EP0639706B1 - 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
EP0639706B1
EP0639706B1 EP94112010A EP94112010A EP0639706B1 EP 0639706 B1 EP0639706 B1 EP 0639706B1 EP 94112010 A EP94112010 A EP 94112010A EP 94112010 A EP94112010 A EP 94112010A EP 0639706 B1 EP0639706 B1 EP 0639706B1
Authority
EP
European Patent Office
Prior art keywords
subassembly
drive system
control element
actuator
accelerator
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Revoked
Application number
EP94112010A
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German (de)
English (en)
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EP0639706A3 (fr
EP0639706A2 (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
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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
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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

  • the invention relates to a system for controlling an actuator for adjustment the air supply of a motor vehicle engine, with an accelerator pedal, with at least an 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 Adjustment of the air supply to a motor vehicle engine with an actuator Actuation of the actuator, with a position sensor for sensing the current position of the actuator, with a second electronic assembly, which controls the actuator and evaluates the signals from the position sensor or processed, the first and the second electronic assembly by means of a Communication line and one of the modules via one Communication channel in connection with at least one other module stands.
  • a system is known from US-A 5,048,481.
  • bus system An example of a bus system is the CAN bus system, which in Motor vehicles is widely used. (Dais s et al: "Technical Concept of the serial bus system CAN part 1 "ATZ Automobiltechnische Journal, Vol. 94, No. 2, February 1, 1992, pages 66-70, 73-77).
  • the second assembly gives signals to the first module via the communication line, which the represent the current position of the actuator.
  • the basic system according to the invention is formed by two assemblies, the Distribution of the functions assigned to the modules advantageously in this way takes place that the electrical connection between the modules as simple as possible can be executed.
  • the first assembly is still connected to the accelerator pedal and provides also connect via a communication channel or a bus system at least one other assembly, while the second assembly Check the actuator.
  • the first assembly connected to the accelerator pedal can all centrally Check input signals that influence the actuation of the actuator.
  • these are the signals generated by the accelerator pedal sensor, which are direct are evaluated by the first module and all other signals by other assemblies (engine control, traction control, Speed controller, etc.) are generated and sent to the first via the bus system Assembly.
  • the first module easily the signals of the Accelerator pedal sensors can be on the bus system, so that this from other Assemblies can be used.
  • the major part of the computing power especially those for signal processing in the communication of Bus systems is required, which can be assigned to the first module.
  • the second assembly connected to the actuator is as short as possible
  • the second module is generally more prone to failure or by using less sensitive and resilient components at least comparatively more expensive than the first assembly. Therefore, it is advantageous, complex functions, where possible, of the first assembly assign.
  • the first can be advantageous in terms of cabling and interference immunity Module are designed by the accelerator pedal sensors with this first Assembly form a structural unit.
  • a motor controller belongs to connected modules, what ignition and injection of the motor vehicle engine controls.
  • Such a motor control can depend on Accelerator pedal signals also control signals Generate actuator, which via the bus system to the get first assembly and from this, possibly in processed form, via the communication line to the given second module for controlling the actuator can be.
  • a particular advantage here is that that the current engine operating condition when controlling the Actuator is taken into account.
  • both in the first and in the second assembly monitoring and emergency control functions to be provided, which in the event of failure or malfunction of one Assembly enables emergency operation of the vehicle.
  • Mutual monitoring of the Functions of the first and second assembly via the Communication line are provided.
  • a redundant design within each module individual functions for example the redundant evaluation of preferably several Position sensors, for example on the accelerator pedal.
  • Figure 1 shows a second assembly (4), which one Actuator (7) designed to actuate the Actuator (6) for adjusting the air supply one not controls motor vehicle engine shown.
  • a position sensor is connected to the actuator (6) (8), which supplies the second module (4) with signals, which the current position of the actuator (6) represent.
  • the second module (4) is a bidirectional one Data line executed communication line (5) with a first assembly (3) connected.
  • the first module (3) receives signals from at least one sensor connected to an accelerator pedal (1) (2).
  • the first module (3) is via a communication channel to a further module (10) or via a bus system (9) connected to several other modules (10, 11, 12).
  • modules (10, 11, 12) These are an assembly for motor control (10), which in particular the ignition and injection of the Motor vehicle engine controls, as well as further assemblies (11, 12) execute the driving state special functions, such as Example of a traction control system, a Speed controller and / or an electronically controlled Automatic transmission.
  • FIG. 2 shows a block diagram of the first assembly (3).
  • This module receives the signals from two with the Accelerator pedal (1) connected position sensors (2a, 2b) fed.
  • the position sensors (2a, 2b) can for example as two potentiometers or as one Potentiometer and a switch can be executed, the second sensor (2b) for function monitoring of the first Sensor (2a) is used.
  • Particularly advantageous regarding a long life and a short one It is susceptible to failure if at least one of the Accelerator pedal position sensors (2a, 2b) as a contactless sensor is executed.
  • the signals from the accelerator pedal position sensors (2a, 2b) are via signal processing modules (18a, 18b) Microcomputer (13a) supplied.
  • This microcomputer is in Data exchange with a communication controller (13b) or takes over (with corresponding computing power of the Microcomputers) themselves this function.
  • the communication controller (13b) in turn gives and receives via the interface (14b) data from the Communication channel or the bus system (9).
  • the Communication line (5) is very simple and can directly from the microcomputer via the interface (14a) (13a) can be controlled. Since the interface (14b) the only connection of the modules (3, 4) to Communication channel or bus system (9) must be Adaptation of these modules (3, 4) to different types Communication channels or bus systems only one Adaptation of the communication controller (13b) and / or the Interface (14b) can be made, which is only one comparatively minor effort means. The remaining Components of both assemblies (3, 4), however, are universal usable.
  • a voltage supply module (15) which, via the ignition switch (17) to the Vehicle electrical system (16) is switched.
  • 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 here with only one interface module (20) connected and provides the data connection Communication line (5) ago.
  • the module receives this communication line (5) (4) signals for actuating the actuator (6).
  • the assembly (4) is also on the Communication line (5) signals about the current position of the actuator (6) to the assembly (3).
  • the position sensor connected to the actuator (6) (8) transmits signals about the current actuator position the signal processing module (19) to the microcomputer (22).
  • the at least one accelerator pedal position sensor (2, 2a, 2b) gives a corresponding to the actuation of the accelerator pedal (1) Signal to the first module (3), which a this signal corresponding signal or date on the communication channel or the bus system (9) there. This signal or date gets to the modules for the engine control (10) and to the modules for the special driving state functions (11, 12).
  • modules for special driving state functions (11, 12) are based on the input data of these functions Accelerator pedal signal interpreted driver request and in possibly modified form on the Communication channel or the bus system forwarded.
  • This driver request is in the engine control module (10) based on characteristic curves or maps or Calculation rules in a control signal for adjustment the actuator (6) converted.
  • This request signal comes through the Communication channel or the bus system (9) to the first Module (3) which a this request signal corresponding serial signal via the Communication line (5) to the second module (4) passes on, which in turn then the actuator (7) of the Actuator (6) controls these signals accordingly.
  • the position sensor (8) generates a feedback signal via the current position of the actuator (6), which is the second Module (4) via the communication line (5) to the first assembly (3) for checking the correctness of the after the actuator has been actuated.
  • the assemblies (3, 4) contain especially for the vehicle security-related tasks. Checkable for one safe operation of the vehicle can be found in the programs of the Microcomputers (13a, 22) functions for mutual Check may be provided, the modules (3, 4) for Purpose of this review test signals over the Exchange communication line (5).
  • test signals are not influenced by the load on the bus system (9) can.
  • each of the two modules (3, 4) can also Emergency functions are implemented, which in the event of failure of Assemblies (3, 4, 10) or communication lines (5, 9) enable emergency operation of the vehicle.

Claims (20)

  1. Système pour commander un organe de réglage servant à régler l'arrivée d'air dans un moteur de véhicule automobile, comportant une pédale d'accélérateur (1), au moins un détecteur (2,2a,2b) de la position de la pédale d'accélérateur servant à détecter la position actuelle de la pédale d'accélérateur, et un premier module électronique (3) servant à préparer des signaux du au moins un détecteur (2,2a,2b) de la position de la pédale d'accélérateur, et un organe de réglage (6) pour régler l'alimentation en air d'un moteur de véhicule automobile, un actionneur (7) pour actionner l'organe de réglage (6), un détecteur de position (8) pour détecter la position actuelle de l'organe de réglage (6), un second module électronique (4), qui commande l'actionneur (7) et exploite ou prépare les signaux du détecteur de position (8), les premier et second modules électroniques (3,4) étant reliés au moyen d'une liaison de communication (5), et l'un des modules (3) étant relié au moyen d'un canal de communication à au moins un autre module (10), caractérisé en ce que le second module (4) délivre au premier module (3), par l'intermédiaire de la ligne de communication (5), des signaux qui représentent la position actuelle de l'organe de réglage (6).
  2. Système de commande selon la revendication 1, caractérisé en ce que le premier module (3) est relié à l'autre module (10).
  3. Système de commande selon la revendication 1, caractérisé en ce que la ligne de communication (5) est agencée sous la forme d'une ligne bidirectionnelle de transmission de données.
  4. Système de commande selon la revendication 1, caractérisé en ce que le canal de communication est agencé sous la forme d'un système de bus bidirectionnel (9).
  5. Système de commande selon la revendication 1, caractérisé en ce que le au moins un autre module est un module (10) pour commander le moteur du véhicule automobile.
  6. Système de commande selon la revendication 5, caractérisé en ce que le module (10) utilisé pour la commande du moteur commande l'allumage et l'injection dans le moteur du véhicule automobile.
  7. Système de commande selon la revendication 5, caractérisé en ce qu'à l'intérieur du module (10) pour la commande du moteur est mémorisé une courbe caractéristique, un champ de caractéristiques et/ou une prescription de calcul, qui représente la relation entre la position de la pédale d'accélérateur (1) et la position de l'organe de réglage (6).
  8. Système de commande selon la revendication 5 ou 6, caractérisé en ce que des fonctions particulières d'état de conduite sont également réalisées dans le module (10) pour la commande du moteur.
  9. Système de commande selon la revendication 4, caractérisé en ce qu'au système de bus (9) est raccordé au moins un autre module (11,12), qui réalise des fonctions particulières d'état de conduite.
  10. Système de commande selon la revendication 8 ou 9, caractérisé en ce qu'un régulateur de vitesse est associé aux fonctions particulières d'état de conduite.
  11. Système de commande selon la revendication 8 ou 9, caractérisé en ce qu'un régulateur de vitesse est associé aux fonctions particulières d'état de conduite.
  12. Système de commande selon la revendication 8 ou 9, caractérisé en ce que l'un des modules est formé par une boíte de vitesses automatique commandée électroniquement.
  13. Système de commande selon la revendication 1, caractérisé en ce qu'aussi bien le premier module (3) que le second module (4) comportent un module à micro-ordinateur (13a,22).
  14. Système de commande selon la revendication 13, caractérisé en ce que les deux modules à micro-ordinateur (13a,22) se contrôlent réciproquement.
  15. Système de commande selon la revendication 1, caractérisé en ce que le premier module (3) envoie au second module (4), par l'intermédiaire de la ligne de communication (5), des signaux qui représentent la position ou la variation de position, qui doit être réglée par l'organe de réglage (6).
  16. Système de commande selon la revendication 1, caractérisé en ce que dans les modules (3,4), les fonctions de cas d'urgence indépendantes de l'unité (10) de commande du moteur sont réalisées pour actionner l'organe de réglage (6) dans le cas d'un défaut.
  17. Système de commande selon la revendication 1, caractérisé en ce que le premier module exploite les signaux d'au moins deux détecteurs (2,2a,2b) couplés à la pédale d'accélérateur (1).
  18. Système de commande selon la revendication 17, caractérisé en ce qu'au moins l'un des détecteurs (2,2a,2b) de la pédale d'accélérateur est agencé sous la forme d'un détecteur sans contact.
  19. Système de commande selon la revendication 1, caractérisé en ce que le détecteur de position (8), qui est couplé à l'organe de réglage (6), est agencé sous la forme d'un détecteur sans contact.
  20. Système de commande selon la revendication 1, caractérisé en ce que les détecteurs (2,2a,2b) de la pédale d'accélérateur forment une unité de construction avec le premier module (3).
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
DE4327455 1993-08-16
DE4327455A DE4327455A1 (de) 1993-08-16 1993-08-16 System zur Ansteuerung eines Stellgliedes zur Einstellung der Luftzufuhr eines Kraftfahrzeugmotors

Publications (3)

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

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ID=6495270

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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

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

Families Citing this family (5)

* 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
DE19744039A1 (de) * 1997-10-06 1999-04-08 Mannesmann Vdo Ag Überwachungsverfahren für Vorgabewerte für eine Motorsteuerelektronik
DE19750736A1 (de) * 1997-11-15 1999-05-20 Volkswagen Ag Steuerungssystem und -verfahren für mehrere durch den Fahrer aktivierbare Module in einem Fahrzeug
WO2001040643A1 (fr) 1999-11-30 2001-06-07 Siemens Aktiengesellschaft Dispositif de commande et procede de commande pour moteur a combustion interne, et unite de commande d'elements de reglage d'un moteur a combustion interne

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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
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EP0285868B2 (fr) * 1987-04-09 1995-11-08 Siemens Aktiengesellschaft Dispositif de commande de l'air d'admission d'un moteur à combustion
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Also Published As

Publication number Publication date
EP0639706A3 (fr) 1998-05-13
DE59409606D1 (de) 2001-01-18
EP0639706A2 (fr) 1995-02-22
DE4327455A1 (de) 1995-02-23
ES2154278T3 (es) 2001-04-01

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