EP2681430B1 - Verfahren und vorrichtung zur inbetriebnahme eines stellglieds in einem motorsystem für ein kraftfahrzeug - Google Patents

Verfahren und vorrichtung zur inbetriebnahme eines stellglieds in einem motorsystem für ein kraftfahrzeug Download PDF

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Publication number
EP2681430B1
EP2681430B1 EP12700938.9A EP12700938A EP2681430B1 EP 2681430 B1 EP2681430 B1 EP 2681430B1 EP 12700938 A EP12700938 A EP 12700938A EP 2681430 B1 EP2681430 B1 EP 2681430B1
Authority
EP
European Patent Office
Prior art keywords
actuator
actuating drive
actuator element
reference position
switched
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.)
Not-in-force
Application number
EP12700938.9A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP2681430A1 (de
Inventor
Ingo Immendoerfer
Alex Grossmann
Udo Sieber
Ralf Buehrle
Zeynep Tosun
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.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
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 Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP2681430A1 publication Critical patent/EP2681430A1/de
Application granted granted Critical
Publication of EP2681430B1 publication Critical patent/EP2681430B1/de
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B11/00—Servomotor systems without provision for follow-up action; Circuits therefor
    • F15B11/08—Servomotor systems without provision for follow-up action; Circuits therefor with only one servomotor
    • 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
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • 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
    • F02D2011/108—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 with means for detecting or resolving a stuck throttle, e.g. when being frozen in a position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0404—Throttle position
    • 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
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/042—Introducing corrections for particular operating conditions for stopping the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/08—Throttle valves specially adapted therefor; Arrangements of such valves in conduits
    • F02D9/10—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having pivotally-mounted flaps
    • F02D9/1035—Details of the valve housing
    • F02D9/105—Details of the valve housing having a throttle position sensor

Definitions

  • the invention relates to position encoders with an electronically commutated drive, which are used in environments in which a blockage may occur during commissioning.
  • the invention relates to measures for releasing the lock and determining a rotor position of a rotor of the electronically commutated drive in order to provide maximum torque.
  • Actuators for positioners can, for example, have electronically commutated motors.
  • An electronically commutated motor such as a synchronous motor, has a rotor with permanent magnets that moves relative to a stator.
  • the stator is provided with a plurality of stator coils, wherein a motor magnetic field is generated by the rotor-energized current of the stator coils, which cooperates with a generated by the permanent magnet exciting magnetic field so that a desired driving force acts on the rotor.
  • the motor magnetic field has an advance of 90 ° of an electrical attitude angle to the exciter magnetic field. For this reason, information about the position of the rotor is necessary for rotor-dependent current supply of the stator coils. This rotor position can either be detected by sensors or determined by so-called sensorless method for position detection.
  • a suitable commutation pattern can be specified by a suitable control unit, which determines how the stator coils are to be controlled in order to provide the required driving force or the required torque.
  • the rotor position is detected via an internal position sensor;
  • the position sensor externally to the actuator or to use a position sensor arranged there additionally for the determination of the rotor position.
  • the effort for both the synchronous motor and for the wiring between the synchronous motor and a control unit can be reduced.
  • the control of the synchronous motor can be done with different types of commutation, to achieve a maximum drive torque generated by the stator coils motor magnetic field is set as possible by 90 ° in the direction of advance leading to the exciter magnetic field generated by the permanent magnet of the rotor. A deviation from this advance by 90 ° leads to a decrease in the driving force or the drive torque. In order to always achieve the control with the maximum possible torque, an accurate rotor position information is necessary. Deviations between real and measured rotor position, which can be caused for example by sensor tolerances and resolution inaccuracies, sometimes lead to significant reductions in efficiency.
  • the deviation between the real and measured rotor position can be further enhanced.
  • an external position sensor can be provided, for example, the throttle valve actuator, in which a position feedback of the position of the throttle valve is provided anyway, to obtain an accurate position indication of the throttle.
  • Use of the position indication of the position sensor arranged on the throttle valve likewise for the commutation of the synchronizing motor controlling the throttle valve can be mentioned above Deviations lead to a considerable reduction of the control torque provided by the synchronous motor.
  • the position sensor on the actuator is designed only as a relative position sensor, so that the actual position of the rotor is not fixed when starting the control system. While for calibration usually the actuator is moved to a predefined end stop in order to then control the actuator in an optimal manner, this is not possible with a blocking of the actuator, so that an initial driving of the rotor with a maximum driving force is not possible.
  • the publication DE 41 35 913 A1 discloses a method for controlling an adjusting device, wherein in the pre-start phase and / or after switching off the drive unit or the vehicle, the adjustment is moved from any position for each possible direction of movement at least once over most of its maximum possible range of motion so that they at least is guided on one side outside their normal work movement range. In this way, jamming can be prevented.
  • the publication DE 37 43 309 A1 discloses a method and a device for detecting a jammed or frozen control element of an internal combustion engine, wherein the actuator is shaken loose in the event of jamming.
  • the shaking loose for example, by reversing the electric drive of the adjustment is controlled.
  • the publication DE 100 17 546 A1 discloses a method of detecting a throttle lock as a function of an actual value and a desired position of the throttle. After detecting a blockage, the setpoint for the position of the throttle valve is varied.
  • the publication EP 0 391 930 B1 discloses a method for setting an operating characteristic of an internal combustion engine, wherein jamming of an actuator for adjusting the air supply of the internal combustion engine is detected by means of a deviation between predetermined and instantaneous position and the actuator is caused on detection of jamming to a periodically jogging movement to release the jamming ,
  • An idea of the above method is that, as soon as an actuator has taken its rest position after switching off the positioner system, for example, in the follow-up phase of the engine control at a stop of an internal combustion engine, the assumed position of the actuator is detected and stored non-volatile in the control unit as a reference position.
  • the position detector can be calibrated or adjusted with the reference position, so that the position indicator can be energized in accordance with a suitable space vector.
  • the actuator can be controlled so that the electronically commutated actuator generates a motor magnetic field which is substantially perpendicular to the position of the field magnetic field, which depends directly on the rotor position.
  • the actuator after switching on the positioner system is determined whether the actuator is blocked, wherein when it is determined that the actuator is blocked, the actuator is energized according to a space vector, which varies around a reference position corresponding space vector.
  • the actuator is controlled with space hands, which vary by 180 ° of an electrical rotor position.
  • the actuator is blocked, and if it is determined that the actuator is blocked, the actuator is energized according to a rotating space vector.
  • a rotational frequency of the circulating space vector corresponds to a predetermined rotational frequency at the positioner system has a resonance, so that the actuating force is increased with respect to a maximum actuating force of the actuator.
  • a rotational frequency of the circulating space vector can be varied.
  • a computer program product includes program code that, when executed on a computing device, performs the above method.
  • FIG. 1 shows a schematic representation of a position encoder system 1 with a servo motor 2, which is designed as an electronically commutated synchronous motor.
  • the synchronous motor 2 is designed as an internal rotor motor whose output shaft 3 is coupled via a gear 4 with an actuator 5, such as a throttle valve or the like.
  • the throttle valve 5 is acted upon via a return spring 6 with a restoring force, so that in the de-energized state of the throttle valve 5 in a certain adjustment range, for. B. at or near an end stop, is arranged.
  • the synchronous motor 2 is controlled via a control unit 7 in order to provide a specific actuating torque which acts on the actuator 5 via the transmission 4.
  • a position control is implemented in the control unit 7, which sets a desired desired position of the actuator 5 by means of a position control loop implemented in the control unit 7.
  • the actuator 5 is coupled to a position sensor 8, which transmits an indication of the position of the actuator 5 to the control unit 7.
  • the synchronous motor 2 can be controlled so that a specific actuating torque via the gear 4 acts on the actuator 5.
  • the angle at which the actuator 5 is to be adjusted is set in the controller 7 based on one of a Accelerator pedal 9 provided accelerator pedal position, ie determined based on a driver specification, and possibly other system variables and specified as a desired position for the position control loop.
  • the control unit 7 is further connected to a nonvolatile memory 10 to provide parameters such. B. correction parameters or the like to store permanently, even if the encoder system 1 is turned off.
  • icing may possibly block the movement of the actuator 5, so that it becomes necessary to dissolve the lock state immediately at the start of the engine start. This can be achieved, for example, by providing a maximum torque through the synchronous motor 2. For this reason, it is already necessary during the start of the engine to know the rotor position of the synchronous motor 2 exactly, so that it comes to the smallest possible reduction of the actuating torque due to an inaccurate determination of the rotor position.
  • Some positioner systems have relative position sensors which must first be calibrated before being put into operation from a switched-off state by moving them to a previously known position in a merely controlled operation of the rotor of the synchronous motor. In the event of blockage of the actuator, this calibration can not be carried out so that no information about the actual position of the rotor can be determined with the aid of the position sensor.
  • the rotor of the synchronous motor 2 can not be controlled optimally, ie the synchronous motor 2 can not provide the maximum drive torque to resolve any blocking of the actuator 5.
  • FIGS. 2a and 2b a flow chart is shown, with which already during the engine start phase, a maximum torque can be exerted on the actuator 5.
  • FIG. 12 illustrates a process flow that is performed after the engine is shut down during a coasting phase.
  • the actuator 5 is monitored (step S1).
  • a standstill of the actuator 5 (alternative: Yes), which can be found, for example, when the synchronous motor 2 is no longer energized
  • an indication of the last detected by the position sensor 8 position of the actuator 5 as a reference position by the control unit 7 in the nonvolatile memory 10 is stored (step S2).
  • a reference rotor position which results from the last detected position of the actuator, are stored in the nonvolatile memory 10.
  • FIG. 2b Fig. 10 illustrates a process flow performed after the engine is turned on.
  • the stored position information is retrieved from the nonvolatile memory 10 as a reference (step S3) and the now provided by the position sensor 8 position information using the stored reference position or the reference rotor position corrected (step S4) so as to eliminate the temperature drift of the position sensor 8.
  • an initial calibration initialization
  • step S5 a lock detection is performed by the control unit 7, the synchronous motor 2 is controlled so that a control torque is provided, which leads to a change in position of the actuator 5. If such a position change is detected in step S6 (alternative: yes), then the throttle valve 5 is not blocked and the position encoder system can perform a position control for the conventional operation of the internal combustion engine based on driver specifications and the like.
  • step S6 If blocking of the actuator 5 is detected in step S6 (alternative: no), then the synchronous motor 2 is controlled (step S7) by means of the control device 7 such that the space vector varies around the space vector corresponding to the stored reference position, thus converting a fluctuating setting torque to effect the maximum settable actuating torque. Using the varying actuating torque is therefore trying to solve the actuator 5 from the blocking state.
  • step S9 the controller 7 can design the synchronous motor 2 so drive that the corresponding space pointer that determines the stator magnetic field is circulated synchronously with a suitable frequency (step S9).
  • the maximum setting torques are generated periodically in succession in both engine rotation directions. It shakes up, with a suitable choice of the rotational frequency, a resonance increase in the amplitude of the maximum actuating torque generated thereby achieved and thus even breakaway amplitudes above the maximum control torque of the synchronous motor 2 can be generated.
  • this method can be carried out with variable circulation frequencies, for example with increasing circulation frequency, so that the range of a resonance of the positioner system can be found.
  • step S6 If no blocking of the actuator 5 is detected in step S6 (alternative: yes) or if it is determined in step S8 that the blocking has been released (alternative: no), the method is ended.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Control Of Motors That Do Not Use Commutators (AREA)
  • Control Of Position Or Direction (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
EP12700938.9A 2011-03-01 2012-01-04 Verfahren und vorrichtung zur inbetriebnahme eines stellglieds in einem motorsystem für ein kraftfahrzeug Not-in-force EP2681430B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102011004890A DE102011004890A1 (de) 2011-03-01 2011-03-01 Verfahren und Vorrichtung zur Inbetriebnahme eines Stellglieds in einem Motorsystem für ein Kraftfahrzeug
PCT/EP2012/050089 WO2012116849A1 (de) 2011-03-01 2012-01-04 Verfahren und vorrichtung zur inbetriebnahme eines stellglieds in einem motorsystem für ein kraftfahrzeug

Publications (2)

Publication Number Publication Date
EP2681430A1 EP2681430A1 (de) 2014-01-08
EP2681430B1 true EP2681430B1 (de) 2018-12-12

Family

ID=45529068

Family Applications (1)

Application Number Title Priority Date Filing Date
EP12700938.9A Not-in-force EP2681430B1 (de) 2011-03-01 2012-01-04 Verfahren und vorrichtung zur inbetriebnahme eines stellglieds in einem motorsystem für ein kraftfahrzeug

Country Status (6)

Country Link
US (1) US9476430B2 (zh)
EP (1) EP2681430B1 (zh)
JP (1) JP5865922B2 (zh)
CN (1) CN103415685B (zh)
DE (1) DE102011004890A1 (zh)
WO (1) WO2012116849A1 (zh)

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FR3003607B1 (fr) * 2013-03-19 2017-12-08 Peugeot Citroen Automobiles Sa Dispositif de commande de redemmarrage automatique de moteur thermique de vehicule automobile
DE102013214371A1 (de) * 2013-07-23 2015-01-29 Robert Bosch Gmbh Haptisches Kraftfahrzeug-Fahrpedal mit elastisch angekoppeltem Aktuator sowie Verfahren und Regelungseinheit zum Regeln desselben
DE102013218472A1 (de) * 2013-09-16 2015-03-19 Robert Bosch Gmbh Verfahren und Vorrichtung zum Erkennen von Lagefehlern eines Läufers eines elektronisch kommutierten Stellantriebs
JP6429967B1 (ja) * 2017-09-27 2018-11-28 三菱電機株式会社 電子スロットル駆動装置、及びその電子スロットル駆動装置を備えたエンジン制御装置
FR3078788A1 (fr) * 2018-03-06 2019-09-13 Valeo Systemes Thermiques Procede de controle d'un systeme pour vehicule automobile
DE102018128256A1 (de) * 2018-11-12 2020-05-14 Minebea Mitsumi Inc. Verfahren zum Steuern eines Stellantriebs
DE102020200287A1 (de) * 2020-01-11 2021-07-15 Robert Bosch Gesellschaft mit beschränkter Haftung Verfahren zur Steuerung der Inbetriebnahme eines elektrisch ansteuerbaren Aktors in einem Kraftfahrzeug und elektronisches Steuergerät zur Durchführung dieses Verfahrens

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Also Published As

Publication number Publication date
JP5865922B2 (ja) 2016-02-17
US20140144316A1 (en) 2014-05-29
DE102011004890A1 (de) 2012-09-06
WO2012116849A1 (de) 2012-09-07
US9476430B2 (en) 2016-10-25
EP2681430A1 (de) 2014-01-08
CN103415685A (zh) 2013-11-27
CN103415685B (zh) 2016-05-04
JP2014508494A (ja) 2014-04-03

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