EP0536461B1 - 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 PDFInfo
- Publication number
- EP0536461B1 EP0536461B1 EP92100399A EP92100399A EP0536461B1 EP 0536461 B1 EP0536461 B1 EP 0536461B1 EP 92100399 A EP92100399 A EP 92100399A EP 92100399 A EP92100399 A EP 92100399A EP 0536461 B1 EP0536461 B1 EP 0536461B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- force
- adjusting element
- sensor
- arrangement according
- 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.)
- Revoked
Links
- 238000002485 combustion reaction Methods 0.000 title claims description 6
- 238000000034 method Methods 0.000 title claims description 5
- 230000001276 controlling effect Effects 0.000 title 1
- 210000000056 organ Anatomy 0.000 title 1
- 230000001105 regulatory effect Effects 0.000 title 1
- 230000005540 biological transmission Effects 0.000 claims description 16
- 238000006073 displacement reaction Methods 0.000 claims description 12
- 238000012544 monitoring process Methods 0.000 claims description 9
- 230000001419 dependent effect Effects 0.000 claims description 5
- 230000002950 deficient Effects 0.000 claims description 4
- 238000010586 diagram Methods 0.000 claims description 2
- 238000006243 chemical reaction Methods 0.000 description 2
- 239000002655 kraft paper Substances 0.000 description 2
- 230000003247 decreasing effect Effects 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 230000000994 depressogenic effect Effects 0.000 description 1
- 238000002347 injection Methods 0.000 description 1
- 239000007924 injection Substances 0.000 description 1
- 230000007935 neutral effect Effects 0.000 description 1
- 230000007704 transition Effects 0.000 description 1
Images
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 line.
- the engine In motor vehicles, the engine is usually not arranged in the immediate vicinity of the driver. If the driver wants to accelerate or decelerate the vehicle using 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 member is arranged at one end thereof, while a handle which can be actuated by the driver, usually 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.
- 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. 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 obtain more information on monitoring and engine control.
- 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 required force 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 force required to move the adjusting member increases. If the increase in force does not meet the requirements, i.e. if the force does not increase to the extent or to a greater extent than it should be, this indicates an error. You can then, for example, generate a warning in the fault routine or, if the fault is more serious, run an emergency driving program.
- 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 directly deliver electrical signals that can be easily transmitted and evaluated.
- 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. If, for example, a higher force is required for the deflection of the adjusting member than would correspond to the position of the adjusting member, this is a sign that forces are acting on the linkage which are not provided in the course of the transmission path. In this case, an error message can be generated.
- 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 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 connection 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 which 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. 3 shows schematically 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 over to emergency driving mode.
- the field of characteristics 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 the force sensor 8 indicates that no force is acting 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 to check 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.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
Claims (10)
- Méthode de surveillance de la manoeuvre d'un organe de réglage d'une commande d'un moteur à combustion interne, dans le cas de laquelle un organe de réglage (4) est déplacé au moyen d'un élément de réglage (2) à l'encontre d'une force de rappel, la force nécessaire au déplacement de l'organe de réglage (4) étant mesurée et, en plus de la force, le déplacement de l'organe de réglage étant également mesuré, caractérisée par le fait que l'on compare la relation réelle entre la force mesurée et le déplacement de l'organe de réglage (4) avec une relation prescrite correspondante, une routine de défaut étant alors exécutée si la relation réelle ne coïncide pas avec la relation prescrite ou se trouve en dehors d'une zone de tolérance prescrite autour de la relation prescrite.
- Méthode selon la revendication 1, dans le cas de laquelle la force est transmise, par l'intermédiaire d'une ligne de transmission de la force, entre l'élément de réglage et l'organe de réglage, caractérisée par le fait que l'on mesure la force au voisinage de son application, au début de la ligne de transmission de la force.
- Dispositif de réglage pour la manoeuvre d'un organe de réglage d'une commande d'un moteur à combustion interne présentant un organe de manoeuvre (2) et une articulation (3), formant une liaison mécanique entre l'organe de manoeuvre et un organe de réglage (4), qui, ensemble, forment une ligne de transmission de la force en un point de laquelle est disposé un capteur de force (8) et dans lequel est prévu un capteur de course (11) pour l'organe de réglage (4), l'organe de réglage (4) étant contraint par une force de rappel fonction de la course et le capteur de force (8) et le capteur de course (11) étant reliés à un dispositif de traitement (10), caractérisé par le fait qu'à partir des signaux émis par le capteur de force (8) et par le capteur de course (11), le dispositif de traitement (10) forme une relation réelle et compare si cette relation réelle correspond à une relation prescrite.
- Dispositif selon la revendication 3, caractérisé par le fait que l'organe de manoeuvre est conçu sous forme d'une pédale d'accélérateur (2) et que le capteur de force (8) est disposé dans la pédale d'accélérateur (2).
- Dispositif selon la revendication 4, caractérisé par le fait que la pédale d'accélérateur (2) présente une surface de manoeuvre (9) et que le capteur de force (8) est disposé sous la surface de manoeuvre (9).
- Dispositif selon l'une des revendications 3 à 5, caractérisé par le fait que le capteur de force (8) est conçu sous forme de capteur à jauge extensiométrique ou de capteur piézo-électrique.
- Dispositif selon la revendication 3, caractérisé par le fait que le dispositif de traitement (10) présente une mémoire (15) dans laquelle la relation prescrite est mémorisée sous forme d'un champ de caractéristiques (figure 4).
- Dispositif selon la revendication 3, caractérisé par le fait que pour produire la force de rappel plusieurs ressorts (5, 6) sont prévus.
- Dispositif selon la revendication 3, caractérisé par le fait que le capteur de course (11) produit simultanément un signal de valeur prescrite (SS) pour la commande.
- Dispositif selon la revendication 9, caractérisé par le fait que dans le cas d'un capteur de course (11) défectueux, le dispositif de traitement (10) calcule la position de l'organe de réglage (4) à partir du signal émis par le capteur de force (8).
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE4124515A DE4124515A1 (de) | 1991-07-24 | 1991-07-24 | Verfahren zum ueberwachen und verstellanordnung fuer die betaetigung eines verstellorgans einer steuerung einer verbrennungskraftmaschine |
DE4124515 | 1991-07-24 |
Publications (2)
Publication Number | Publication Date |
---|---|
EP0536461A1 EP0536461A1 (fr) | 1993-04-14 |
EP0536461B1 true 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) |
Families Citing this family (22)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
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 |
WO2013030922A1 (fr) | 2011-08-29 | 2013-03-07 | 新電元工業株式会社 | Composition de verre pour protection de jonction de semi-conducteur, procédé de production de dispositif semi-conducteur et dispositif semi-conducteur |
CN102781861B (zh) | 2011-05-26 | 2016-07-06 | 新电元工业株式会社 | 半导体接合保护用玻璃合成物、半导体装置及其制造方法 |
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 |
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 |
Family Cites Families (10)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US3602044A (en) * | 1970-05-13 | 1971-08-31 | Gen Motors Corp | Pedal test instrument |
DE3238218A1 (de) * | 1982-10-15 | 1984-04-19 | Vdo Adolf Schindling Ag, 6000 Frankfurt | Einrichtung zum elektrischen steuern der fahrgeschwindigkeit |
US4640248A (en) * | 1985-12-23 | 1987-02-03 | General Motors Corporation | Failsafe drive-by-wire engine controller |
GB2214305B (en) * | 1987-12-29 | 1992-01-08 | Crystalate Electronics | Pedal return arrangement |
JPH01162055U (fr) * | 1988-04-30 | 1989-11-10 | ||
US4881502A (en) * | 1988-08-24 | 1989-11-21 | General Motors Corporation | Pedal force responsive engine controller |
US4920939A (en) * | 1989-02-27 | 1990-05-01 | Ford Motor Company | Position sensor monitoring system |
US5150681A (en) * | 1989-09-21 | 1992-09-29 | Robert Bosch Gmbh | Supervisory system for a vehicle accelerator pedal travel transducer |
US4970486A (en) * | 1989-10-06 | 1990-11-13 | Quadrastat Corporation | Foot operated control producing electrical signals |
GB9007012D0 (en) * | 1990-03-29 | 1990-05-30 | Eaton Corp | Throttle error detection logic |
-
1991
- 1991-07-24 DE DE4124515A patent/DE4124515A1/de not_active Withdrawn
-
1992
- 1992-01-13 EP EP92100399A patent/EP0536461B1/fr not_active Revoked
- 1992-01-13 DE DE59205830T patent/DE59205830D1/de not_active Expired - Fee Related
- 1992-04-09 US US07/866,322 patent/US5263448A/en not_active Expired - Fee Related
- 1992-07-23 JP JP4196802A patent/JPH05240071A/ja active Pending
Also Published As
Publication number | Publication date |
---|---|
EP0536461A1 (fr) | 1993-04-14 |
JPH05240071A (ja) | 1993-09-17 |
DE4124515A1 (de) | 1993-01-28 |
DE59205830D1 (de) | 1996-05-02 |
US5263448A (en) | 1993-11-23 |
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