 1989-06-29 Bosch Gmbh Robert METHOD AND DEVICE FOR MONITORING A DRIVE ENGINE SET VALUE
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US4819597A (en) * 1988-04-05 1989-04-11 Eaton Corporation Clocked current torque motor control
DE3812760C2 (en) * 1988-04-16 1996-10-24 Vdo Schindling Method and arrangement for monitoring a setpoint generator
US5233530A (en) * 1988-11-28 1993-08-03 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Engine controlling system which reduces the engine output upon detection of an abnormal condition
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Also Published As

Publication number Publication date
DE59101170D1 (en) 1994-04-14
JPH05508692A (en) 1993-12-02
US5318000A (en) 1994-06-07
EP0530235A1 (en) 1993-03-10
WO1991018195A1 (en) 1991-11-28
JPH0697007B2 (en) 1994-11-30

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