EP0990786A2 - Méthode et dispositif de commande d'alimentation d'un moteur de vehicule - Google Patents

Méthode et dispositif de commande d'alimentation d'un moteur de vehicule Download PDF

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Publication number
EP0990786A2
EP0990786A2 EP99118652A EP99118652A EP0990786A2 EP 0990786 A2 EP0990786 A2 EP 0990786A2 EP 99118652 A EP99118652 A EP 99118652A EP 99118652 A EP99118652 A EP 99118652A EP 0990786 A2 EP0990786 A2 EP 0990786A2
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EP
European Patent Office
Prior art keywords
current
control
operating state
sensors
vehicle
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.)
Withdrawn
Application number
EP99118652A
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German (de)
English (en)
Other versions
EP0990786A3 (fr
Inventor
Bart Schreurs
Michel Peters
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.)
Delphi Technologies Inc
Original Assignee
Delphi Technologies Inc
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
Application filed by Delphi Technologies Inc filed Critical Delphi Technologies Inc
Publication of EP0990786A2 publication Critical patent/EP0990786A2/fr
Publication of EP0990786A3 publication Critical patent/EP0990786A3/fr
Withdrawn legal-status Critical Current

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    • 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
    • F02D11/105—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 characterised by the function converting demand to actuation, e.g. a map indicating relations between an accelerator pedal position and throttle valve opening or target engine torque
    • 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
    • F02D11/107—Safety-related aspects
    • 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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/1409—Introducing closed-loop corrections characterised by the control or regulation method using at least a proportional, integral or derivative controller
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2400/00—Control systems adapted for specific engine types; Special features of engine control systems not otherwise provided for; Power supply, connectors or cabling for engine control systems
    • F02D2400/08—Redundant elements, e.g. two sensors for measuring the same parameter

Definitions

  • the invention relates to a method for controlling the Power supply of a motor vehicle engine, in which Depends on the difference between each current operating state of the vehicle and a desired operating state control signals under Consideration of signals of at least two one Control monitoring sensors to an actuator be delivered, which the energy supply of the Motor vehicle engine controls.
  • the invention also relates to a device for Controlling the energy supply of a motor vehicle engine with at least two monitoring a control element Sensors, with an evaluation device, which in Dependence on the signals from the sensors the current Operating state of the vehicle with a desired one Compares operating status, and with a Control device, which depends on the result the comparison carried out by the evaluation device Control signals to an actuator, which the controls the amount of energy delivered to the motor vehicle engine.
  • a problem with motor controls used today is that the actuation of the air intake duct the throttle valve arranged in the engine is usually direct via a with an adjusting device, for example one Foot pedal or a manual control, connected linkage or a cable is operated by the driver. This brings with it that the engine management of the Adjustment of the throttle valve by the driver also follows when the speed of adjustment or the respective opening angle of the throttle valve is not is optimally adapted to the operating situation in which the engine and with it the motor vehicle located.
  • the position of the actuator is not immediate in a corresponding position of the control member converted. Instead, the position of the Actuator assigned a control value, which under Taking into account the current operating status of the Engine or the vehicle from a data field, the so-called "Throttle valve field" is taken. In this data field are, for example, depending on the speed of the Motor and the gear selected in each case filed, which ensure that by a Adjustment of the adjusting device indicated respective Driver's requirement is optimally met. The corresponding control values corresponding control signals are then transmitted to the actuator, which adjusts the actuator accordingly.
  • the actuator and the actuator assigned at least two sensors. Their signals are compared with each other, assuming that the delivered signals are error-free as long as they are from apart from a tolerance range.
  • the object of the invention is a method and a device of the type mentioned to improve in that a vehicle also at a malfunction of those required to control the motor Signals can be moved safely.
  • This task is done with regard to the procedure solved that in the event of a signal disturbance one of the Sensors the undisturbed signal of each other Sensor for determining the output to the actuator Control signals are used until the by the undisturbed signal specified desired change in Operating state one on the respective Operating state related limit value, and that if the limit is exceeded, the Control signals for the actuator in the manner of a PI controller can be determined, the starting value for the Integral part of the control equal to an initial value it is determined which is the operating state of the vehicle assigned at the time of exceeding.
  • the invention solved that a memory in which initial values in Dependence on certain operating conditions of the Vehicle are stored, and a computing unit are provided, which are the control signals for the Actuator determined using a PI control if at a fault in the signal of one of the sensors of the desired operating status above a limit lies, the computing unit the starting value of the PI control equal to the initial value that determines is assigned to the current operating state.
  • the signal is disturbed one of the sensors, for example by a Defect of the respective sensor itself or another Disturbance in the determination and transmission of the signals of the sensors can be triggered, the vehicle engine not immediately forced into an idle state. Instead, the undisturbed signal of each other sensor used to control the motor. Meanwhile, as security against one Malfunction threatening driver constantly monitored, whether the one specified by the driver and still intact sensor signal specified desired Operating situation is still below a limit. This limit corresponds to the maximum, for example Acceleration taking into account each selected gear of the engine under certain Operating conditions is allowed.
  • the starting value for the integral part of the in the case of a Fault control provided according to the invention is eliminated taken from a separate memory in which a Variety of initial values for certain Operating conditions are stored.
  • the respective value depending on the respective Operating state of the vehicle for example in Dependence on the current speed, the current selected gear, the current speed and / or the current acceleration, selected and as Start value used.
  • the values stored in the memory can be the Control signals corresponding to certain, standardized operating conditions would be given to the desired operating state in the best possible way to reach.
  • a starting value can be used that corresponds to that control signal which at undisturbed operation on a flat road to the Actuator would be given to a particular Maintain acceleration. The vehicle will thus if the limit is exceeded at disturbed sensors forced behavior that one easy to handle for the driver Corresponds to the driving situation.
  • the sensors can be those sensors act to monitor and capture the position an actuating device are used, by means of which the driver the desired operating state selects.
  • This adjustment device can for example, a foot accelerator or a Act manual throttle.
  • the control element monitored by the sensors can also the actuator itself, for example the throttle valve in the intake tract of an internal combustion engine. Independently of what signal these controls associated sensors is disturbed, enables Invention the safe movement of the vehicle as long based on which there is at least one undisturbed signal the operating situation desired by the driver can be reliably determined.
  • the device shown in Figure 1 comprises a Control device 1, which is part of the Acceleration control one in detail not engine management system 2 shown.
  • a control device 1 Within the control device 1 is a computer unit 3 and a first memory 4a is provided, in which a plurality of Initial values R (rpm, g) like a table are saved. Every initial value R is one certain speed rpm and a certain gear g one Not shown vehicle transmission associated with the also not shown internal combustion engine connected is. This is an access to the initial values R depending on the current speed rpm and the currently selected gear g of the transmission possible.
  • the initial values R (rpm, g) correspond to the positions which is the actuator 5 designed as a throttle valve would take if on a slope-free road at a certain gear engaged g des Vehicle transmission a certain acceleration of the Motors should be maintained.
  • the control device 1 has inputs E1, E2, E3, E4, to which the signals from sensors S1, S2, S3, S4 are present. Two of the sensors S1, S2; S3, S4 are in pairs one of the control elements of the device assigned. The two sensors S1, S2 thus detect the Angular position one as an actuator for the Energy supply to the internal combustion engine Throttle valve 5, the 6 in the intake duct Internal combustion engine is arranged. The delivers Sensor S2 on compared to the signal from sensor S1 inverted signal so that in the control device 1 formed sum of both signals with intact sensors S1, S2, apart from a tolerance range, is zero.
  • an actuator 7 is provided as an actuating device.
  • the servomotor 7 adjusts the throttle valve 5 as a function of control signals X n , which it receives from the control device 1.
  • the desired operating state of the Internal combustion engine driven, also not shown Vehicle is used by the driver using the as Foot operated accelerator pedal 8 selected.
  • This accelerator pedal 8 is on an axis 9 pivoted.
  • the swivel position of the accelerator pedal 8 is detected by the second pair of sensors S3, S4 are directly coupled to the pivot axis 8.
  • the Sensors S3, S4 deliver like sensors S1, S2 signals inverted against each other, the sum of which apart from tolerance-related deviations Normal state is zero.
  • a second memory 4b of the control device 1 as limit values P (g) depending on the respective Gear g maximum permitted vehicle accelerations also deposited in the manner of a table, so that the Computing unit 3 to the respective limit values P (g) in Depending on the current gear g can access.
  • a third memory 4c of the control device 1 in which constants K a_min , K AGINTG and K AGPROPG are stored.
  • the constant K a_min represents a minimum acceleration
  • the values for determining the proportions of the control signals X n are influenced by the constants K AGINTG and K AGPROPG .
  • the control signal values are in a fourth memory 4d Z (rpm, g) is stored, which is calculated by the computing unit 3 if the respective position of the Accelerator pedals 8 are assigned to operate without interference the desired operating state of the motor vehicle engine to achieve or maintain.
  • the current speed v of the vehicle is detected by means of a speed sensor 11.
  • the current speed rpm of the motor is indicated by a Tachometer 12 monitors.
  • Over a Monitoring device 13 is the one inserted Gear g of the vehicle transmission determined.
  • the details about the speed rpm, the vehicle speed v and the currently engaged gear g are sent to the Control device 1 transmitted.
  • the computing unit 3 sets the control signal X n output to the servomotor 7 to be the same as the control signal value Z for the desired operating state for the position indicated by the position of the accelerator pedal 8 as a function of the current speed rpm Motor and from the currently engaged gear g is read from the memory 4d.
  • test P0 If one of these criteria is met (test P0), then triggered the inventive method.
  • the control device 1 first checks whether the Procedure has already been started (check P1).
  • control signal Z (rpm, g) which would be assigned to the acceleration a Gew desired by the driver under normal conditions, is above the initial value R (rpm, g) of the respective engine speed rpm and the gear engaged in each case (test P2).
  • test P3 additionally checks whether the current vehicle acceleration aakt required to achieve or maintain the desired change in the operating state of the vehicle is above the limit value P (g) that is calculated by the computing unit 3 is read out from the memory 4c of the control device 1 as a function of the currently engaged gear g of the vehicle transmission. This check ensures that the current acceleration a act in each case never exceeds the maximum permissible acceleration represented by the limit value P (g) in relation to the gear g in each case.
  • the influence of the respective amplification factor iTG, pTG on the respective control signal X n can be adapted to the properties and the operating behavior of the engine and the vehicle.
  • control signal X n is less than zero (test P4), the control signal X n is set to zero (equation G6). If, on the other hand, there is a control signal X n which is greater than the control signal value Z (test P5), equal to which the control signal X would have been set if the sensors S1, S2, S3, S4 were functioning properly, the control signal X n becomes the same Control signal Z set (equation G7). The control signal X n determined and checked in this way is output to the servomotor.
  • the procedure is carried out when there is a disturbed signal one of the sensors S1, S2, S3, S4 has already been executed, so first checked whether the remaining signals are still are reliable (test P6). It turns out that no more reliable sensor signals can be expected the procedure is ended.
  • the method is continued by first using the current amplification factors iTG, pTG according to the equations G1, G2 on the basis of the integral component iT n-1 determined in the previous run, then using the current integral iT n and the proportional component pT n using the equations G3, G4 and finally the current control signal X n can be determined according to equation G5.
  • the current control signal X n is output to the servomotor 7. This procedure is repeated until the engine is switched off or the signal is rectified.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
EP99118652A 1998-09-30 1999-09-21 Méthode et dispositif de commande d'alimentation d'un moteur de vehicule Withdrawn EP0990786A3 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19844822 1998-09-30
DE19844822A DE19844822A1 (de) 1998-09-30 1998-09-30 Verfahren und Vorrichtung zum Steuern der Energieversorgung eines Kraftfahrzeugmotors

Publications (2)

Publication Number Publication Date
EP0990786A2 true EP0990786A2 (fr) 2000-04-05
EP0990786A3 EP0990786A3 (fr) 2001-07-11

Family

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Application Number Title Priority Date Filing Date
EP99118652A Withdrawn EP0990786A3 (fr) 1998-09-30 1999-09-21 Méthode et dispositif de commande d'alimentation d'un moteur de vehicule

Country Status (3)

Country Link
US (1) US6279534B1 (fr)
EP (1) EP0990786A3 (fr)
DE (1) DE19844822A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2401492A1 (fr) * 2009-02-24 2012-01-04 Gestion Andre & Paquerette Ltee Procede et systeme permettant de limiter un parametre dynamique d'un vehicule

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2848607B1 (fr) * 2002-12-13 2006-01-27 Renault Sa Procede de controle et de commande d'un actionneur de regulation de debit et dispositif associe
TW200534068A (en) * 2004-04-07 2005-10-16 Macronix Int Co Ltd Close loop control system and method thereof
US7082925B2 (en) * 2004-04-26 2006-08-01 General Motors Corporation Electronic throttle control with throttle position sensor system and air flow indicators
DE102010002296A1 (de) * 2010-02-24 2011-08-25 Siemens Aktiengesellschaft, 80333 Auswertungsverfahren für Lichtbogenentladungen und zugehöriger Prüfstand
KR20120081377A (ko) * 2011-01-11 2012-07-19 대동공업주식회사 작업차량 엔진 회전수 제어를 위한 페달의 선택적 사용시스템

Citations (3)

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Publication number Priority date Publication date Assignee Title
US5553581A (en) * 1993-02-05 1996-09-10 Honda Giken Kogyo Kabushiki Kaisha Control system for internal-combustion engine
EP0735256A2 (fr) * 1995-03-28 1996-10-02 Nippondenso Co., Ltd. Commande de papillon pour moteur avec constantes de régulation variables
DE19806996A1 (de) * 1997-02-20 1998-09-03 Denso Corp Elektronisches Drosselsteuerungssystem mit einer Sensorausfallerfassungs- und Sicherheitsfunktion

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Publication number Priority date Publication date Assignee Title
US4920939A (en) * 1989-02-27 1990-05-01 Ford Motor Company Position sensor monitoring system
DE4133268A1 (de) * 1991-10-08 1993-04-15 Bosch Gmbh Robert Vorrichtung zur steuerung der antriebsleistung eines fahrzeuges
JP3438406B2 (ja) * 1995-05-18 2003-08-18 株式会社デンソー 内燃機関のスロットル制御装置
JP3770675B2 (ja) * 1996-12-19 2006-04-26 トヨタ自動車株式会社 スロットル制御装置
DE19703685C2 (de) * 1997-01-31 2003-06-18 Siemens Ag Verfahren und Einrichtung zum Steuern einer Brennkraftmaschine
DE19704313C2 (de) * 1997-02-05 2003-07-03 Siemens Ag Verfahren und Einrichtung zum Steuern einer Brennkraftmaschine
JPH10299555A (ja) * 1997-04-25 1998-11-10 Mitsubishi Motors Corp 電子スロットル制御装置付き内燃機関の制御装置
JP3712848B2 (ja) * 1997-11-19 2005-11-02 三菱電機株式会社 エンジンの吸入空気量制御装置

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5553581A (en) * 1993-02-05 1996-09-10 Honda Giken Kogyo Kabushiki Kaisha Control system for internal-combustion engine
EP0735256A2 (fr) * 1995-03-28 1996-10-02 Nippondenso Co., Ltd. Commande de papillon pour moteur avec constantes de régulation variables
DE19806996A1 (de) * 1997-02-20 1998-09-03 Denso Corp Elektronisches Drosselsteuerungssystem mit einer Sensorausfallerfassungs- und Sicherheitsfunktion

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2401492A1 (fr) * 2009-02-24 2012-01-04 Gestion Andre & Paquerette Ltee Procede et systeme permettant de limiter un parametre dynamique d'un vehicule
EP2401492A4 (fr) * 2009-02-24 2012-07-25 Gestion Andre & Paquerette Ltee Procede et systeme permettant de limiter un parametre dynamique d'un vehicule

Also Published As

Publication number Publication date
US6279534B1 (en) 2001-08-28
DE19844822A1 (de) 2000-04-20
EP0990786A3 (fr) 2001-07-11

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