EP0536461A1 - Méthode de contrôle et dispositif de réglage pour la commande d'un organe de réglage pour un moteur à combustion interne - Google Patents

Méthode de contrôle et dispositif de réglage pour la commande d'un organe de réglage pour un moteur à combustion interne Download PDF

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Publication number
EP0536461A1
EP0536461A1 EP92100399A EP92100399A EP0536461A1 EP 0536461 A1 EP0536461 A1 EP 0536461A1 EP 92100399 A EP92100399 A EP 92100399A EP 92100399 A EP92100399 A EP 92100399A EP 0536461 A1 EP0536461 A1 EP 0536461A1
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EP
European Patent Office
Prior art keywords
force
sensor
arrangement according
adjusting member
relationship
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP92100399A
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German (de)
English (en)
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EP0536461B1 (fr
Inventor
Klaus Bluhm
Manfred Pfalzgraf
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Mannesmann VDO AG
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Mannesmann VDO AG
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Application filed by Mannesmann VDO AG filed Critical Mannesmann VDO AG
Publication of EP0536461A1 publication Critical patent/EP0536461A1/fr
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B77/00—Component parts, details or accessories, not otherwise provided for
    • F02B77/08—Safety, indicating, or supervising devices
    • 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
    • F02D11/106—Detection of demand or actuation

Definitions

  • the invention relates to a method for monitoring the actuation of an adjusting member of a control of an internal combustion engine, in which the adjusting member is moved against a restoring force, and an adjusting arrangement for the actuation of an adjusting member of a control of an internal combustion engine with a handle and a mechanical connection between the handle and the adjusting member forming linkage, which together form a power transmission path.
  • the engine In motor vehicles, the engine is generally not arranged in the immediate vicinity of the driver. If the driver wants to accelerate the vehicle or slow it down with the help of the engine, he must influence the performance of the engine. This is done, for example, by adjusting the throttle valve. Because the driver has the throttle valve or other adjustment elements, such as an injection pump, which cannot be operated directly, is usually adjusted via a linkage or a Bowden cable or a combination thereof. An adjusting element is arranged at one end thereof, while a handle which can be actuated by the driver, as a rule an accelerator pedal or an accelerator, is arranged at the other end.
  • the force exerted by the driver on the handle is then transmitted to the adjusting element via the mechanical connection formed by the linkage and / or the Bowden cable, whereby the adjusting element is adjusted.
  • the adjusting element no longer acts directly on the internal combustion engine, but with the interposition of electro-mechanical or pneumatic actuators. With the introduction of these actuators, it became necessary to carry out monitoring and plausibility checks. For example, electrical signals for controlling the actuator are monitored for plausibility.
  • a switch is arranged on the accelerator pedal, which switch is closed when the driver actuates the accelerator pedal.
  • a switch is provided on the actuator, which opens when the actuator is moved out of its rest position.
  • the actuator If the actuator is now moved to a higher position, ie the actuator switch opens without the switch on the accelerator pedal being closed, it can be assumed that there is an error. In this case, the control will handle an emergency program.
  • the error control is limited to the rest position of the accelerator pedal.
  • the invention has for its object to get more information on monitoring and engine control. This object is achieved in a method of the type mentioned at the outset by measuring the force required to move the adjusting mechanism.
  • the force required to adjust the adjusting element Since the force required to adjust the adjusting element is known, information about whether the adjusting element is working correctly or not can be obtained by monitoring the force actually applied. For example, if the force required to move the adjusting element is less than a setpoint, this is a sign that the restoring force has decreased. If the force required is greater than it should be, this is a sign that the adjusting element or the linkage is too stiff.
  • the monitoring is not limited to one of the two end positions of the adjusting element. Rather, the force can be continuously monitored over the entire movement path of the adjusting element.
  • the force is measured in the area of the introduction at the beginning of the force transmission path.
  • the power transmission path is also included in the monitoring. Difficulties in the power transmission line are recognized immediately. A break in the force transmission path, which means that practically no force can be transmitted, can also be detected.
  • the movement of the adjusting member is advantageously also measured and the measured actual relationship is compared with a predetermined target relationship, an error routine being processed if the actual relationship does not match the target relationship or within a predetermined tolerance range lies around the target relationship.
  • This embodiment is particularly advantageous if the restoring force is path-dependent, as is the case with a spring.
  • the force required to move the adjusting member increases. If the increase in force does not meet the requirements, ie the force does not increase to the extent or to a greater extent than it should be, this indicates an error. You can then generate a warning in the fault routine, for example, or, if the fault is more serious, run an emergency driving program.
  • This object is achieved in an adjustment arrangement of the type mentioned in the introduction in that a force sensor is arranged in the course of the force transmission path.
  • the force sensor measures the force that is introduced by the driver into the force transmission path via the handle. If this force increases very quickly, for example, the information can be obtained from this that the driver wants to bring about a rapid increase in engine performance.
  • permanent monitoring of the force flowing through the force transmission path can determine whether the forces change on average over time. This would be a sign that the linkage or the adjusting element are becoming stiffer. A warning can then be generated so that errors that occur can be remedied in good time without further damage being the result.
  • the handle is designed as an accelerator pedal and the force sensor is arranged in the accelerator pedal.
  • the arrangement of the force sensor in the accelerator pedal ensures that the force applied by the driver is measured. This results in the clear assignment that the detected force is applied by the driver.
  • the entire power transmission path can be reliably monitored. There is practically no area of the power transmission path that is not monitored by the force sensor.
  • the accelerator pedal has an actuating surface and the force sensor is arranged under the actuating surface.
  • the actuation area is the location on the accelerator pedal on which the driver's force acts directly. It is also generally designed to be relatively flat, which greatly facilitates the attachment of a force sensor.
  • the force sensor is preferably designed as a strain gauge sensor or as a piezo sensor. Both sensors immediately deliver electrical signals that can be easily transmitted and evaluated.
  • the adjusting element is loaded by a path-dependent counterforce, a displacement sensor being provided for the adjusting element and the force sensor and the displacement sensor being connected to a processing device which forms an actual relationship from the output signals of both sensors and checks whether this is actual -Relation corresponds to a predetermined target relationship.
  • the path-dependent counterforce can be, for example, a simple one Spring are generated. With increasing deflection of this spring, an increasing force is required. Since the connection between force and deflection is known, it can be determined by monitoring this connection whether any part of the force transmission path is jammed or stiff.
  • the processing device advantageously has a memory in which the target relationship is stored as a characteristic field.
  • the processing device can then compare the input values, that is to say the actual relationship, very quickly and without any major computational effort with the target values.
  • the displacement sensor advantageously simultaneously generates a setpoint signal for the control.
  • This setpoint depends on the position of the adjusting element, for example its deflection. However, since the information about the position already exists, this information can also be used very easily for the control.
  • the processing device calculates the position of the adjusting member on the output signal of the force sensor when the displacement sensor is defective.
  • the relationship between force and path is known, which is predetermined by the path-dependent counterforce. If the displacement sensor is defective, ie can no longer provide information about the position of the adjusting element and thus about the setpoint, this position can be calculated backwards from the force measured by the force sensor. Of course, this will only be possible with a relatively low accuracy, since the relationship between distance and force is subject to a certain tolerance. However, the information obtained is sufficient for emergency operation.
  • An adjusting device 1 has an accelerator pedal 2, which is connected to an adjusting element or actuator 4 via a linkage designed as a linkage 3. Instead of the linkage 3, a cable or a hydraulic connection between the accelerator pedal 2 and the actuator 4 can also be produced for the articulation, if it is ensured that a force exerted on the accelerator pedal 2 leads to an adjustment of the actuator 4.
  • a displacement-dependent counterforce acts on the actuator 4, which is generated by two springs 5, 6. When the accelerator pedal is depressed toward a base 7, the actuator 4 is shifted to the left.
  • the accelerator pedal 2 has an actuating surface 9, under which a force sensor 8 is arranged. A force that acts on the actuating surface 9 is detected by the force sensor 8. Such a force can be generated, for example, by a driver's foot.
  • a processing device 10 is connected to the force sensor 8 and receives from it electrical signals which contain information about the force exerted on the actuating surface 9 of the accelerator pedal 2.
  • the processing facility 10 is also connected to a potentiometer 11 adjustable by the actuator 4.
  • This potentiometer 11 generates an electrical signal that contains the information about the position of the actuator 4.
  • the signal generated by the potentiometer 11 is a setpoint signal for the actuation of a throttle valve 12.
  • the throttle valve 12 itself is actuated by a motor 13. Their position is determined using a schematically represented potentiometer 14.
  • the motor 13 is started by the processing device 10 to adjust the throttle valve 12 until the actual value taken from the potentiometer 14 with the setpoint specified on potentiometer 11 corresponds.
  • Fig. 2 the relationship between the deflection angle or the distance traveled by the actuator 4 and the force that is necessary for this deflection is shown schematically.
  • the relationship between force and travel in a spring should be linear, a range is given in the present case.
  • the springs 5, 6 are subject to certain temperature influences, on the other hand, other forces, in particular frictional forces, act on the linkage 3 within permissible limits, which can change under different operating conditions, in particular temperature changes. The larger the deflection angle, the greater the force F to be applied.
  • FIG. 4 schematically shows the relationship between the deflection angle and the signal SS emitted by the potentiometer. This relationship is shown linearly in the present example. With increasing deflection of the actuator 4, the signal SS increases.
  • the characteristic curve field shown in FIG. 4 can be determined by a combination of the relationships shown in FIGS. 2 and 3, which represents the relationship between the force F and the desired value generated by the potentiometer 11.
  • the setpoint SS simultaneously provides information about the position of the actuator 4.
  • the force sensor 8 must measure a force between FA and FB in the case of a setpoint signal SS of size S1. If he measures an overlying force, this is a sign that the linkage 3 is too stiff, that is, there is a fault in the linkage, if he measures a force that is below it, this is a sign that one of the two springs 5, 6 is defective is. In both cases, the processing device 10 can initiate a corresponding error reaction, for example generate a warning or switch to emergency driving mode.
  • the characteristic curve field shown in FIG. 4 can be stored in a memory 15 which is connected to the processing device 10.
  • the potentiometer 11 If the potentiometer 11 emits a signal which indicates that the actuator 4 is in a "full throttle position", but on the other hand shows the force sensor 8 that no force acts on the accelerator pedal, there is also a defect.
  • the relationship between the output signal of the force sensor 8 and the output signal of the potentiometer 11 thus also serves for checking the plausibility.
  • the motor would normally no longer be operable, since it is no longer possible to specify a setpoint.
  • the output signal of the force sensor can be used within certain limits for emergency operation.
  • the diagram according to FIG. 4 is used in reverse.
  • a force FC is then specified, which is then assigned a setpoint between the two limits S2 and S3, for example their mean value. The vehicle can then drive on its own to at least the next workshop.
  • the embodiment shown can vary in many respects.
  • the linkage 3 can be replaced, for example, by a Bowden cable or a hydraulic transmission.
  • the two potentiometers 11 and 14 can be replaced by other displacement or angle-dependent sensors.
  • the relationship between the setpoint and the adjustment angle or the adjustment angle and the force need not be linear.
  • the force sensor 8 can also be arranged at another point on the linkage 3, for example at the transition point between accelerator pedal 2 and linkage 3.

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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)
EP92100399A 1991-07-24 1992-01-13 Méthode de contrÔle et dispositif de réglage pour la commande d'un organe de réglage pour un moteur à combustion interne Revoked EP0536461B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4124515 1991-07-24
DE4124515A DE4124515A1 (de) 1991-07-24 1991-07-24 Verfahren zum ueberwachen und verstellanordnung fuer die betaetigung eines verstellorgans einer steuerung einer verbrennungskraftmaschine

Publications (2)

Publication Number Publication Date
EP0536461A1 true EP0536461A1 (fr) 1993-04-14
EP0536461B1 EP0536461B1 (fr) 1996-03-27

Family

ID=6436902

Family Applications (1)

Application Number Title Priority Date Filing Date
EP92100399A Revoked EP0536461B1 (fr) 1991-07-24 1992-01-13 Méthode de contrÔle et dispositif de réglage pour la commande d'un organe de réglage pour un moteur à combustion interne

Country Status (4)

Country Link
US (1) US5263448A (fr)
EP (1) EP0536461B1 (fr)
JP (1) JPH05240071A (fr)
DE (2) DE4124515A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112319847A (zh) * 2020-11-24 2021-02-05 北京天创凯睿科技有限公司 一种飞行器油门杆的测试装置

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FR2685667B1 (fr) * 1991-12-26 1994-07-29 Landerretche Alain Dispositif d'assistance au controle de la puissance de vehicules equipes d'un moteur a combustion interne.
US5429090A (en) * 1994-02-28 1995-07-04 Coltec Industries Inc. Fail safe throttle positioning system
JPH08270488A (ja) * 1995-02-02 1996-10-15 Nippondenso Co Ltd エンジン制御装置
US5562081A (en) * 1995-09-12 1996-10-08 Philips Electronics North America Corporation Electrically-controlled throttle with variable-ratio drive
DE19810923B4 (de) * 1998-03-13 2008-11-06 Zf Sachs Ag Verfahren zum Steuern der Stellbewegung eines Bauteils und nach diesem Verfahren steuerbare Kupplung
AU726946C (en) * 2000-05-19 2002-11-07 Erland George Olofsson Accelerator pedal with braking action
JP4743948B2 (ja) * 2000-10-10 2011-08-10 株式会社ミクニ アクセルペダル装置
US6874470B2 (en) 2003-03-04 2005-04-05 Visteon Global Technologies, Inc. Powered default position for motorized throttle
US7114487B2 (en) * 2004-01-16 2006-10-03 Ford Motor Company Ice-breaking, autozero and frozen throttle plate detection at power-up for electronic motorized throttle
DE102006007664A1 (de) * 2006-02-18 2007-08-23 Bayerische Motoren Werke Ag Fahrpedalsystem
JP4651588B2 (ja) * 2006-07-14 2011-03-16 株式会社デンソー バルブ開閉制御装置
DE102006046216B3 (de) 2006-09-29 2008-05-29 Siemens Ag Verfahren und Vorrichtung zum Betreiben eines Kraftfahrzeugs
ITBO20100302A1 (it) * 2010-05-13 2011-11-14 Magneti Marelli Spa Metodo di controllo della dinamica di un veicolo in funzione della posizione di un comando dell'acceleratore e veicolo provvisto di un comando dell'acceleratore
JP4927237B1 (ja) 2011-05-26 2012-05-09 新電元工業株式会社 半導体接合保護用ガラス組成物、半導体装置の製造方法及び半導体装置
CN103748667B (zh) 2011-08-29 2016-09-14 新电元工业株式会社 半导体接合保护用玻璃复合物、半导体装置的制造方法及半导体装置
US8706358B2 (en) 2011-10-21 2014-04-22 Honda Motor Co., Ltd. Method of controlling braking in a vehicle
CN102384846B (zh) * 2011-10-31 2012-12-26 中联重科股份有限公司 油门标定方法、装置、系统以及车辆
US9056617B2 (en) 2011-12-02 2015-06-16 Ford Global Technologies, Llc Systems and methods for detecting accelerator pedal failure
KR101326949B1 (ko) 2011-12-07 2013-11-20 주식회사 동희산업 차량용 페달의 답력 조절장치
JP5184717B1 (ja) 2012-01-31 2013-04-17 新電元工業株式会社 半導体接合保護用ガラス組成物、半導体装置の製造方法及び半導体装置
CN106289126A (zh) * 2016-08-04 2017-01-04 怀宁县断天自动化设备有限公司 转轴确定零位的装置

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US3602044A (en) * 1970-05-13 1971-08-31 Gen Motors Corp Pedal test instrument
EP0322785A2 (fr) * 1987-12-29 1989-07-05 Siemens Aktiengesellschaft Dispositif de rappel de pédale
DE3913609A1 (de) * 1988-04-30 1989-11-09 Fuji Heavy Ind Ltd Fehlererkennungssystem fuer eine kraftfahrzeug-maschine
EP0355967A1 (fr) * 1988-08-24 1990-02-28 General Motors Corporation Appareil de commande de moteur en fonction de la force exercée sur la pédale
US4970486A (en) * 1989-10-06 1990-11-13 Quadrastat Corporation Foot operated control producing electrical signals
EP0449424A2 (fr) * 1990-03-29 1991-10-02 Eaton Corporation Logique de détection de fautes de papillon d'admission

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US4640248A (en) * 1985-12-23 1987-02-03 General Motors Corporation Failsafe drive-by-wire engine controller
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Publication number Priority date Publication date Assignee Title
US3602044A (en) * 1970-05-13 1971-08-31 Gen Motors Corp Pedal test instrument
EP0322785A2 (fr) * 1987-12-29 1989-07-05 Siemens Aktiengesellschaft Dispositif de rappel de pédale
DE3913609A1 (de) * 1988-04-30 1989-11-09 Fuji Heavy Ind Ltd Fehlererkennungssystem fuer eine kraftfahrzeug-maschine
EP0355967A1 (fr) * 1988-08-24 1990-02-28 General Motors Corporation Appareil de commande de moteur en fonction de la force exercée sur la pédale
US4970486A (en) * 1989-10-06 1990-11-13 Quadrastat Corporation Foot operated control producing electrical signals
EP0449424A2 (fr) * 1990-03-29 1991-10-02 Eaton Corporation Logique de détection de fautes de papillon d'admission

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112319847A (zh) * 2020-11-24 2021-02-05 北京天创凯睿科技有限公司 一种飞行器油门杆的测试装置
CN112319847B (zh) * 2020-11-24 2021-06-08 北京天创凯睿科技有限公司 一种飞行器油门杆的测试装置

Also Published As

Publication number Publication date
US5263448A (en) 1993-11-23
JPH05240071A (ja) 1993-09-17
EP0536461B1 (fr) 1996-03-27
DE59205830D1 (de) 1996-05-02
DE4124515A1 (de) 1993-01-28

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