EP1171693B1 - Circuit de commande de charge et procede de fonctionnement d'urgence d'un moteur a combustion interne - Google Patents

Circuit de commande de charge et procede de fonctionnement d'urgence d'un moteur a combustion interne Download PDF

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Publication number
EP1171693B1
EP1171693B1 EP00934888A EP00934888A EP1171693B1 EP 1171693 B1 EP1171693 B1 EP 1171693B1 EP 00934888 A EP00934888 A EP 00934888A EP 00934888 A EP00934888 A EP 00934888A EP 1171693 B1 EP1171693 B1 EP 1171693B1
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EP
European Patent Office
Prior art keywords
control unit
valve
load
internal combustion
combustion engine
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
Application number
EP00934888A
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German (de)
English (en)
Other versions
EP1171693A1 (fr
Inventor
Volker Eichenseher
Andreas Hartke
Thomas Vogt
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.)
Siemens AG
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Siemens AG
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 Siemens AG filed Critical Siemens AG
Publication of EP1171693A1 publication Critical patent/EP1171693A1/fr
Application granted granted Critical
Publication of EP1171693B1 publication Critical patent/EP1171693B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime 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
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L9/00—Valve-gear or valve arrangements actuated non-mechanically
    • F01L9/20—Valve-gear or valve arrangements actuated non-mechanically by electric means
    • 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
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L2201/00—Electronic control systems; Apparatus or methods therefor

Definitions

  • the invention relates to a circuit for load control Mixed-suction internal combustion engine with at least one electromechanically actuated inlet valve or a method for emergency operation for a mixed-suction internal combustion engine with at least one electromechanically operated inlet valve, the load control of the internal combustion engine only by controlling the actuation of the intake valve is effected.
  • the winding of the respective electromagnet, the required Current in the capture phase is greater than in the hold phase, in which the valve is held in an end position.
  • Such an electromechanical gas exchange valve actuation has the advantage that in a mixed-suction Otto engine the load control directly by controlling the Actuation of the inlet valves can take place, at least in one wide load range. For example, for low The additional actuation of a throttle valve can carry loads to be necessary.
  • a control system is known from EP 0376714 A2 that when detected defects of electromagnetic pores, each operate an inlet valve, generate an error signal, around the corresponding intake valves disabled.
  • the valve control unit receives a signal about the crankshaft position as well as suitable specifications from the operating control unit the internal combustion engine. It is therefore with this operating control device over a communication line, usually a CAN bus connected.
  • the valve control unit provides the internal combustion engine the electromechanical actuation of the inlet valves to predefined control times (e.g. Full control times), and the operating control unit brings one Throttle valve, which is open in normal operation, in a suitable Load position when communication or data exchange between the operation control unit and the valve control unit is disturbed. Behavior during this emergency operation the internal combustion engine then looks like an internal combustion engine with conventional camshaft valve train.
  • predefined control times e.g. Full control times
  • valve control unit waits for the next cycle to work advantageously a certain period of time with the Conversion to ensure that the throttle valve is in the required load position was driven.
  • the initiation of the limp-home mode can either be from the operating control unit the valve control unit via a separate error signal line are displayed - of course the valve control unit can also be displayed a failure of the communication link via this error signal line to the operating control unit report -, or the valve control unit alone or valve control unit and the operating control unit together manage emergency operation independently.
  • valve control unit can Actuate throttle directly or indirectly.
  • the circuit of Fig. 1 shows the control electromechanically driven gas exchange valves 5a, 5b, 6a, 6b. On is such an electromechanically driven gas exchange valve described for example in German utility model 297 12 502 U1.
  • the circuit shown in Fig. 1 is for a 4-cylinder internal combustion engine shown, but this is The number of cylinders is only to be understood as an example.
  • a cylinder has two intake valves 5a, 5b, which are also how the two exhaust valves 6a, 6b actuated electromechanically become.
  • a landing controller 2 or 3 is provided for the intake and exhaust valves 5a, 5b and 6a, 6b.
  • the Lift controller 2, 3 controls output stages, which energize of the respective coils of the valves 5a, 5b, 6a, 6b. For example, there is a separate one for each coil Power stage provided.
  • the slip-on controller 2, 3 and the output stages are housed in a housing that connects to the cooling circuit the internal combustion engine is connected to good heat dissipation to ensure.
  • the placement controller 2, 3 controls the output stages depending on Timing signals that indicate when the corresponding Valve to open or close. Any timing signal is, for example, a square wave signal in which the falling Edge closing the valve, the rising edge indicates the opening of the valve.
  • the timing signals are touchdown controllers 2, 3 via unidirectional communication lines 4 supplied by a communication computer 1, the will be described later.
  • Each touchdown controller 2, 3 has a digital processor that controls the energization of the coils of the output stages so that the Valve 5a, 5b, 6a, 6b in the desired end position gently touches down. Usually the valve is moved from an end position to bring in the other, energizing the coil the end position to be left switched off and the current supply the coil of the new end position to be assumed. The current is from the processor of the touchdown controller 2, 3 regulated that the valve is gentle, i.e. subdued in the new End position touches down. The touchdown controller is used for this regulation 2,3 a position signal that provides information about the Position of the valve 5a, 5b 6a, 6b there. To generate this Position signal is each electromechanical valve 5a, 5b, 6a, 6b provided with a suitable position sensor, as he for example in the German application 197 53 275 or the DE 195 18 056 A1 is described.
  • the regulation of the coil current for catching the valve 5a, 5b, 6a, 6b in the end position is, for example, in DE 195 26 683 A1 described in principle.
  • the touchdown controller measures this the actual current through the coil and gives the value of the target current to the final stage.
  • electricity instead of electricity, however another size can be used which is the actuation of the actuator, e.g. the driver voltage of the output stage.
  • Each touchdown controller 2, 3 also leads to the regulation of Coil energization still a plausibility check of the signals through, i.e. of the position signal and the coil energization. From the latter, as known from DE 195 26 683 A1 is to be derived from another signal that statements about the position of the valve 5a, 5b, 6a, 6b allows, so that the position signal is checked by means of this further signal can be.
  • Each touchdown controller 2, 3 is via an additional SPI-BUS Interface connected to the communication computer 1 and reports the state of the valve 5a, 5b, 6a, 6b or one possible valve failure via this interface.
  • the communication computer 1 is connected to a CAN bus 8 and uses it to communicate with the operating control unit 9 of the internal combustion engine. Continue to receive he calculates the crankshaft signal and calculates it together with the requirements of the operating control device 9 the Timing signals for touchdown controller 2, 3 and gives them over the unidirectional communication lines 4 to the Lift controller 2, 3 off. It communicates via the SPI-BUS 7 additionally with touchdown controllers 2, 3 and exchanges the status information or error information. Further the communication computer 1 monitors the entire electromechanical Valve train, i.e. the temperature of the power amplifiers for the valves 5a, 5b, 6a, 6b, the supply voltage of these Power amplifiers (usually 42 V), the supply voltage of the Position sensors (usually 15 V) and the supply voltage touchdown controller 2, 3 (usually 3.3 V).
  • FIG. 2 the internal combustion engine with the electromechanical actuated valves 5a, 5b, 6a, 6b shown in more detail.
  • the internal combustion engine 10 has electromechanically actuated ones Inlet valves 5a, 5b, of which only in Fig. 2 two are shown.
  • the electromechanically operated exhaust valves are not shown in Fig. 2.
  • This electromechanically actuated intake valves 5a, 5b are on the previously controlled by a touchdown controller 2, the manner described with a communication computer 1 connected is.
  • the internal combustion engine 10 also has an intake tract 11, in which a throttle valve 12 is located.
  • This throttle valve 12 can via a throttle valve control line 13 from the operating control device 9 of the internal combustion engine can be controlled.
  • the operation control device 9 is how already described, via the CAN bus 8 with the communication computer 1 connected to the valve control. In addition to The operation control device 9 can be connected via the CAN bus 8 still optionally an error signal line 14 as a connection to Have communication computer 1.
  • the actuation of the inlet valves 5a, 5b is controlled now so that the internal combustion engine 10 with certain Load is running. This is about the tax times, especially the Duration of opening of the intake valves causes.
  • the burden will be the Communication computer 1 from the operating control device 9 of the internal combustion engine specified via the CAN-BUS 8.
  • the throttle valve 12 can Internal combustion engine, which is located in its intake tract 11, remain in the open position and do not have to be via the throttle valve control line 13 can be controlled.
  • the operating control device 9 If the operating control device 9 represents a fault in the data exchange via the CAN bus 8, it assigns the communication computer 1 via the error signal line 14, the valve timing to fixed tax times, for example To convert full load control times. To load control nonetheless to be able to carry out the internal combustion engine drives that Operating control unit 9 simultaneously via the throttle valve control line 13 the throttle valve 12 in the appropriate load position. The load control of the internal combustion engine 10 takes place then like an internal combustion engine with conventional Camshaft adjustment.
  • the communication computer 1 advantageously provides the touchdown controller 2 the electromechanical actuation of the Inlet valves 5a, 5b with a certain time offset compared the reception of the signal on the error signal line 14 on the Full load control times around, as now explained with reference to FIG. 3 will be.
  • Fig. 3 in curve 21 is the load default value, which results from the position of the throttle valve 12 results.
  • the internal combustion engine 9 determines that the Communication over the CAN-BUS 8 is disturbed and starts that Throttle valve 12 from full load to that of the corresponding Operating phase corresponding load position z. B. 20% Bring burden.
  • the throttle valve 12 for such Position change e.g. 80% requires a certain period of time, it takes the time span dt, in our example about 30 ms until the throttle valve 12 in the corresponding load position drove. Switching the intake valves to In contrast, full-load control times can vary from one work cycle to the next next done.
  • time t1 or Time offset dt naturally depends on the actuating speed the throttle valve 12. Because the throttle typically 100 ms required to switch from load position 100% to load position 0 %, the time offset should be of the order of magnitude of 100 ms.
  • the error signal line 14 between the operational control device 9 and the Communication computer 1 can be dispensed with.
  • the communication computer 1 represents the electromechanical actuation of the Intake valves automatically switch to full load control times and redirects emergency operation if there is a failure or a Disruption of data exchange via CAN-BUS 8 is detected.
  • the operation control device 9 does the same, so that both are independent and automatically from normal operation with load control Actuation of the inlet valves 5a, 5b in emergency operation with load control change through the throttle valve 12.
  • the communication computer 1 an opportunity to intervene on the position of Throttle valve 12, e.g. through a suitable arrangement of logical Structure in the throttle valve control line 13. Detects this then a malfunction or failure of the data exchange via the CAN-BUS 8, either automatically or by a corresponding signal on the error signal line 14, it effects the switch to emergency mode itself. Is in a suitable AND gate is connected to the throttle valve control line, can the operation control device 9 via a suitable Line control of the throttle valve 12 then take over yourself.
  • This embodiment has the advantage that the synchronicity between switching off the valve load control and turning on throttle load control during transition in emergency operation is guaranteed.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Computer Hardware Design (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Microelectronics & Electronic Packaging (AREA)
  • Valve Device For Special Equipments (AREA)
  • Output Control And Ontrol Of Special Type Engine (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)

Claims (9)

  1. Procédé de fonctionnement d'urgence d'un moteur à combustion interne (10) à aspiration de mélange comprenant au moins une soupape d'admission (5a, 5b) actionnée électromécaniquement, dont la commande de charge lors du fonctionnement normal s'effectue principalement par la commande d'au moins une soupape d'admission (5a, 5b) par un appareil de commande de soupape (1, 2) en fonction de valeurs allouées par un appareil de commande fonctionnel (9) du moteur à combustion interne (9), caractérisé en ce que l'appareil de commande fonctionnel (9) commute à la commande de charge par un papillon (12) et en ce que l'appareil de commande de soupape (1, 2) commute l'actionnement électromécanique de la soupape d'admission (5a, 5b) à des temps de commande fixés prédéfinis, lorsque l'appareil de commande fonctionnel (9) reconnaít que la commande de charge par la commande de la soupape d'admission (5a, 5b) ne fonctionne pas normalement.
  2. Procédé selon la revendication 1, caractérisé en ce que l'appareil de commande fonctionnel (9) amorce le fonctionnement d'urgence lorsque la communication entre l'appareil de commande fonctionnel (9) et l'appareil de commande de soupape (1, 2) est perturbée, en fournissant un signal à l'appareil de commande de soupape (1, 2) par le biais d'une ligne d'erreur (14).
  3. Procédé selon la revendication 1, caractérisé en ce que l'appareil de commande fonctionnel (9) et l'appareil de commande de soupape (1) commencent ensemble et indépendamment le fonctionnement d'urgence lorsque la communication entre l'appareil de commande fonctionnel (9) et l'appareil de commande de soupape (1, 2) est perturbée.
  4. Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce que l'appareil de commande de soupape (1, 2) commute, avec un retard temporel, à des temps de commande fixés prédéfinis afin de garantir que le papillon (10) a été amené dans une position appropriée pour la commande de charge.
  5. Circuit de commande de charge d'un moteur à combustion interne (10) à aspiration de mélange, dans lequel au moins une soupape d'admission (5a, 5b) est actionnée électromécaniquement, avec un appareil de commande de soupape (1, 2) qui évalue un signal de position du vilebrequin et qui échange des données avec un appareil de commande fonctionnel (9) du moteur à combustion interne (10) et actionne la soupape d'admission (5a, 5b) en fonction du signal de position du vilebrequin et des données obtenues de l'appareil de commande fonctionnel (9) de telle sorte que le moteur à combustion interne (10) tourne avec la charge exigée par l'appareil de commande fonctionnel (9), caractérisé en ce que, dans le cas d'une perturbation de l'échange des données entre l'appareil de commande de soupape (1, 2) et l'appareil de commande fonctionnel (9), l'appareil de commande de soupape (1, 2) commute l'actionnement de la soupape d'admission (5a, 5b) à des temps de commande fixés prédéfinis et l'appareil de commande fonctionnel (9) effectue la commande de charge par le biais d'un papillon (12).
  6. Circuit selon la revendication 5, caractérisé par une liaison par bus bidirectionnelle (8) entre l'appareil de commande fonctionnel (9) et l'appareil de commande de soupape (1, 2) pour l'échange de données, l'appareil de commande de soupape (1, 2) commutant indépendamment à des temps de commande fixés prédéfinis lors d'une perturbation de la liaison par bus (8).
  7. Circuit selon la revendication 5, caractérisé par une ligne de signal d'erreur (14) entre l'appareil de commande fonctionnel (9) et l'appareil de commande de soupape (1, 2), l'appareil de commande de soupape (1, 2) commutant à des temps de commande fixés prédéfinis lorsqu'un signal prédéterminé est envoyé sur la ligne de signal d'erreur (14).
  8. Circuit selon l'une quelconque des revendications 5 à 7, caractérisé en ce que l'appareil de commande de soupape (1, 2) commute avec un retard temporel à des temps de commande fixés prédéfinis afin de garantir que le papillon (12) a été amené dans une position appropriée pour la commande de charge.
  9. Circuit selon l'une quelconque des revendications 5 à 8, caractérisé en ce que l'appareil de commande de soupape (1, 2) a une possibilité d'intervenir directement ou indirectement sur le papillon (12) et, lors de l'amorçage du fonctionnement d'urgence, effectue par le biais de cette possibilité d'intervention, un réglage du papillon dans la position de charge requise.
EP00934888A 1999-04-21 2000-04-11 Circuit de commande de charge et procede de fonctionnement d'urgence d'un moteur a combustion interne Expired - Lifetime EP1171693B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19918032 1999-04-21
DE19918032A DE19918032C1 (de) 1999-04-21 1999-04-21 Schaltung zur Laststeuerung und Verfahren zum Notlaufbetrieb einer Brennkraftmaschine
PCT/DE2000/001117 WO2000063535A1 (fr) 1999-04-21 2000-04-11 Circuit de commande de charge et procede de fonctionnement d'urgence d'un moteur a combustion interne

Publications (2)

Publication Number Publication Date
EP1171693A1 EP1171693A1 (fr) 2002-01-16
EP1171693B1 true EP1171693B1 (fr) 2002-11-13

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EP00934888A Expired - Lifetime EP1171693B1 (fr) 1999-04-21 2000-04-11 Circuit de commande de charge et procede de fonctionnement d'urgence d'un moteur a combustion interne

Country Status (5)

Country Link
US (1) US6567740B2 (fr)
EP (1) EP1171693B1 (fr)
JP (1) JP2002542421A (fr)
DE (2) DE19918032C1 (fr)
WO (1) WO2000063535A1 (fr)

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DE10108055C1 (de) * 2001-02-20 2002-08-08 Siemens Ag Verfahren zum Steuern einer Brennkraftmaschine
DE10221015A1 (de) * 2002-05-11 2003-11-27 Daimler Chrysler Ag Brennkraftmaschine und Verfahren zum Betreiben derselben
JP4083647B2 (ja) * 2003-08-21 2008-04-30 トヨタ自動車株式会社 内燃機関の吸入空気量制御装置
JP4097217B2 (ja) * 2004-04-06 2008-06-11 本田技研工業株式会社 車両用カスタマイズシステム
DE102005006491B4 (de) * 2005-02-12 2008-09-04 Audi Ag Verfahren und Vorrichtung zur Ansteuerung von Nockenprofilen einer Nockenwelle einer mehrzylindrigen Brennkraftmaschine
WO2007146945A2 (fr) * 2006-06-12 2007-12-21 Aspen Aerogels, Inc. Composites d'aérogel et de mousse
FR2906298B1 (fr) * 2006-09-25 2008-12-26 Valeo Sys Controle Moteur Sas Systeme de commande de soupape a detection de defaillance
FR2916799B1 (fr) * 2007-05-30 2013-06-07 Valeo Sys Controle Moteur Sas Procede et dispositif de commande de soupape avec plusieurs phases de levee, procede d'alimentation d'un moteur
US7865290B2 (en) * 2007-10-09 2011-01-04 Ford Global Technologies, Llc Valve control synchronization and error detection in an electronic valve actuation engine system
US20110178696A1 (en) * 2008-07-30 2011-07-21 Valeo Systemes De Controle Moteur Control unit for one or more electromagnetic actuators of a heat engine valve, and different assemblies of such control units and such electromagnetic actuators

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JP3683300B2 (ja) 1995-01-27 2005-08-17 本田技研工業株式会社 内燃機関の制御装置
DE19503460C1 (de) * 1995-02-03 1996-03-07 Daimler Benz Ag Fehlertolerante Endstufe für ein digitales Zweileiterbus-Datenkommunikationssystem
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Also Published As

Publication number Publication date
US20020072837A1 (en) 2002-06-13
JP2002542421A (ja) 2002-12-10
DE19918032C1 (de) 2000-11-16
WO2000063535A1 (fr) 2000-10-26
DE50000759D1 (de) 2002-12-19
US6567740B2 (en) 2003-05-20
EP1171693A1 (fr) 2002-01-16

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