EP0618998B1 - Systeme de controle moteur a corps de papillon motorise - Google Patents

Systeme de controle moteur a corps de papillon motorise Download PDF

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Publication number
EP0618998B1
EP0618998B1 EP93924111A EP93924111A EP0618998B1 EP 0618998 B1 EP0618998 B1 EP 0618998B1 EP 93924111 A EP93924111 A EP 93924111A EP 93924111 A EP93924111 A EP 93924111A EP 0618998 B1 EP0618998 B1 EP 0618998B1
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EP
European Patent Office
Prior art keywords
butterfly
control unit
engine
signal
control
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
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EP93924111A
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German (de)
English (en)
French (fr)
Other versions
EP0618998A1 (fr
Inventor
Francesco Paolo Ausiello
Olivier Quenelis
Phillipe Wallerand
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.)
Marelli France SAS
Marelli Europe SpA
Original Assignee
Magneti Marelli France SAS
Magneti Marelli SpA
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Publication of EP0618998A1 publication Critical patent/EP0618998A1/fr
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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
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/26—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor
    • F02D41/266—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor the computer being backed-up or assisted by another circuit, e.g. analogue
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05C—INDEXING SCHEME RELATING TO MATERIALS, MATERIAL PROPERTIES OR MATERIAL CHARACTERISTICS FOR MACHINES, ENGINES OR PUMPS OTHER THAN NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES
    • F05C2201/00—Metals
    • F05C2201/02—Light metals
    • F05C2201/021—Aluminium

Definitions

  • the invention relates to an engine control system with motorized throttle body, for an internal combustion engine of a motor vehicle, equipped with a fuel supply installation by injection.
  • At least one shutter member called a butterfly valve, pivotally mounted on an axis in a conduit of a throttle body, is connected to the accelerator pedal by a mechanical cable transmission, allowing the angular position of the throttle valve to be controlled in the duct, so as to vary the intake air flow to the engine, depending on the driver request.
  • modern spark-ignition engines are equipped with an electronic command and control unit, known as an engine control unit, which includes a computer, and which has the function of controlling and controlling the operation of the ignition circuit and of the engine fuel injection system.
  • This engine control unit is connected to several sensors for engine operating parameters, from which it receives signals representing in particular the engine speed, the position of the engine shaft, the air pressure in the intake manifold. , as well as possibly the air temperature, and the temperature of the water in the cooling circuit, without this list being limiting. From the signals received from the sensors to which this engine control unit is connected, as well as possibly from data recorded in the memories of this unit, the latter develops control orders for the ignition and injection circuits. , which it transmits to actuators of these circuits, such as the injector windings, a fuel pump, and ignition coils, to activate them.
  • the angular position of the throttle valve is detected by a sensor transmitting a signal corresponding to the engine control unit, which takes this signal into account not only to develop the signals of control which it transmits to the actuators of the ignition and injection circuits, but also to develop a control signal which it transmits to an actuator, such as an electric stepper motor for operating a valve, mounted in a bypass air intake circuit on the throttle valve, for the engine start-up and idling phases.
  • an actuator such as an electric stepper motor for operating a valve, mounted in a bypass air intake circuit on the throttle valve, for the engine start-up and idling phases.
  • motor vehicles with safety or driving comfort facilities, for example an anti-skid system, an anti-lock braking system, or even a system regulating the vehicle speed to a speed chosen by the driver.
  • Each of these systems also includes an electronic command and control unit, which receives information from appropriate sensors, testifying to the operating state of the vehicle and certain of its components, and which prepares, from this information, control orders transmitted to appropriate actuators.
  • one of the appropriate actuators is an actuator, for example an electric motor, which controls the angular position of the butterfly, in parallel with the mechanical control by cable connecting this butterfly to the pedal.
  • accelerator, the anti-skid system actuator, or the anti-lock system having, for obvious reasons of safety, priority over the control exerted by the driver by the action on the accelerator pedal.
  • an additional command and control unit comprising a computer, as well as an additional actuator, such as an electric motor, the additional control unit receiving a signal from a sensor of the angular position of the accelerator pedal and developing, taking this signal into account, a control signal from the actuator, which operates the throttle valve.
  • the single actuator of the throttle valve and the sensor of the angular position of the throttle valve were each already integrated into the throttle body.
  • the throttle control unit is directly connected, on the one hand, to the throttle actuator, which it controls via an electronic power circuit, and, on the other hand, to the throttle position sensor, from which a throttle position signal is received by a throttle position control circuit, provided in the throttle control unit for comparing said throttle position signal to at least one position reference signal, and to develop, from an error signal resulting from this comparison, a throttle position control order, which is transmitted to the power circuit.
  • throttle control is only ensured by the throttle control unit, so that any failure of this unit, or also of the communication line through which it receives information from the control unit.
  • control engine is a factor of insecurity.
  • This insecurity at the level of the throttle closure, in order to reduce the engine power, is also found at the level of the driver's demand control, which is only ensured by the directly connected accelerator pedal position sensor. to the throttle control unit.
  • control of the throttle position is only ensured by the corresponding sensor, directly connected to the throttle control unit.
  • EP-A-0 222 081 discloses an engine control system with a motorized throttle body, for an internal combustion engine with positive ignition equipped with an injection fuel supply installation, according to the first part of claim 1.
  • this known system does not control the ignition of the engine, and all the sensors are connected to a single electronic calculation and control unit, ensuring control of the throttle valve.
  • US-A-4,894,781 discloses a system for controlling communications between electronic devices and the application of such a system to the control of an injection engine as well as numerous other pieces of equipment of a motor vehicle.
  • the control principle is that several electronic control units are linked by a common line of information exchange. At least one sensor is connected in parallel to at least two control units, each of which includes diagnostic circuits monitoring exclusive input circuits and a communication line connecting the exclusive input to the sensor. In the event of failure of the exclusive input or of the line connecting to the sensor, the diagnostic circuits control an auxiliary input receiving the signal from the sensor by another control unit, via the common communication line, to control an actuator. .
  • the system includes six electronic control units, one of which for engine control, controlling injection and ignition from numerous signals of engine operating parameters, such as engine temperature. intake air and flow rate, engine speed and position, engine temperature, as well as the throttle position, an operating actuator of which is controlled by another control unit, for controlling an automatic gearbox.
  • This other control unit receives signals from various sensors, including the accelerator pedal position sensor.
  • the control units can exchange sensor signals with which each of them is alone in communication, and the system does not include a motorized throttle body, on which the throttle angular position sensor and the throttle actuator are integrated into the throttle body, nor of the electronic throttle control unit, which is located directly on the throttle body so as to constitute a single assembly with it.
  • the present invention aims to provide such a control system with improved safety, at twice from the point of view of the architecture adopted and of the components used to make it, and better suited to the various requirements of the practice than the systems known from the prior art.
  • a particular object of the invention is to propose such a system in which redundancies are provided not only for controlling the position of the throttle valve, the driver's request, the proper functioning of one and / or the other of two control units used, but also to reduce the power of the engine if necessary, even when a communication line between the two control units is cut.
  • Another object of the invention is to propose an engine control system with a motorized throttle body making it possible to group together in an engine control unit, distinct from a throttle control unit, all the functions for managing the air circuits , fuel and engine ignition.
  • Yet another object of the invention is to propose such an engine control system with a motorized throttle body, of a structure such that its cost can be sufficiently limited to allow application on motor vehicles from the medium range, and not only high-end.
  • Another object of the invention is finally to propose such a motor control system, in which it is advantageous to use all the pins available on connectors with which the motor control units are fitted. currently used, with respect to which the engine control units according to the invention are only relatively little modified, remain compatible with the dimensions and the connection with the environment of the system, and geometrically interchangeable, so that the layout engine control units of a system according to the invention on currently equipped engines does not pose a problem.
  • the engine control unit ensures, in normal operating configuration, the simultaneous control of the three air, fuel and ignition circuits of the engine.
  • the actuator of the motorized throttle body is mounted directly on the throttle axis, so that this axis is common to the throttle and to the actuator, which limits the number of parts used, and this actuator is an electric actuator with bipolar control, without holding torque when it is not supplied, which makes it possible to control it in the closing as well as the opening direction by an electrical command produced in the throttle control.
  • the motorized throttle body includes at least one return spring, moving the throttle in the direction of closing, when the actuator is no longer supplied, said return spring preferably closing the throttle valve in a position of small opening, corresponding to an accelerated idling operation of the engine, allowing the vehicle to move at slow speed. In the event of a failure of the communication line, or of the throttle control unit, leading to deactivation of the actuator, the return spring brings the throttle back to a position which still allows the vehicle to move, but at speed slow, to a garage or repair shop.
  • a lack of activation of the actuator corresponding to an order from the engine control unit or the throttle control unit, or all other causes, such as a break in the communication line, and resulting in a return of the throttle valve to the accelerated idle position, defined by the return spring, or to a neighboring position, causes in the engine control unit a correction of the ignition time and / or the injection duration, in order to limit the engine speed.
  • the throttle control unit is directly connected to at least one brake sensor, so that if the brake pedal is actuated, the throttle control unit cuts, possibly after delay, l power supply to the actuator, the signal from the brake sensor being transmitted from the throttle control unit to the engine control unit via the communication line.
  • the throttle control unit is directly connected to at least one sensor for actuating the pedal.
  • accelerator which is a contactor for actuating this pedal or a second position sensor this pedal, in order to decouple the signals from the accelerator pedal to the engine control unit and to the throttle control unit, the signal from the accelerator pedal actuation sensor being transmitted from the throttle control unit to the engine control unit via the communication line.
  • the engine control unit draws up, from the information it mainly receives from the pressure and / or air flow sensors in the intake and engine speed manifold, a signal of the reconstituted angular position of the throttle, that at least one consistency control procedure, implemented in the engine control unit, compares to the setpoint signal and / or to the signal of the angular position sensor of the throttle received from the throttle control unit via the communication line, the reconstituted position signal being transmitted to the throttle control unit through the communication line.
  • the throttle control unit can use the reconstructed throttle position signal, sent by the engine control unit, and associated with servo parameters adapted to position substantially the throttle compared to the setpoint delivered by the engine control unit.
  • the engine control unit can substitute, at least partially, for the setpoint developed from the signal received from a position sensor of the accelerator pedal, a setpoint corresponding to a programmed law, developed taking into account at least one other signal, such as engine speed, for regulating the engine speed idling, and possibly coming from at least one additional sensor of an engine operating parameter, such as the temperature of the engine cooling water, and / or from at least one other unit for calculating and controlling the vehicle, such as an anti-skid, anti-lock wheel control unit, automatic gearbox control, vehicle speed regulator or limiter, vehicle attitude control, or else at least one signal produced by the engine control unit from operating parameters of the injection and ignition circuits, such as the quantity of fuel injected, the volume of air admitted into the engine, or the progressive movement of the accelerator pedal and / or the variation of engine
  • the motor vehicle can be equipped with a speed regulation system.
  • the speed control command signals such as on / off signals of the regulation, of choice of the speed setpoint, of the brake, and / or of the clutch, coming from the driver. or from another source, and taken into account by the engine control unit, are transmitted to it by the communication line from the throttle control unit, which receives them by at least one clutch switch, from brake, on / off, and / or choice of speed setpoint.
  • the throttle control unit is used as an interface, through which transit information intended for the engine control unit, without the need to reconfigure the connector of the latter to receive this information, since terminals to this effect can be made available on the throttle control unit, due to the small number of connection terminals otherwise necessary for the connection of this throttle control unit to the other components of the system.
  • this line can be a parallel link, serial link, plain or bidirectional single or doubled, or a bidirectional line with one or two wires in which the information flows in both directions according to a defined sequencing and protocol, such as a so-called "VAN” or "CAN” protocol.
  • this line is a bidirectional serial line, comprising at least two electrical and / or optical conductors, each of which provides unidirectional communication between the engine control and throttle control units, the serial line possibly comprising at least an additional conductor, transmitting clock signals between the two control units.
  • the terminals provided on the connector of a state-of-the-art engine control unit for controlling the actuator for regulating the flow of idle operating air.
  • each of the two control units implements self-diagnostic and interactive diagnostic procedures performing, in each unit, the diagnosis of the inputs / outputs of the unit, of its calculations and the information it receives from the other unit via the communication line, the proper functioning of which is checked by tests carried out in each of the control units by management circuits of said line and a communication protocol.
  • each of the two control units directly receives enough signals to ensure the diagnosis, even if the communication line and / or the other control unit is faulty.
  • Such a configuration is advantageous because it allows, in certain cases of diagnosed fault, to limit the opening of the throttle valve by the engine control unit or by the throttle control unit, preferably made so that it comprises at at least one microcontroller, ensuring at least the throttle position control, and the actuator power control, this microcontroller being integrated in the throttle body.
  • each of the two control units comprises a microcontroller. It is then advantageous to obtain that, in the event of the appearance of a fault, the throttle control unit directly controls the closing of the throttle by an electrical command or a deactivation of the actuator, and / or, if the connection line is still operational, ask the engine control unit to modulate and / or cut off the injection and / or ignition. Symmetrically, in the event of the appearance of a fault, the engine control unit can directly control the modulation and / or cut off of the injection and / or ignition, and / or ask, if the line is still operational, at the throttle control unit, to close the throttle by electric control or deactivation of the actuator.
  • an air flow measurement device can also be used in place of or in addition to the pressure sensor, and advantageously incorporated into the motorized throttle body , and a corresponding signal can be transmitted by the communication line, from the throttle control unit to the engine control unit, which takes it into account with the engine speed signal it receives for processing of a reconstructed position signal of the butterfly.
  • the injection installation is of the so-called “single-point" type, comprising an injector, or possibly two injectors side by side, upstream of the throttle valve to inject the fuel into the intake manifold
  • a fuel supply circuit comprising the injector (s) and a pressure regulator, the command of each injector then being transmitted, for example, in the form of digital signals, from the engine control unit to the throttle control unit through the communication line.
  • the engine control system with a motorized throttle body comprises a block 1 comprising an electro-mechanical assembly constituted by a motorized throttle body 2, and an electronic calculation and control unit called the control unit. throttle control 3.
  • the motorized throttle body 2 comprises a throttle body 4 proper, for example made of aluminum alloy, traversed by a conduit in which a throttle 5 is pivotally mounted on an axis 6, as well as an actuator 7 for controlling the rotation of the butterfly 5, and that a sensor 8 of the angular position of the butterfly 5, the actuator 7 and the sensor 8 being directly incorporated in the butterfly body 4.
  • a throttle body 4 proper for example made of aluminum alloy, traversed by a conduit in which a throttle 5 is pivotally mounted on an axis 6, as well as an actuator 7 for controlling the rotation of the butterfly 5, and that a sensor 8 of the angular position of the butterfly 5, the actuator 7 and the sensor 8 being directly incorporated in the butterfly body 4.
  • the actuator 7 is a rotary electric actuator, mounted directly on the axis 6 of the butterfly 5, so that this single axis 6, supported by two ball bearings to ensure good precision and reduced friction, is provided for the actuator 7 and the butterfly 5 so as to limit the number of mechanical parts.
  • the actuator 7 is preferably a torque motor, with stator with O-ring winding and with permanent magnet rotor, brushless, with relatively large rotor / stator air gap (up to 0 , 8 mm) which facilitates mounting and limits the risks of mechanical blockage of the rotor in the stator, and without residual holding torque when it is not supplied. It is supplied with direct current with low power consumption stabilized, and can operate at low voltage (around 5.5 V) for positioning the throttle valve 5 during starts.
  • This torque motor is bipolar control, so that it can be controlled by an electrical signal in the direction of opening and closing of the butterfly 5, and allows an angular excursion of 90 ° of the butterfly 5, on which the torque motor has a substantially constant torque, this angular excursion can be traversed in a short time, for example of the order of 100 ms in one or the other direction, which is consistent with the response times of the motor and of the vehicle’s drive train.
  • a return spring biases the throttle 5 towards its closed position, and, when the actuator 7 is not supplied, it returns the throttle 5 to a rest position which is a position of low opening, allowing the engine to operate in accelerated idle, so that the vehicle can continue to move, but at slow speed.
  • This rest position of the return spring which is not a fully closed position of the butterfly, can be obtained by a structure and an arrangement of a single return spring which gives it a negative and then positive characteristic.
  • two springs can be used which define an equilibrium point corresponding to this rest position with low opening of the butterfly 5.
  • the sensor 8 for the angular position of the butterfly valve 5 can be a Hall effect sensor, but preferably a potentiometer for copying the angular position of the butterfly valve is chosen, this potentiometer being able to be integrated into actuator 7.
  • a motorized throttle body 2 is thus obtained without additional air valve, of reduced size and weight, interchangeable with conventional throttle bodies.
  • the motorized throttle body 2 has two energy sources capable of closing the throttle 5, under all operating conditions of the engine, namely the electric actuator 7 (the torque motor with bipolar control) and the spring. reminder.
  • the electronic butterfly control unit 3 is directly installed on the butterfly body 4. It comprises a power circuit 9 for controlling the actuator 7, to which this circuit 9 is directly connected, a microcontroller 10, with preferably integrated analog-digital converter, which is directly connected to the sensor 8 for copying the angular position of the throttle 5, this microcontroller 10 ensuring in particular the control in position of the throttle 5 by comparing a signal received from the sensor 8 to a throttle position reference signal (developed and transmitted to the throttle control unit 3 under specified conditions below) and by developing, from an error signal resulting from the comparison, an order for controlling the angular position of the throttle valve, which is transmitted to the power circuit 9 via possibly an intermediate stage 11, which is a interface stage between the power stage 9 and the microcontroller 10, and ensures the shaping of the control signals.
  • Unit 3 of control of the throttle valve also comprises an electrical power supply unit 12, connected by conductive wires 13 and 14 to a battery (not shown) and supplying, on the one hand, the power stage 9, and, on the other hand, under different voltages, the microcontroller 10, the shaping stage 11, and the potentiometer 8 for copying the angular position of the butterfly.
  • the signal from this potentiometer 8 is read only by the microcontroller 10 installed on the motorized throttle body 2, which avoids interference.
  • the throttle control unit 3 also performs other functions, which are mentioned below.
  • the system also includes an electronic calculation and control unit 15, called the engine control unit, also produced in the form of a microcontroller and with an integrated analog-to-digital converter.
  • this engine control unit 15 presents only limited modifications compared to that of standard engine control computers, and, in particular, it is equipped with a connector identical to that of a computer. motor control standard and has the same geometric shape and the same size.
  • the engine control unit 15 is connected, at 16, to sensors for engine operating parameters, which sensors are schematically represented at 17, and detects, at 18, engine speed and shaft position signals from the engine, at 19 signals for air pressure in the intake manifold, and at 20 for engine cooling water temperature signals.
  • the unit 15 On the basis of these signals, the unit 15 develops injection and ignition control commands, which it transmits at 21 to actuators, schematically represented at 22, of the fuel injection and ignition circuits of the engine, of which it commands and controls the operation.
  • the unit 15 determines the instants and durations of injection, which, taking into account a fuel supply pressure, also makes it possible to determine the quantities of fuel injected, and it transmits the control orders corresponding to the winding of the injectors, at 23, and to the fuel pump, at 24.
  • the unit 15 defines the instants and the ignition energy and transmits corresponding control signals to the ignition coils at 25.
  • the engine control unit 15 also receives at 26 an angular position signal from the accelerator pedal 27, which it receives from at least one angular position sensor 28, which is for example a position feedback potentiometer. Angle of the pedal 27.
  • This sensor 28 can be integrated into the accelerator pedal 27, or separated from this pedal 27 and connected to the latter by a cable. In both cases, the sensor 28 has two return springs.
  • the accelerator pedal 27, which can optionally have a hard point for the so-called “kick down” function, is also associated with a sensor 29 for actuating this pedal which is, for example, a so-called “raised foot” multi-contactor “sensitive to the actuation of the pedal 27, but which can be a second angular position sensor of this pedal 27, for example a second potentiometer, and this sensor 29 is directly connected by the conductor 30 to the control unit of the throttle valve 3, so as to decouple the signals coming from the accelerator pedal 27 towards, on the one hand, the engine control unit 15, and, on the other hand, the throttle control unit 3.
  • the latter is also directly connected to a brake sensor which, in this example, is a contactor 32 for actuating the brake pedal 31, and connected to the throttle control unit 3 by the conducting wire 33.
  • the throttle control unit 3 is connected by at least one conductive wire, and for example by four conductive wires 34 to 37 to the control block 38 of the speed control function of the vehicle, the driver 34 being for example connected to a on / off switch of this system, the driver 35 to a clutch or automatic gearbox switch, and the drivers 36 and 37 respectively to switches for memorizing the selected speed and resuming this memorization, for the choice of vehicle speed setpoint.
  • the throttle control unit 3 is connected to an indicator light indicating the operation of the speed regulation system.
  • the two control units 3 and 15 are connected to each other by a communication line 40 by which they exchange information, and which can be of different types.
  • a bidirectional serial line comprising at least two conductive wires 41 and 42, the first of which transmits information from the engine control unit 15 to the throttle control unit 3, and the second of which transmits information in the opposite direction.
  • These conductors 41 and 42, each of which provides one-way communication between the control units 3 and 15, are electrical conductor wires, but can be fiber optic conductors if each of the two control units 3 and 15 is equipped with a appropriate opto-electronic converter.
  • This line 40 advantageously comprises at least one additional conductor 43, which transmits clock signals between the two control units 3 and 15.
  • the bidirectional serial line 40 can be doubled, which makes it possible to use, for the connection of line 40 to the motor control unit 15, terminals available on the connector with which conventional motor control units are equipped, for their connection to the actuator of the additional air control valve of the throttle bodies of the prior art.
  • This faculty reinforces the advantage of using as engine control unit 15 of the invention, a control unit as little modified as possible with respect to that of the state of the art, with which the terminals available on the connector with which they are fitted are thus used, without the need to mount additional connectors.
  • Each of the two control units 3 and 15 comprises a stage for managing the exchange of information with the outside of the unit in question, according to a procedure ensuring the consistency of the signals received and transmitted, and manages the communication line series 40, the proper functioning of which is checked by tests carried out in each of units 3 and 15 and the communication protocol.
  • Each of the control units 3 and 15 thus advantageously integrates the management and processing functions, input / output, including the serial interface functions, and includes the appropriate memories.
  • the throttle control unit 3 transmits to the engine control unit 15 in particular the angular position signals of the throttle 5, which it receives from the sensor 8, the contactor 29 for "lifted foot” associated with the accelerator pedal 27, and from the contactor 32 for actuation of the brake pedal 31, as well as the signals which come to it from the control unit 38 of the vehicle speed control function, i.e. on / off signals for this function, actuation of the clutch or automatic gearbox and memorization or resumption of memorization of the setpoint speed chosen for the vehicle.
  • the engine control unit 15 transmits to unit 3 a throttle position reference signal, which it produces, a reconstructed angular position signal from the throttle valve, which it also develops, for controlling the throttle valve. 5, perform the calculations and implement the necessary consistency procedures, carry out the diagnostics and, if necessary, apply the backup modes defined below, as well as a control signal from the indicator light indicating the operation of the speed control system 38, and that the unit 3 retransmits to this indicator by the conductive wire 39, and also information linked to the self-diagnosis of the engine control unit 15 as well as validation messages of the communication.
  • the reconstruction of the reconstructed angular position signal of the throttle valve is ensured mainly from the air pressure signals in the intake manifold and engine speed, which the unit 15 receives corresponding sensors.
  • the unit 15 implements a consistency control procedure, which compares the angular position signal of the butterfly, received by the line 40 of the unit 3, the reconstituted angular position signal of the butterfly, and the signal setpoint that it develops and, optionally, the position signal of the accelerator pedal 27, received from the sensor 28.
  • the throttle control unit 3 implements a consistency control procedure comparing the angular position signal of the throttle, which it receives directly from the sensor 8, and the setpoint and reconstituted angular position signals. the throttle valve, which it receives via the serial line 40 of the engine control unit 15.
  • an intake air flow signal is substituted for the air pressure signal in the intake manifold, and primarily combined with the engine speed signal to obtain the reconstructed angular position signal of the throttle valve.
  • a flow meter for example of the hot film or hot wire type, can be incorporated in the motorized throttle body 2 and the intake air flow signal can be, in this case, read by the control unit 3 of the throttle valve and transmitted by the serial line 40 to the engine control unit 15.
  • Another function of the engine control unit 15 is to calculate the angular position which the throttle 5 must take, that is to say to draw up a throttle position setpoint, simultaneously with the injection and ignition management.
  • This throttle position reference signal is given by a programmed accelerator pedal 27 / throttle 5 transfer law which takes into account, in "pedal follow-up" mode, that is to say as a function of the request sent.
  • this setpoint law can also take into account other parameters, such as the speed of the vehicle, "speed control" mode, and possibly signals from other on-board computers, such as those from an anti-skid system, anti-lock, or from a gearbox or transmission with electronic control, the signals of which can be directly transmitted to the engine control unit 15 by the connecting wires 44 to 46 respectively, or even transmitted to the unit control valve 3, which transmits them to the engine control unit 15 via the serial line 40.
  • the setpoint law also takes into account certain engine operating conditions, such as the coolant water temperature and the engine speed, in particular in "idle speed regulation" mode.
  • This setpoint law also takes into account strategies adopted in terms of comfort, and takes into account weighting factors to introduce a progressive angular displacement of the butterfly 5 relative to the stroke of the accelerator pedal 27, and to apply corrections. dynamic butterfly.
  • Another strategy taken into account can be an antipollution strategy and a reduction in consumption, by synchronized management of the intake air and the quantity of fuel injected.
  • the setting law for the position of the throttle valve is also produced from the state diagnosed by the unit 15.
  • this engine control unit 15 essentially performs the following functions: the preparation of the throttle position setpoint, as mentioned above, from at least one signal representative of an input physical quantity and / or a state of the system, or of an associated system, self-diagnosis and interactive diagnosis with the other unit 3 for controlling the throttle valve, the application of emergency modes if necessary, and the management of the serial line 40.
  • the unit 15 can command an indicator light by the conductive wire 47.
  • the throttle control unit 3 in addition to the functions already mentioned for managing the serial line 40, for acquiring the inputs necessary for the operation of the speed regulation system and transmission of the corresponding signals by the line 40 to the other unit 15, of self-diagnosis and interactive diagnosis with this unit 15, and application of the emergency modes, fulfills the other essential functions that are the application of the throttle position reference signal, which it receives from the unit 15 by the line 40, for the control in position of the throttle 5, in order to position the latter so precise on the setpoint delivered by the engine control unit 15, and the initialization of the throttle position 5 with a power-up control.
  • backup modes are applied by one and / or the other of the two units 3 and 15, depending on the degree of failure or discrepancy.
  • Emergency mode strategies are applied gradually according to the fault diagnosed to preserve passenger safety, while allowing the vehicle to be able to continue to travel at a slow speed, except in the event of danger, which could force the operation of the vehicle to stop. engine.
  • the progressive action depending on the origin and severity of the failure can start with a limited intervention on a secondary function, for example the prohibition to operate in vehicle speed regulation mode. It can be continued by limiting the maximum opening of the throttle valve 5, controlled by the engine control unit 15 or by the throttle control unit 3 in certain cases of diagnosed fault.
  • the emergency mode applied can also consist of an electrical control for closing the throttle valve 5, which can come from one and / or the other of the two units 15 and 3.
  • An emergency mode also consists in deactivating the actuator 7 of the throttle valve 5, while preserving a mechanical function which still allows the vehicle to move at low speed.
  • This lack of activation of the actuator 7 can correspond to an electrical order coming from the engine control unit 15 or the throttle control unit 3, and can be caused by a break in the serial line 40 or a failure of the unit 15 Its consequence is the return of the throttle valve 5 to the accelerated idle position, under the action of the return spring, or to a neighboring position, and it causes in the engine control unit 15 a correction of the instant of ignition and / or injection, in order to limit the engine speed.
  • the engine control unit 15 can control the cut off of the injection and / or ignition, and, on the other hand, the throttle valve 5 can be closed, and this by two means, either electrically by a command from the engine control unit 15 or from the throttle control unit 3, either mechanically by the return spring, after deactivation of the actuator power control stage 9.
  • the engine control unit 15 can therefore control the modulation or cut off of the injection and / or ignition, in order to reduce the engine power, when a fault in the serial line 40 is detected, and when it detects the appearance of a fault which could cause the driver to lose control of engine power.
  • the power supply to the actuator 7 can also be cut off, possibly after a time delay, by the throttle control unit 3, when the brake pedal 31 is actuated.
  • the architecture of the system authorizes the overall management of the engine, by its three air, fuel and ignition supply circuits, by the only engine control unit 15 which is thus able to intervene very quickly and simultaneously on these three circuits, if necessary.
  • the integrated block 1, associating with the motorized throttle body 2 the electronic unit 3 for controlling the throttle valve, is thus such that the motorized throttle body 2 behaves as an intelligent actuator with respect to the engine control unit 15, with which the throttle control unit 3 is put in master relationship -slave.
  • the system has a high degree of reliability and guarantees maximum security in the event of failure, due to the security linked to the components, as described above, to the security linked to the architecture of the system, as presented above, and system redundancies.
  • each control unit 3 and 15 receives sufficient information to ensure sufficient self-diagnosis, even in the event of disturbance or interruption of the serial line 40 and / or if the other control unit fails.
  • the system offers two separate means for controlling the position of the butterfly valve 5.
  • the first means is the sensor 8, such as a potentiometer on the axis of the butterfly valve, the signal of which is read directly by the control unit 3 of the throttle valve and transmitted by line 40 to the engine control unit 15, and the second means is the reconstituted angular position signal of the throttle valve, calculated by the engine control unit 15 in particular from the engine speed and either the intake air pressure, i.e. the intake air flow.
  • the throttle control unit 3 can use the reconstructed throttle position signal, which it receives via line 40 of the control unit motor 15, and associate it with servo-control parameters suitable for replacing it with the detected position signal of the throttle valve in order to ensure the servo-control in position of the latter, that is to say in order to substantially position the throttle valve compared to the setpoint delivered by the engine control unit 15, with performance possibly degraded, but which remains sufficient for acceptable control of the throttle valve 5.
  • the system also offers two separate ways to control driver demand.
  • the first means is the sensor 28 or potentiometer for copying the angular position of the accelerator pedal 27, the signal of which is read directly by the engine control unit 15, and the second means is the contactor 29 of "lifted foot" "or second potentiometer, also sensitive to the actuation of the accelerator pedal 27, and whose signal is read directly by the throttle control unit 3, but retransmitted by line 40 to the engine control unit 15 Consequently, in the event of a failure of the angular position sensor 28 of the accelerator pedal, the engine control unit 15 always has, via the throttle control unit 3 and the contactor 29, d '' information on the operation of the accelerator pedal 27.
  • each of the two control units 3 and 15 can be used as an interface to send information coming from outside the system or an associated system to the other unit, or, in the opposite direction, to send to outside or to an associated system of information coming from this other control unit.
  • a major advantage of the system according to the invention is that the distribution of the functions on two separate microcontrollers, with mutual monitoring tests, gives access to a large number of functions achievable, some of which are new, and which can be classified into two categories according to whether they intervene on the control of the engine or according to whether they intervene on the control of the vehicle.
  • the accelerator pedal transfer law / programmable throttle valve pre-positioning of the throttle valve for starting, especially in cold conditions, regulation of the idling speed, depending for example on the water temperature, as well as damping functions for the angular movements of the butterfly, wealth monitoring of the air / fuel mixture during transients, and the limitation of engine speed.
  • the functions belonging to the second category are those through which the control of the throttle position produces consequences at the vehicle level, to improve comfort, driving pleasure and safety. These functions are functions of regulation and / or limitation of the vehicle speed, throttle control for anti-skid and / or anti-lock, reduction of jolts, and interactions with a gearbox. electronic speed control, an anti-collision system, a guidance system, and / or a vehicle attitude control system, for example when cornering, such as an active suspension system.
  • the architecture of a motor control unit of the state of the art can be essentially preserved, the terminals of the connector for controlling the actuator of the circuit additional air supply in a conventional engine control unit being used, in the system according to the invention, for the connection of the serial line 40 to the engine control unit 15, including the electronics control, compared to that controlling the additional air circuit in a conventional unit, is extended to the entire dynamic range of the throttle valve (for example from 0 to 400 kg of air per hour).
  • the system described above with reference to the single figure is particularly suitable for injection installations of the multipoint type, that is to say comprising an injector at least for each cylinder of the engine, and ensuring injection downstream of the throttle body, in the downstream end of the injection pipe, in the immediate vicinity of the cylinder head of the engine. If the device must be adapted to a single-point type injection, then the single injector, or the two side-by-side injectors is or are mounted directly integrated in the throttle body 4, so as to inject the fuel directly upstream of the throttle valve 5, and the supply pressure regulator of the injector (s) is also integrated into this body 4.

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Computer Hardware Design (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Microelectronics & Electronic Packaging (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
EP93924111A 1992-10-29 1993-10-26 Systeme de controle moteur a corps de papillon motorise Expired - Lifetime EP0618998B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
FR9212931 1992-10-29
FR9212931A FR2697585B1 (fr) 1992-10-29 1992-10-29 Système de contrôle moteur à corps de papillon motorisé.
PCT/FR1993/001046 WO1994010434A1 (fr) 1992-10-29 1993-10-26 Systeme de controle moteur a corps de papillon motorise

Publications (2)

Publication Number Publication Date
EP0618998A1 EP0618998A1 (fr) 1994-10-12
EP0618998B1 true EP0618998B1 (fr) 1996-12-11

Family

ID=9434973

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Application Number Title Priority Date Filing Date
EP93924111A Expired - Lifetime EP0618998B1 (fr) 1992-10-29 1993-10-26 Systeme de controle moteur a corps de papillon motorise

Country Status (8)

Country Link
US (1) US5482019A (pt)
EP (1) EP0618998B1 (pt)
JP (1) JP2879974B2 (pt)
BR (1) BR9305700A (pt)
DE (1) DE69306548T2 (pt)
ES (1) ES2095084T3 (pt)
FR (1) FR2697585B1 (pt)
WO (1) WO1994010434A1 (pt)

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DE10107595A1 (de) * 2001-02-17 2002-08-29 Bayerische Motoren Werke Ag Elektromagnetischer Ventiltrieb
DE10117542A1 (de) * 2001-04-07 2002-10-10 Siemens Ag Drosselklappenstutzen und Elektronikmodul
JP3805648B2 (ja) * 2001-06-14 2006-08-02 三菱電機株式会社 エンジン用吸気量制御装置
JP2003027973A (ja) * 2001-07-12 2003-01-29 Hitachi Unisia Automotive Ltd 可変動弁機構の制御装置
DE10147333A1 (de) * 2001-09-26 2003-04-24 Bosch Gmbh Robert Variantenreduzierte Drosseleinrichtung mit austauschbaren Gehäuseteilen
DE10207621A1 (de) * 2002-02-22 2003-09-11 Behr Gmbh & Co Luftstromsteuerelement mit integrierter Sensorik
ES2263367B1 (es) * 2005-01-20 2007-10-01 Ros Roca Indox Equipos E Ingenieria S.L. Centralita electronica para el control del funcionamiento de un motor diesel transformado para gas natural licuado.
EP1744044A1 (en) * 2004-05-07 2007-01-17 Ros Roca Indox Equipos E Ingenieria, S.L. Improvements to means for transforming a diesel engine into a liquefied natural gas engine
ES2245231B1 (es) * 2004-05-07 2006-10-01 Ros Roca Indox Equipos E Ingenieria, S.L. Perfeccionamientos en los medios de transformacion de un motor diesel a gas natural licuado.
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Also Published As

Publication number Publication date
BR9305700A (pt) 1996-12-31
EP0618998A1 (fr) 1994-10-12
ES2095084T3 (es) 1997-02-01
FR2697585A1 (fr) 1994-05-06
JPH07502798A (ja) 1995-03-23
FR2697585B1 (fr) 1995-01-06
DE69306548D1 (de) 1997-01-23
JP2879974B2 (ja) 1999-04-05
DE69306548T2 (de) 1997-07-17
US5482019A (en) 1996-01-09
WO1994010434A1 (fr) 1994-05-11

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