EP0639706A2 - Système de commande d'un actuateur pour régler l'alimentation en air d'un moteur de véhicule - Google Patents

Système de commande d'un actuateur pour régler l'alimentation en air d'un moteur de véhicule Download PDF

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Publication number
EP0639706A2
EP0639706A2 EP94112010A EP94112010A EP0639706A2 EP 0639706 A2 EP0639706 A2 EP 0639706A2 EP 94112010 A EP94112010 A EP 94112010A EP 94112010 A EP94112010 A EP 94112010A EP 0639706 A2 EP0639706 A2 EP 0639706A2
Authority
EP
European Patent Office
Prior art keywords
control system
actuator
assembly
accelerator pedal
module
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
EP94112010A
Other languages
German (de)
English (en)
Other versions
EP0639706A3 (fr
EP0639706B1 (fr
Inventor
Peter Overmann
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Hella GmbH and Co KGaA
Original Assignee
Hella KGaA Huek and Co
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
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Application filed by Hella KGaA Huek and Co filed Critical Hella KGaA Huek and Co
Publication of EP0639706A2 publication Critical patent/EP0639706A2/fr
Publication of EP0639706A3 publication Critical patent/EP0639706A3/fr
Application granted granted Critical
Publication of EP0639706B1 publication Critical patent/EP0639706B1/fr
Anticipated expiration legal-status Critical
Revoked legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
    • 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

Definitions

  • System for controlling an actuator for adjusting the air supply of a motor vehicle engine, with an accelerator pedal, with at least one accelerator pedal position sensor for sensing the current accelerator pedal position and with a first electronic module for processing the signals of the at least one accelerator pedal position sensor and with an actuator for setting the air supply for a motor vehicle engine, with an actuator for actuating the actuator, with a position sensor for sensing the current position of the actuator, with a second electronic module which controls the actuator and evaluates or processes the signals from the position sensor.
  • This exemplary list shows that the implementation of various functions either leads to a very complex control device or, due to the possibility of mutual influence, to many devices connected in a very complex manner.
  • a disadvantage of such a system is that each module connected to the communication channel or the bus system must have its own interface.
  • first and second electronic modules are connected by means of a communication line and that one of the modules is connected to at least one further module via a communication channel.
  • This basic system is formed by two modules, the functions assigned to the modules advantageously being divided such that the electrical connection between the modules can be as simple as possible.
  • the first assembly is also connected to the accelerator pedal and also establishes the connection to at least one additional assembly via a communication channel or a bus system, while the second assembly carries out the control of the actuator.
  • the first assembly connected to the accelerator pedal can centrally control all input signals that influence the actuation of the actuator. These are, on the one hand, the signals generated by the accelerator pedal sensor, which are evaluated directly by the first module, and all other signals, which are generated by other modules (engine control, traction control, speed controller, etc.) and reach the first module via the bus system.
  • the first module can easily transmit the signals from the accelerator pedal sensors to the bus system so that they can be used by other modules.
  • An important advantage is that only one connection to the bus system is required for the control system according to the invention. An adaptation to different bus systems of different vehicle types is therefore necessary particularly simple way possible by adapting only one interface.
  • the essential part of the computing power in particular that required for signal processing in the communication of bus systems, can be assigned to the first module. Since the second assembly connected to the actuator should have the shortest possible supply lines to the actuator actuator and to the position sensor, is usually arranged in the engine compartment, the extreme operating conditions there make the first assembly generally more prone to failure or, at least by comparison, by using less sensitive and more resilient components more expensive than the first assembly. It is therefore advantageous to assign complex functions to the first assembly as far as possible.
  • the first assembly can be designed particularly advantageously with regard to cabling effort and interference immunity by the accelerator pedal sensors forming a structural unit with this first assembly.
  • the effort to adapt to the respective user requirements can then be easily carried out by adapting an interface. Furthermore, the security is relevant Communication between the first and second modules is not affected by changes, extensions or errors on the bus system.
  • the modules connected to the bus system include an engine control which controls the ignition and injection of the motor vehicle engine.
  • an engine control system can also generate signals for controlling the actuator, which signals reach the first module via the bus system and, possibly in a processed form, can be sent by the latter to the second module for controlling the actuator via the communication line.
  • a particular advantage here is that the current engine operating state is taken into account when controlling the actuator.
  • mutual monitoring of the functions of the first and second assemblies can also be provided via the communication line.
  • a redundant design of individual functions can also be implemented within each module, for example the redundant evaluation of preferably a plurality of position sensors, for example on the accelerator pedal.
  • FIG. 1 shows a second assembly (4) which controls an actuator (7) designed as an actuator to actuate the actuator (6) to adjust the air supply to a motor vehicle engine, not shown.
  • a position sensor (8) Connected to the actuator (6) is a position sensor (8) which supplies the second module (4) with signals which represent the current position of the actuator (6).
  • the second module (4) is connected to a first module (3) via a communication line (5) designed as a bidirectional data line.
  • the first assembly (3) receives signals from at least one sensor (2) connected to an accelerator pedal (1).
  • the first module (3) is connected to a further module (10) via a communication channel or to several further modules (10, 11, 12) via a bus system (9).
  • a module for engine control (10) which controls in particular the ignition and injection of the motor vehicle engine, as well as further modules (11, 12) that perform special driving state functions, such as traction control, a speed controller and / or an electronically controlled automatic transmission.
  • FIG. 2 shows a block diagram of the first assembly (3).
  • the signals from two position sensors (2a, 2b) connected to the accelerator pedal (1) are fed to this module.
  • the position sensors (2a, 2b) can be used, for example, as two potentiometers or as one Potentiometer and a switch can be designed, the second sensor (2b) being used to monitor the function of the first sensor (2a). It is particularly advantageous with regard to a long service life and low susceptibility to faults if at least one of the accelerator pedal position sensors (2a, 2b) is designed as a contactless sensor.
  • the signals from the accelerator pedal position sensors (2a, 2b) are fed to a microcomputer (13a) via signal processing modules (18a, 18b).
  • This microcomputer is in data exchange with a communication controller (13b) or takes over (with the corresponding computing power of the microcomputer) this function itself.
  • the communication controller (13b) in turn gives and receives data from the communication channel or the bus system (9) via the interface (14b).
  • the communication line (5) has a very simple structure and can be controlled directly by the microcomputer (13a) via the interface (14a). Since the interface (14b) is the only connection of the modules (3, 4) to the communication channel or bus system (9), all that is required to adapt these modules (3, 4) to different types of communication channels or bus systems is to adapt the communication controller (13b) and / or the interface (14b) can be made, which means only a comparatively minor effort. The other components of both modules (3, 4), however, can be used universally.
  • the module (3) has a voltage supply module (15) for voltage supply or voltage stabilization, which is connected to the vehicle electrical system (16) via the ignition switch (17).
  • the second assembly (4) shown in FIG. 3 has a structure comparable to the first assembly (3).
  • the central component is a microcomputer (22). This is connected to only one interface module (20) and establishes the data connection to the communication line (5).
  • the module (4) receives signals for actuating the actuator (6) via this communication line (5). On the other hand, the module (4) also sends signals about the current position of the actuator (6) to the module (3) via the communication line (5).
  • the microcomputer (22) controls and monitors the controllable voltage supply (23) for the actuator (7) for actuating the actuator (6).
  • the position sensor (8) connected to the actuator (6) sends signals about the current actuator position to the microcomputer (22) via the signal processing module (19).
  • the at least one accelerator pedal position sensor (2, 2a, 2b) sends a signal corresponding to the actuation of the accelerator pedal (1) to the first module (3), which outputs a signal or date corresponding to this signal to the communication channel or the bus system (9). This signal or date is sent to the modules for the engine control (10) and to the modules for the special driving state functions (11, 12).
  • the driver's request contained in the accelerator pedal signal is interpreted on the basis of the input data of these functions and is forwarded in a possibly modified form on the communication channel or the bus system.
  • This driver request is determined in the engine control module (10) on the basis of characteristic curves or maps or Calculation rules converted into a control signal for setting the actuator (6).
  • This request signal is sent via the communication channel or the bus system (9) to the first module (3), which forwards a serial signal corresponding to this request signal via the communication line (5) to the second module (4), which in turn then sends the actuator (7) to the Actuator (6) controls these signals accordingly.
  • the position sensor (8) generates a feedback signal about the current position of the actuator (6), which the second module (4) reports back to the first module (3) via the communication line (5) to check the correctness of the actuation of the actuator.
  • the assemblies (3, 4) contain tasks that are particularly safety-relevant for the vehicle. Functions for mutual checking can be provided in the programs of the microcomputers (13a, 22) for verifiable safe operation of the vehicle, the modules (3, 4) exchanging test signals via the communication line (5) for the purpose of this check.
  • test signals cannot be influenced by the load on the bus system (9).
  • Emergency running functions can also be implemented in each of the two modules (3, 4), which enable emergency operation of the vehicle if modules (3, 4, 10) or communication lines (5, 9) fail.

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Computer Hardware Design (AREA)
  • Microelectronics & Electronic Packaging (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
EP94112010A 1993-08-16 1994-08-02 Système de commande d'un actuateur pour régler l'alimentation en air d'un moteur de véhicule Revoked EP0639706B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4327455A DE4327455A1 (de) 1993-08-16 1993-08-16 System zur Ansteuerung eines Stellgliedes zur Einstellung der Luftzufuhr eines Kraftfahrzeugmotors
DE4327455 1993-08-16

Publications (3)

Publication Number Publication Date
EP0639706A2 true EP0639706A2 (fr) 1995-02-22
EP0639706A3 EP0639706A3 (fr) 1998-05-13
EP0639706B1 EP0639706B1 (fr) 2000-12-13

Family

ID=6495270

Family Applications (1)

Application Number Title Priority Date Filing Date
EP94112010A Revoked EP0639706B1 (fr) 1993-08-16 1994-08-02 Système de commande d'un actuateur pour régler l'alimentation en air d'un moteur de véhicule

Country Status (3)

Country Link
EP (1) EP0639706B1 (fr)
DE (2) DE4327455A1 (fr)
ES (1) ES2154278T3 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0908611A3 (fr) * 1997-10-06 2000-08-23 Mannesmann VDO Aktiengesellschaft Méthode de surveillance de valeurs de consigne pour une commande éléctronique de moteur à combustion interne

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19522993A1 (de) * 1995-06-24 1997-01-02 Abb Daimler Benz Transp Fahrzeug Leitsystem
US5673668A (en) * 1996-08-05 1997-10-07 Ford Global Technologies, Inc. Method and apparatus for electronic throttle monitoring
DE19750736A1 (de) * 1997-11-15 1999-05-20 Volkswagen Ag Steuerungssystem und -verfahren für mehrere durch den Fahrer aktivierbare Module in einem Fahrzeug
JP2003515697A (ja) 1999-11-30 2003-05-07 シーメンス アクチエンゲゼルシヤフト 内燃機関用の制御装置、内燃機関の調整素子用の制御ユニット及び内燃機関の制御方法

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0388107A2 (fr) * 1989-03-17 1990-09-19 Hitachi, Ltd. Appareil de commande de véhicule et procédé de commande
US5048481A (en) * 1989-12-15 1991-09-17 Eaton Corporation Throttle actuator safety method for automated transmission
DE4040219A1 (de) * 1990-12-15 1992-06-17 Bosch Gmbh Robert System zur messwerterfassung im bereich eines kraftfahrzeugs

Family Cites Families (17)

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Publication number Priority date Publication date Assignee Title
DE3412318A1 (de) * 1984-04-03 1985-10-10 Westfälische Metall Industrie KG Hueck & Co, 4780 Lippstadt Sollwertgeber einer vorrichtung zum einstellen der fahrgeschwindigkeit eines fahrzeuges
US4779696A (en) * 1986-07-24 1988-10-25 Mazda Motor Corporation Vehicle slip control apparatus
DE3700986C2 (de) * 1987-01-15 1995-04-20 Bosch Gmbh Robert Einrichtung zur Überwachung eines Rechnersystems mit zwei Prozessoren in einem Kraftfahrzeug
EP0285868B2 (fr) * 1987-04-09 1995-11-08 Siemens Aktiengesellschaft Dispositif de commande de l'air d'admission d'un moteur à combustion
DE3814702A1 (de) * 1987-11-12 1989-05-24 Bosch Gmbh Robert Vorrichtung zum betaetigen der drosselklappe einer brennkraftmaschine insbesondere eines kraftfahrzeuges
DE3803078C2 (de) * 1988-02-03 2000-11-02 Bosch Gmbh Robert Verfahren und Einrichtung zur Positionsüberwachung eines elektrischen Ist-Positionsgebers
JPH085347B2 (ja) * 1988-04-28 1996-01-24 三菱電機株式会社 車両用定速走行装置
JPH01162055U (fr) * 1988-04-30 1989-11-10
JP2748488B2 (ja) * 1989-01-18 1998-05-06 株式会社デンソー スロットル開度制御装置
JP2855280B2 (ja) * 1990-02-22 1999-02-10 マツダ株式会社 車両のスリップ制御装置
DE4015415B4 (de) * 1990-05-14 2004-04-29 Robert Bosch Gmbh Vorrichtung zur Erfassung eines veränderlichen Betriebsparameters
DE4120419C2 (de) * 1990-06-21 1995-01-26 Mazda Motor Traktionssteuereinrichtung für ein Kraftfahrzeug
DE4024018A1 (de) * 1990-07-28 1992-01-30 Bosch Gmbh Robert Stellungsgeber fuer gaspedal
DE4037092A1 (de) * 1990-11-22 1992-05-27 Zahnradfabrik Friedrichshafen Verfahren zur steuerung des drehmoments einer brennkraftmaschine
DE4133268A1 (de) * 1991-10-08 1993-04-15 Bosch Gmbh Robert Vorrichtung zur steuerung der antriebsleistung eines fahrzeuges
DE4220247A1 (de) * 1992-06-20 1993-12-23 Bosch Gmbh Robert Steuereinrichtung für Fahrzeuge
DE4220246A1 (de) * 1992-06-20 1993-12-23 Bosch Gmbh Robert Einrichtung zur Steuerung einer Verstelleinrichtung in einem Flugzeug

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0388107A2 (fr) * 1989-03-17 1990-09-19 Hitachi, Ltd. Appareil de commande de véhicule et procédé de commande
US5048481A (en) * 1989-12-15 1991-09-17 Eaton Corporation Throttle actuator safety method for automated transmission
DE4040219A1 (de) * 1990-12-15 1992-06-17 Bosch Gmbh Robert System zur messwerterfassung im bereich eines kraftfahrzeugs

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
DAIS S ET AL: "TECHNISCHES KONZEPT DES SERIELLEN BUS-SYSTEMS CAN TEIL 1" ATZ AUTOMOBILTECHNISCHE ZEITSCHRIFT, Bd. 94, Nr. 2, 1.Februar 1992, Seiten 66-70, 73 - 77, XP000246529 *

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0908611A3 (fr) * 1997-10-06 2000-08-23 Mannesmann VDO Aktiengesellschaft Méthode de surveillance de valeurs de consigne pour une commande éléctronique de moteur à combustion interne

Also Published As

Publication number Publication date
EP0639706A3 (fr) 1998-05-13
EP0639706B1 (fr) 2000-12-13
ES2154278T3 (es) 2001-04-01
DE4327455A1 (de) 1995-02-23
DE59409606D1 (de) 2001-01-18

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