EP2999870B1 - Method and control unit for calibrating a drive of a throttle valve of an internal combustion engine in a motor vehicle - Google Patents

Method and control unit for calibrating a drive of a throttle valve of an internal combustion engine in a motor vehicle Download PDF

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Publication number
EP2999870B1
EP2999870B1 EP14715234.2A EP14715234A EP2999870B1 EP 2999870 B1 EP2999870 B1 EP 2999870B1 EP 14715234 A EP14715234 A EP 14715234A EP 2999870 B1 EP2999870 B1 EP 2999870B1
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EP
European Patent Office
Prior art keywords
throttle valve
combustion engine
internal combustion
motor vehicle
drive
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.)
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Application number
EP14715234.2A
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German (de)
French (fr)
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EP2999870A1 (en
Inventor
Reiner Schweinfurth
Simon Dierolf
Udo Sieber
Dieter Schwarzmann
Tobias MAUK
Andreas ORTSEIFEN
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Robert Bosch GmbH
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Robert Bosch GmbH
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Publication of EP2999870A1 publication Critical patent/EP2999870A1/en
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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
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2432—Methods of calibration
    • 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
    • F02D11/106—Detection of demand or actuation
    • 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
    • F02D41/045—Detection of accelerating or decelerating state
    • 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
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2438—Active learning methods
    • 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
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
    • F02D41/2464—Characteristics of actuators
    • 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
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
    • F02D41/2474—Characteristics of sensors
    • 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
    • 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
    • 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
    • F02D2011/101—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 means for actuating the throttles
    • F02D2011/102—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 means for actuating the throttles at least one throttle being moved only by an electric actuator
    • 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
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/16—End position calibration, i.e. calculation or measurement of actuator end positions, e.g. for throttle or its driving actuator

Definitions

  • the present invention relates to a method for calibrating a drive of a throttle valve of an internal combustion engine in a motor vehicle, as well as a control device that is designed to carry out such a method and a motor vehicle with such a control device.
  • a throttle valve In a motor vehicle with an internal combustion engine, a throttle valve generally serves to regulate an amount of air supplied to the internal combustion engine. In order to position the throttle valve appropriately, for example in the intake manifold of the internal combustion engine, the position of the throttle valve can be adjusted using a suitable drive. To date, possible drives have mostly been electric motors in the form of, for example, brushed DC motors.
  • BLDC motor brushless direct current motors
  • Such motors are sometimes also referred to as electrically commutated electrical machines.
  • a control of such a BLDC motor should generally be designed in such a way that the motor always runs at optimal speed Efficiency is operated.
  • the control can react very sensitively, for example to parameter fluctuations and angular errors between a rotor and a stator of the motor.
  • An angular error is a deviation between an actual rotor position and a rotor position assumed by the control software.
  • the rotor position can be determined using current-based angle detection.
  • current-based angle detection the position of the rotor is calculated or estimated from the measured currents using an algorithm based on a motor model.
  • Such a current-based angle detection can be implemented under certain circumstances because there is often a current control as a subordinate control loop for the speed or torque control of the BLDC motor.
  • a current control requires a current sensor system to record the actual current values.
  • a generally non-linear relationship between a rotor position and an output voltage of the throttle valve angle sensor can be represented, for example, as a characteristic curve.
  • This characteristic curve is initially unknown and can be determined, for example, before the electric throttle valve adjustment unit is actually put into operation.
  • the characteristic curve can be determined automatically using a software-controlled process, which is also referred to as basic adaptation. A possible such process is in DE 10 2009 063 326 A1 described.
  • a result of the basic adaptation i.e. the characteristic curve, can then be used in a control unit (ECU).
  • the relationship between the rotor position and the output voltage of the throttle valve angle sensor which was originally determined and stored as a characteristic curve, can change during later operation, for example due to external influences, in particular due to temperature fluctuations, and over the service life, in particular due to wear and tear.
  • the originally recorded characteristic curve can then deviate from the actual relationship between the rotor position and the output voltage of the throttle valve angle sensor, so that the control of the BLDC motor can be faulty.
  • an intake air flow rate control device with a throttle valve is known in which a throttle valve motor is calibrated either in a fully closed position or in a fully open position when the internal combustion engine is switched off.
  • the DE 10 2006 035 372 A1 describes an engine control element designed to ensure desired movement characteristics of a throttle valve.
  • a method and a control device executing such a method can be provided for a motor vehicle with which the above-mentioned characteristic curve can be achieved during the
  • a method for calibrating a drive of a throttle valve of an internal combustion engine in a motor vehicle is proposed.
  • a correlation between a rotor position of the drive and an output voltage of a throttle valve angle sensor follows a characteristic curve.
  • the method is characterized by the following steps: First, it is detected whether the internal combustion engine is currently running or is at a standstill. If it is detected that the internal combustion engine is currently at a standstill, the drive of the throttle valve is activated to move the throttle valve into a target position.
  • the electric motor driving the throttle valve is specifically energized while the internal combustion engine is at a standstill in such a way that the throttle valve should move into a target position.
  • the target position preferably differs from a rest position of the throttle valve, that is, for example, completely closed position of the throttle valve. For example, the throttle valve can be moved to a largely or completely open position.
  • the characteristic curve is then calibrated at this target position.
  • One idea here is that a correction or calibration of the characteristic curve has so far only been carried out while the internal combustion engine is running.
  • positions to which the throttle valve is moved during operation of the vehicle in accordance with current driver requirements can be done suitable adaptation procedures will be carried out in order to calibrate the characteristic curve at least at these throttle valve positions.
  • a possible such procedure is in DE 10 2011 005 774 A1 described and is sometimes referred to as the “pendulum method”.
  • throttle valve positions typically occur more frequently than other throttle valve positions during operation of the motor vehicle.
  • a frequency of the throttle valve positions can depend, for example, on the current traffic situation and/or the driving profile.
  • the throttle valve typically only stays very rarely and only for short periods of time. These time periods are usually not sufficient to carry out a correction procedure. Consequently, a section of the characteristic curve that characterizes these areas cannot be examined for deviations and therefore cannot be adapted to the current situation in order to completely calibrate the entire characteristic curve.
  • the throttle valve can be moved to any position when the internal combustion engine is at a standstill without the internal combustion engine being operated to endanger.
  • the throttle valve can also be moved to positions that are typically reached rarely or only for a short time during operation of the motor vehicle.
  • a calibration of the characteristic curve can only be carried out during periods in which the internal combustion engine is at a standstill, since the throttle valve can be moved to any desired position during such standstill periods and deviations from an originally recorded characteristic curve can be determined there and the characteristic curve can thus be calibrated.
  • the characteristic curve may be calibrated partially both when the internal combustion engine is running and partially when the internal combustion engine is at a standstill. If it is detected that the internal combustion engine is currently at a standstill, the characteristic curve can be calibrated, for example, using a first calibration method, whereas if a running internal combustion engine is detected, the characteristic curve can be calibrated using a second calibration method.
  • the first and second calibration methods can differ in particular with regard to the position currently occupied by the throttle valve. However, the two calibration methods can also differ, for example, in the way in which deviations from an original characteristic curve are recognized and corrected.
  • the characteristic curve can be calibrated at positions at which the throttle valve is relocated according to current driver requirements. While the internal combustion engine is running, it can be determined in which area the throttle valve is predominantly shifted in accordance with current driver requirements. For example, when driving in inner cities, it can be seen that the throttle valve is usually shifted between an almost closed position and an only partially open position. When driving on the highway, however, it can be seen that the throttle valve is usually shifted between a partially open and a wide open position.
  • the drive of the throttle valve can be controlled in such a way that it moves to a range outside this range Target position is shifted.
  • the prerequisite for carrying out the calibration when the combustion engine is at a standstill is that the throttle valve can be moved in a targeted manner using the available drive, which acts as an adjusting device.
  • a control device intended to carry out the calibration process should therefore also be in operation during periods in which the internal combustion engine is currently at a standstill and should be able to control the drive of the throttle valve as well as carry out the calibration process itself.
  • control unit can continue to be in operation even when the internal combustion engine is at a standstill and can therefore be able to carry out the calibration method described to carry out.
  • the calibration method described above can be carried out, for example, in a control unit for a motor vehicle.
  • a programmable control device can receive computer-readable instructions from a computer program product that instruct it to carry out the method described above.
  • the computer program product can be stored on a computer-readable medium, for example in the form of a non-volatile memory.
  • a motor vehicle typically has an internal combustion engine 9 to which air is supplied via an intake manifold 13.
  • One or more throttle valves 1 are arranged in the suction pipe 13.
  • the throttle valve 1 can be pivoted into different positions so that it can more or less freely release an air flow through the suction pipe 13.
  • a throttle valve adjustment unit 4 is provided, which has a brushless DC motor serving as a drive 3 and a gear 5.
  • the electric motor does not have a rotor position detection device, for example in the form of its own rotor position angle sensor or a current-based angle detection device. There is also no provision for lower-level power regulation.
  • a throttle valve angle sensor 7 is provided, which can measure the position or the arrangement angle of the throttle valve 1. Since the throttle valve 1 is coupled via the gearbox 5 to the electric motor serving as a drive 3, the angle information provided by the throttle valve angle sensor 7 enables an indirect conclusion to be drawn currently prevailing position of the rotor in the electric motor, so that this information can be used to control the drive 3 after suitable processing.
  • a characteristic curve is initially recorded as part of a basic adaptation, which reflects the correlation between the rotor position of the electric motor and an output voltage of the throttle valve angle sensor 7. Based on this characteristic curve, a control device 11 can then appropriately control the drive 3 of the throttle valve actuating unit.
  • the characteristic curve can change over time, for example due to temperature influences or signs of wear, and must therefore be calibrated at certain intervals.
  • a first step S1 it is first detected whether the internal combustion engine 9 of the motor vehicle is currently running or is at a standstill. Based on the information obtained here, a decision is then made in a step S2 as to whether a first or a second calibration strategy should be carried out.
  • the characteristic curve is calibrated in a conventional manner (step S5).
  • the throttle valve 1 is positioned by the control unit 11 following current driver requirements, that is, the throttle valve 1 is positioned using the throttle valve actuating unit 4 in such a way that the driver's wish to provide engine power, expressed by pressing the accelerator pedal, can be met.
  • the characteristic curve can then be currently calibrated at the corresponding positions of the throttle valve, for example using conventional methods such as the pendulum method cited above. This may require one local, within certain limits negligibly small, and time-limited movement of the throttle valve around the target position.
  • the throttle valve 1 can be moved to any desired position.
  • the current positioning of the throttle valve 1 can be selected independently of current driver requirements.
  • the drive 3 can thus preferably be controlled by the controller 11 in a step S3 in such a way that the throttle valve 1 is moved to a predeterminable target position.
  • the characteristic curve is then calibrated at this target position in a step S4. Since the throttle valve 1 can be moved to any desired position when the internal combustion engine 9 is at a standstill, the characteristic curve can be calibrated over any partial range.
  • a special correction algorithm can be carried out that specifically corrects those sections of the characteristic curve that were corrected less frequently or not at all during the previous operation of the motor vehicle.
  • the throttle valve 1 is typically only slightly open most of the time. Accordingly, only those sections of the characteristic curve when the internal combustion engine 9 is running are corrected according to the first calibration strategy described above, which are assigned to a small throttle valve angle. During a longer standstill phase, for example in front of a red traffic light, those sections of the characteristic curve that correspond to larger throttle valve angles can then be corrected when the internal combustion engine 9 is switched off.
  • the throttle valve 1 is opened accordingly and the characteristic curve is calibrated by reading out current measured values from the throttle valve angle sensor 7 and, if necessary, from the electric motor of the drive 3. For a subsequent cross-country trip, during which the... Throttle valve 1 is typically wide open, the characteristic curve has already been corrected.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Analytical Chemistry (AREA)
  • Computer Hardware Design (AREA)
  • Microelectronics & Electronic Packaging (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Description

Die vorliegende Erfindung betrifft ein Verfahren zum Kalibrieren eines Antriebs einer Drosselklappe eines Verbrennungsmotors in einem Kraftfahrzeug sowie ein Steuergerät, das zum Ausführen eines solchen Verfahrens ausgelegt ist und ein Kraftfahrzeug mit einem solchen Steuergerät.The present invention relates to a method for calibrating a drive of a throttle valve of an internal combustion engine in a motor vehicle, as well as a control device that is designed to carry out such a method and a motor vehicle with such a control device.

STAND DER TECHNIKSTATE OF THE ART

Bei einem Kraftfahrzeug mit einem Verbrennungsmotor dient eine Drosselklappe im Allgemeinen dazu, eine dem Verbrennungsmotor zugeführte Luftmenge zu regulieren. Um die Drosselklappe beispielsweise im Saugrohr des Verbrennungsmotors geeignet zu positionieren, kann die Stellung der Drosselklappe mithilfe eines geeigneten Antriebs eingestellt werden. Als mögliche Antriebe wurden dabei bisher meist Elektromotoren in Form von beispielsweise bürstenbehafteten Gleichstrommotoren eingesetzt.In a motor vehicle with an internal combustion engine, a throttle valve generally serves to regulate an amount of air supplied to the internal combustion engine. In order to position the throttle valve appropriately, for example in the intake manifold of the internal combustion engine, the position of the throttle valve can be adjusted using a suitable drive. To date, possible drives have mostly been electric motors in the form of, for example, brushed DC motors.

Beispielsweise wegen ihres besseren Wirkungsgrades oder ihrer geringeren Baugröße sollen in elektrischen Drosselklappenverstelleinheiten zukünftig sogenannte bürstenlose Gleichstrommotoren (im Englischen auch als BrushLess Direct Current Motor, BLDC Motor bekannt) eingesetzt werden. Solche Motoren werden teilweise auch als elektrisch kommutierte elektrische Maschinen bezeichnet. Eine Ansteuerung eines solchen BLDC-Motors sollte in der Regel derart ausgelegt sein, dass der Motor möglichst immer mit optimalem Wirkungsgrad betrieben wird. Die Ansteuerung kann jedoch sehr empfindlich beispielsweise auf Parameterschwankungen und Winkelfehler zwischen einem Rotor und einem Stator des Motors reagieren. Ein Winkelfehler ist dabei eine Abweichung zwischen einer tatsächlichen Rotorposition und einer von der Steuersoftware angenommenen Rotorposition.For example, because of their better efficiency or their smaller size, so-called brushless direct current motors (also known as BrushLess Direct Current Motor, BLDC motor) will be used in electric throttle valve adjustment units in the future. Such motors are sometimes also referred to as electrically commutated electrical machines. A control of such a BLDC motor should generally be designed in such a way that the motor always runs at optimal speed Efficiency is operated. However, the control can react very sensitively, for example to parameter fluctuations and angular errors between a rotor and a stator of the motor. An angular error is a deviation between an actual rotor position and a rotor position assumed by the control software.

Zur präzisen Ansteuerung eines BLDC-Motors schien es daher bisher erforderlich, die momentane Lage des Rotors beispielsweise mithilfe eines Winkelgebers sehr genau zu bestimmen. Alternativ kann die Rotorlage mittels einer strombasierten Winkelerfassung bestimmt werden. Bei einer strombasierten Winkelerfassung wird mithilfe eines Algorithmus, der auf einem Motormodell basiert, aus den gemessenen Strömen die Lage des Rotors berechnet bzw. geschätzt. Eine derartige strombasierte Winkelerfassung kann sich unter Umständen realisieren lassen, weil für die Drehzahl- bzw. Drehmoment-Regelung des BLDC-Motors oftmals eine Stromregelung als unterlagerter Regelkreis vorhanden ist. Eine Stromregelung benötigt eine Stromsensorik zum Erfassen der Strom-Istwerte.In order to precisely control a BLDC motor, it previously seemed necessary to determine the current position of the rotor very precisely, for example using an angle encoder. Alternatively, the rotor position can be determined using current-based angle detection. With current-based angle detection, the position of the rotor is calculated or estimated from the measured currents using an algorithm based on a motor model. Such a current-based angle detection can be implemented under certain circumstances because there is often a current control as a subordinate control loop for the speed or torque control of the BLDC motor. A current control requires a current sensor system to record the actual current values.

Zur Kostenreduktion sollen in zukünftigen Drosselklappenverstelleinheiten weder eine Stromsensorik, und somit auch keine Stromregelung, vorgesehen sein noch ein zusätzlicher Winkelgeber an der Motorwelle angeordnet sein. Stattdessen soll die momentane Lage des Rotors indirekt mithilfe eines bereits vorhandenen Drosselklappen-Winkelgebers erfasst werden, der die aktuelle Winkellage der Drosselklappe messen soll und der z.B. mit der Welle des BLDC-Motors über ein Getriebe verbunden ist.In order to reduce costs, future throttle valve adjustment units should neither provide a current sensor system, and therefore no current control, nor should an additional angle sensor be arranged on the motor shaft. Instead, the current position of the rotor should be recorded indirectly using an existing throttle valve angle sensor, which is intended to measure the current angular position of the throttle valve and which is connected, for example, to the shaft of the BLDC motor via a gear.

Ein im Allgemeinen nichtlinearer Zusammenhang zwischen einer Rotorlage und einer Ausgangsspannung des Drosselklappen-Winkelgebers ist beispielsweise als Kennlinie darstellbar. Diese Kennlinie ist zunächst unbekannt und kann beispielsweise vor einer eigentlichen Inbetriebnahme der elektrischen Drosselklappenverstelleinheit bestimmt werden. Beispielsweise kann die Kennlinie automatisiert durch einen softwaregesteuerten Prozess bestimmt werden, was auch als Grundadaption bezeichnet wird. Ein möglicher solcher Prozess ist in DE 10 2009 063 326 A1 beschrieben. Ein Ergebnis der Grundadaption, das heißt die Kennlinie, kann dann in einem Steuergerät (ECU)A generally non-linear relationship between a rotor position and an output voltage of the throttle valve angle sensor can be represented, for example, as a characteristic curve. This characteristic curve is initially unknown and can be determined, for example, before the electric throttle valve adjustment unit is actually put into operation. For example, the characteristic curve can be determined automatically using a software-controlled process, which is also referred to as basic adaptation. A possible such process is in DE 10 2009 063 326 A1 described. A result of the basic adaptation, i.e. the characteristic curve, can then be used in a control unit (ECU).

Austauschseite 3 in ReinschriftExchange page 3 in fair copy

gespeichert und nachfolgend für die Ansteuerung des BLDC-Motors verwendet werden.stored and subsequently used to control the BLDC motor.

Allerdings kann sich der ursprünglich ermittelte und als Kennlinie abgespeicherte Zusammenhang zwischen Rotorlage und Ausgangsspannung des Drosselklappen-Winkelgebers während eines späteren Betriebs beispielsweise durch äußere Einflüsse, insbesondere durch Temperaturschwankungen, und über die Lebensdauer, insbesondere durch Abnutzungserscheinungen, ändern. Die ursprünglich aufgenommene Kennlinie kann dann vom tatsächlich vorherrschenden Zusammenhang zwischen Rotorlage und Ausgangsspannung des Drosselklappen-Winkelgebers abweichen, so dass die Ansteuerung des BLDC-Motors fehlerbehaftet sein kann.However, the relationship between the rotor position and the output voltage of the throttle valve angle sensor, which was originally determined and stored as a characteristic curve, can change during later operation, for example due to external influences, in particular due to temperature fluctuations, and over the service life, in particular due to wear and tear. The originally recorded characteristic curve can then deviate from the actual relationship between the rotor position and the output voltage of the throttle valve angle sensor, so that the control of the BLDC motor can be faulty.

Aus der DE 100 46 269 A1 ist ein Ansaugluftflussratensteuergerät mit einer Drosselklappe bekannt, in welchem ein Drosselklappenmotor entweder bei vollständig geschlossener Position oder bei vollständig geöffneter Position kalibriert wird, wenn die Brennkraftmaschine abgeschaltet ist.From the DE 100 46 269 A1 For example, an intake air flow rate control device with a throttle valve is known in which a throttle valve motor is calibrated either in a fully closed position or in a fully open position when the internal combustion engine is switched off.

Die DE 10 2006 035 372 A1 beschreibt ein Motorsteuerelement, das entwickelt ist, um eine gewünschte Bewegungscharakteristik eines Drosselventils sicherzustellen.The DE 10 2006 035 372 A1 describes an engine control element designed to ensure desired movement characteristics of a throttle valve.

Aus der DE 10 2007 003 151 A1 ist ein Verfahren zur Einstellung eines Stellwinkels einer Klappvorrichtung einer Ansaugvorrichtung bekannt.From the DE 10 2007 003 151 A1 a method for adjusting an adjustment angle of a folding device of a suction device is known.

Aus der US 2010/0275879 A1 ist eine automatische Drosselklappenkalibration in einem Schiff bekannt.From the US 2010/0275879 A1 An automatic throttle valve calibration in a ship is known.

OFFENBARUNG DER ERFINDUNGDISCLOSURE OF INVENTION

Mithilfe von Ausführungsformen der vorliegenden Erfindung kann ein Verfahren sowie ein ein solches Verfahren ausführendes Steuergerät für ein Kraftfahrzeug bereitgestellt werden, mit dem die oben genannte Kennlinie während desWith the help of embodiments of the present invention, a method and a control device executing such a method can be provided for a motor vehicle with which the above-mentioned characteristic curve can be achieved during the

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Betriebs des Kraftfahrzeugs korrigiert und somit der Antrieb der Drosselklappe kalibriert werden kann.Operation of the motor vehicle is corrected and the drive of the throttle valve can therefore be calibrated.

Gemäß einem Aspekt der vorliegenden Erfindung wird ein Verfahren zum Kalibrieren eines Antriebs einer Drosselklappe eines Verbrennungsmotors in einem Kraftfahrzeug vorgeschlagen. Eine Korrelation zwischen einer Rotorlage des Antriebs und einer Ausgangsspannung eines Drosselklappen-Winkelgebers folgt dabei einer Kennlinie. Das Verfahren kennzeichnet sich durch die folgenden Schritte: Zunächst wird detektiert, ob der Verbrennungsmotor momentan läuft oder stillsteht. Wenn detektiert wird, dass der Verbrennungsmotor momentan stillsteht, wird der Antrieb der Drosselklappe zum Verlagern der Drosselklappe in eine Soll-Position angesteuert. Mit anderen Worten wird der die Drosselklappe antreibende Elektromotor während des Stillstands des Verbrennungsmotors gezielt derart bestromt, dass sich die Drosselklappe in eine Soll-Position verlagern soll. Die Soll-Position unterscheidet sich dabei vorzugsweise von einer Ruheposition der Drosselklappe, das heißt, einer beispielsweise vollständig geschlossenen Position der Drosselklappe. Beispielsweise kann die Drosselklappe in eine weitgehend oder vollständig geöffnete Position verlagert werden. An dieser Soll-Position wird dann die Kennlinie kalibriert.According to one aspect of the present invention, a method for calibrating a drive of a throttle valve of an internal combustion engine in a motor vehicle is proposed. A correlation between a rotor position of the drive and an output voltage of a throttle valve angle sensor follows a characteristic curve. The method is characterized by the following steps: First, it is detected whether the internal combustion engine is currently running or is at a standstill. If it is detected that the internal combustion engine is currently at a standstill, the drive of the throttle valve is activated to move the throttle valve into a target position. In other words, the electric motor driving the throttle valve is specifically energized while the internal combustion engine is at a standstill in such a way that the throttle valve should move into a target position. The target position preferably differs from a rest position of the throttle valve, that is, for example, completely closed position of the throttle valve. For example, the throttle valve can be moved to a largely or completely open position. The characteristic curve is then calibrated at this target position.

Eine Idee ist hierbei, dass eine Korrektur bzw. eine Kalibrierung der Kennlinie bislang ausschließlich bei laufendem Verbrennungsmotor durchgeführt wurde. Um zum Beispiel Abweichungen zwischen einer ursprünglich aufgenommenen Kennlinie und einer tatsächlich vorherrschenden Korrelation zwischen der Rotorlage des Antriebs und der Ausgangsspannung des Drosselklappen-Winkelgebers erkennen und ausgleichen zu können, können dabei an Positionen, an die die Drosselklappe während des Betriebs des Fahrzeugs aktuellen Fahreranforderungen folgend verlagert wird, geeignete Adaptionsverfahren durchgeführt werden, um die Kennlinie zumindest an diesen Drosselklappenpositionen zu kalibrieren. Ein mögliches solches Verfahren ist in DE 10 2011 005 774 A1 beschrieben und wird teilweise als "Pendelverfahren" bezeichnet.One idea here is that a correction or calibration of the characteristic curve has so far only been carried out while the internal combustion engine is running. In order, for example, to be able to detect and compensate for deviations between an originally recorded characteristic curve and an actually prevailing correlation between the rotor position of the drive and the output voltage of the throttle valve angle sensor, positions to which the throttle valve is moved during operation of the vehicle in accordance with current driver requirements can be done suitable adaptation procedures will be carried out in order to calibrate the characteristic curve at least at these throttle valve positions. A possible such procedure is in DE 10 2011 005 774 A1 described and is sometimes referred to as the “pendulum method”.

Eine solche Vorgehensweise kann jedoch darunter leiden, dass während des Betriebs des Kraftfahrzeugs bestimmte Drosselklappenpositionen typischerweise häufiger vorkommen als andere Drosselklappenpositionen. Eine Häufigkeit der Drosselklappenpositionen kann dabei beispielsweise von der aktuellen Verkehrssituation und/oder dem Fahrprofil abhängen. In bestimmten Bereichen, beispielsweise nahe einer vollständig geöffneten Position, hält sich die Drosselklappe typischerweise nur sehr selten und nur für kurze Zeitspannen auf. Diese Zeitspannen reichen in der Regel für die Ausführung eines Korrekturverfahrens nicht aus. Folglich kann ein diese Bereiche charakterisierender Abschnitt der Kennlinie nicht auf Abweichungen untersucht werden und somit auch nicht zum vollständigen Kalibrieren der gesamten Kennlinie an die aktuelle Situation angepasst werden.However, such an approach can suffer from the fact that certain throttle valve positions typically occur more frequently than other throttle valve positions during operation of the motor vehicle. A frequency of the throttle valve positions can depend, for example, on the current traffic situation and/or the driving profile. In certain areas, for example near a fully open position, the throttle valve typically only stays very rarely and only for short periods of time. These time periods are usually not sufficient to carry out a correction procedure. Consequently, a section of the characteristic curve that characterizes these areas cannot be examined for deviations and therefore cannot be adapted to the current situation in order to completely calibrate the entire characteristic curve.

Dieser Mangel, dass die Kennlinie im Allgemeinen nicht in all ihren Bereichen für eine Kalibrierung korrigiert werden kann, kann mit dem hierin vorgeschlagenen Kalibrierungsverfahren dadurch eliminiert werden, dass eine Kalibrierung der Kennlinie nicht oder zumindest nicht nur dann durchgeführt wird, wenn der Verbrennungsmotor des Kraftfahrzeugs läuft.This shortcoming, that the characteristic curve generally cannot be corrected in all its areas for calibration, can be eliminated with the calibration method proposed here by not calibrating the characteristic curve or at least not only carrying it out when the internal combustion engine of the motor vehicle is running .

Stattdessen wird vorgesehen, den Betriebszustand des Verbrennungsmotors fortwährend zu überwachen, um zu erkennen, ob dieser momentan läuft oder stillsteht. Während bei einem laufenden Verbrennungsmotor nicht beliebig in die Positionierung der Drosselklappe eingegriffen werden sollte, um das dem Verbrennungsmotor zugeführte Brennstoff-Luft-Gemisch nicht in negativer Weise zu beeinflussen, kann die Drosselklappe bei stillstehendem Verbrennungsmotor beliebig an Positionen gefahren werden, ohne den Betrieb des Verbrennungsmotors zu gefährden. Insbesondere kann die Drosselklappe bei stillstehendem Verbrennungsmotor auch an Positionen verlagert werden, die während des Betriebs des Kraftfahrzeugs typischerweise selten bzw. nur kurzzeitig erreicht werden.Instead, it is provided to continuously monitor the operating state of the internal combustion engine in order to determine whether it is currently running or at a standstill. While the positioning of the throttle valve should not be arbitrarily intervened when the internal combustion engine is running in order not to negatively influence the fuel-air mixture supplied to the internal combustion engine, the throttle valve can be moved to any position when the internal combustion engine is at a standstill without the internal combustion engine being operated to endanger. In particular, when the internal combustion engine is at a standstill, the throttle valve can also be moved to positions that are typically reached rarely or only for a short time during operation of the motor vehicle.

Prinzipiell kann eine Kalibrierung der Kennlinie ausschließlich während Zeiträumen durchgeführt werden, in denen der Verbrennungsmotor stillsteht, da die Drosselklappe während solcher Stillstandszeiträume in jede beliebige Soll-Position verlagert werden kann und dort Abweichungen von einer ursprünglich aufgezeichneten Kennlinie ermittelt und die Kennlinie somit kalibriert werden kann.In principle, a calibration of the characteristic curve can only be carried out during periods in which the internal combustion engine is at a standstill, since the throttle valve can be moved to any desired position during such standstill periods and deviations from an originally recorded characteristic curve can be determined there and the characteristic curve can thus be calibrated.

Allerdings kann es bevorzugt sein, die Kennlinie teilweise sowohl bei laufendem Verbrennungsmotor und teilweise bei stillstehendem Verbrennungsmotor zu kalibrieren. Wenn detektiert wird, dass der Verbrennungsmotor momentan stillsteht, kann die Kennlinie beispielsweise mittels eines ersten Kalibrierverfahrens kalibriert werden, wohingegen bei Erkennen eines laufenden Verbrennungsmotors die Kennlinie mittels eines zweiten Kalibrierverfahrens kalibriert werden kann. Das erste und das zweite Kalibrierverfahren können sich dabei insbesondere hinsichtlich der von der Drosselklappe aktuell eingenommenen Position unterscheiden. Die beiden Kalibrierverfahren können sich jedoch auch beispielsweise hinsichtlich der Art und Weise, wie Abweichungen von einer ursprünglichen Kennlinie erkannt werden und korrigiert werden, unterscheiden.However, it may be preferred to calibrate the characteristic curve partially both when the internal combustion engine is running and partially when the internal combustion engine is at a standstill. If it is detected that the internal combustion engine is currently at a standstill, the characteristic curve can be calibrated, for example, using a first calibration method, whereas if a running internal combustion engine is detected, the characteristic curve can be calibrated using a second calibration method. The first and second calibration methods can differ in particular with regard to the position currently occupied by the throttle valve. However, the two calibration methods can also differ, for example, in the way in which deviations from an original characteristic curve are recognized and corrected.

Beispielsweise kann in Zeiträumen, in denen detektiert wird, dass der Verbrennungsmotor läuft, die Kennlinie an Positionen kalibriert werden, an die die Drosselklappe aktuellen Fahreranforderungen folgend verlagert wird. Während des laufenden Verbrennungsmotors kann dabei ermittelt werden, in welchen Bereich die Drosselklappe aktuellen Fahreranforderungen folgend überwiegend verlagert wird. Beispielsweise kann bei innerstädtischen Fahrten erkannt werden, dass die Drosselklappe meist zwischen einer beinahe geschlossenen und einer nur teilweise geöffneten Position verlagert wird. Bei Autobahnfahrten hingegen kann erkannt werden, dass die Drosselklappe meist zwischen einer teilweise geöffneten und einer weit geöffneten Position verlagert wird.For example, during periods in which it is detected that the internal combustion engine is running, the characteristic curve can be calibrated at positions at which the throttle valve is relocated according to current driver requirements. While the internal combustion engine is running, it can be determined in which area the throttle valve is predominantly shifted in accordance with current driver requirements. For example, when driving in inner cities, it can be seen that the throttle valve is usually shifted between an almost closed position and an only partially open position. When driving on the highway, however, it can be seen that the throttle valve is usually shifted between a partially open and a wide open position.

Je nachdem, welcher Verlagerungsbereich der Drosselklappe als während des laufenden Verbrennungsmotors dominierend eingenommener Bereich erkannt wird, kann zu einem späteren Zeitpunkt, wenn detektiert wird, dass der Verbrennungsmotor momentan stillsteht, der Antrieb der Drosselklappe derart angesteuert werden, dass diese in eine außerhalb dieses Bereichs liegende Soll-Position verlagert wird.Depending on which displacement range of the throttle valve is recognized as the dominant area occupied while the internal combustion engine is running, at a later point in time, when it is detected that the internal combustion engine is currently at a standstill, the drive of the throttle valve can be controlled in such a way that it moves to a range outside this range Target position is shifted.

Mit anderen Worten kann es vorteilhaft sein, während der Zeiträume, in denen der Verbrennungsmotor stillsteht, die Drosselklappe gezielt in diejenigen Positionen zu verlagern, die während des vorangehenden Betriebs des Verbrennungsmotors kaum bzw. nicht erreicht wurden, um auf diese Weise eine Kalibrierung der Kennlinie an allen einnehmbaren Drosselklappenpositionen zu ermöglichen.In other words, it can be advantageous, during the periods in which the internal combustion engine is at a standstill, to specifically shift the throttle valve to those positions that were hardly or not reached during the previous operation of the internal combustion engine, in order to calibrate the characteristic curve to allow all adjustable throttle valve positions.

Voraussetzung für das Durchführen der Kalibrierung bei stillstehendem Verbrennungsmotor ist, dass sich die Drosselklappe gezielt mithilfe des zur Verfügung stehenden, als Stelleinrichtung wirkenden Antriebs verlagern lässt. Ein zum Durchführen des Kalibrierverfahrens vorgesehenes Steuergerät sollte daher auch in Zeiträumen, in denen der Verbrennungsmotor momentan stillsteht, in Betrieb sein und sowohl in der Lage sein, das Ansteuern des Antriebs der Drosselklappe als auch das Kalibrierverfahren selbst durchzuführen.The prerequisite for carrying out the calibration when the combustion engine is at a standstill is that the throttle valve can be moved in a targeted manner using the available drive, which acts as an adjusting device. A control device intended to carry out the calibration process should therefore also be in operation during periods in which the internal combustion engine is currently at a standstill and should be able to control the drive of the throttle valve as well as carry out the calibration process itself.

Dies kann beispielsweise einfach bei Kraftfahrzeugen implementiert werden, die über ein sogenanntes Start-Stopp-System verfügen, bei dem, beispielsweise bei vorübergehendem Stillstand des Fahrzeugs vor einer Ampel, zur Senkung des Treibstoffverbrauchs der Verbrennungsmotor kurzzeitig abgeschaltet wird, das Steuergerät aber weiterhin aktiv und mit Energie versorgt bleibt.This can be easily implemented, for example, in motor vehicles that have a so-called start-stop system, in which, for example when the vehicle is temporarily stationary in front of a traffic light, to reduce the Fuel consumption of the combustion engine is switched off briefly, but the control unit remains active and supplied with energy.

Ähnlich kann auch bei Kraftfahrzeugen, die als Hybridfahrzeug dazu ausgelegt sind, bei stillstehendem Verbrennungsmotor mit Hilfe eines Zusatzmotors, beispielsweise eines Elektromotors, angetrieben zu werden, auch während des stillstehenden Verbrennungsmotors das Steuergerät weiterhin in Betrieb sein und somit in der Lage sein, das beschriebene Kalibrierverfahren durchzuführen.Similarly, in motor vehicles that are designed as hybrid vehicles to be driven with the help of an additional motor, for example an electric motor, when the internal combustion engine is at a standstill, the control unit can continue to be in operation even when the internal combustion engine is at a standstill and can therefore be able to carry out the calibration method described to carry out.

Das zuvor beschriebene Kalibrierverfahren kann beispielsweise in einem Steuergerät für ein Kraftfahrzeug durchgeführt werden. Ein programmierbares Steuergerät kann hierbei von einem Computerprogrammprodukt computerlesbare Anweisungen erhalten, die es dazu anweisen, das oben beschriebene Verfahren durchzuführen. Das Computerprogrammprodukt kann dabei auf einem computerlesbaren Medium, beispielsweise in Form eines nichtflüchtigen Speichers, gespeichert sein.The calibration method described above can be carried out, for example, in a control unit for a motor vehicle. A programmable control device can receive computer-readable instructions from a computer program product that instruct it to carry out the method described above. The computer program product can be stored on a computer-readable medium, for example in the form of a non-volatile memory.

Es wird darauf hingewiesen, dass mögliche Merkmale und Vorteile von Ausführungsformen der Erfindung hierin teilweise mit Bezug auf ein Verfahren zum Kalibrieren eines Antriebs einer Drosselklappe eines Verbrennungsmotors und teilweise mit Bezug auf ein ein solches Verfahren ausführendes Steuergerät bzw. ein mit einem solchen Steuergerät ausgestattetes Kraftfahrzeug beschrieben sind. Ein Fachmann erkennt, dass die Merkmale in geeigneter Weise ausgetauscht bzw. kombiniert werden können, um zu weiteren Ausführungsformen zu gelangen.It should be noted that possible features and advantages of embodiments of the invention are described herein partly with reference to a method for calibrating a drive of a throttle valve of an internal combustion engine and partly with reference to a control device executing such a method or a motor vehicle equipped with such a control device are. One skilled in the art will recognize that the features can be appropriately exchanged or combined to arrive at further embodiments.

KURZE BESCHREIBUNG DER ZEICHNUNGENBRIEF DESCRIPTION OF THE DRAWINGS

Nachfolgend werden Ausführungsformen der Erfindung mit Bezug auf die beigefügten Zeichnungen beschrieben, wobei weder die Zeichnungen noch die Beschreibung als die Erfindung einschränkend auszulegen sind.

  • Fig. 1 zeigt eine Anordnung mit einer über ein Steuergerät gesteuerten Drosselklappe, bei der das erfindungsgemäße Verfahren ausgeführt werden kann.
  • Fig. 2 zeigt ein Flussdiagramm zur Veranschaulichung eines erfindungsgemäßen Verfahrens.
Embodiments of the invention are described below with reference to the accompanying drawings, whereby neither the drawings nor the description are to be construed as limiting the invention.
  • Fig. 1 shows an arrangement with a throttle valve controlled via a control device, in which the method according to the invention can be carried out.
  • Fig. 2 shows a flowchart to illustrate a method according to the invention.

Die Figuren sind lediglich schematisch und nicht maßstabsgetreu.The figures are only schematic and not to scale.

AUSFÜHRUNGSFORMEN DER ERFINDUNGEMBODIMENTS OF THE INVENTION

Nachfolgend werden Ausführungsformen eines erfindungsgemäßen Kalibrierungsverfahrens bzw. eines ein solches Verfahren ausführenden Steuergeräts mit Bezug auf die in Fig. 1 dargestellte Struktur sowie mit Bezug auf das in Fig. 2 dargestellte Flussdiagramm erläutert.Embodiments of a calibration method according to the invention or a control device executing such a method are described below with reference to the in Fig. 1 structure shown as well as with reference to the in Fig. 2 Flowchart shown explained.

Wie in Fig. 1 dargestellt, weist ein Kraftfahrzeug typischerweise einen Verbrennungsmotor 9 auf, dem Luft über ein Saugrohr 13 zugeführt wird. In dem Saugrohr 13 ist eine oder mehrere Drosselklappen 1 angeordnet. Die Drosselklappe 1 lässt sich in verschiedene Positionen verschwenken, so dass sie einen Luftstrom durch das Saugrohr 13 mehr oder weniger frei geben kann. Zum Verschwenken der Drosselklappe 1 ist eine Drosselklappenverstelleinheit 4 vorgesehen, welche einen als Antrieb 3 dienenden bürstenlosen Gleichstrommotor sowie ein Getriebe 5 aufweist.As in Fig. 1 shown, a motor vehicle typically has an internal combustion engine 9 to which air is supplied via an intake manifold 13. One or more throttle valves 1 are arranged in the suction pipe 13. The throttle valve 1 can be pivoted into different positions so that it can more or less freely release an air flow through the suction pipe 13. To pivot the throttle valve 1, a throttle valve adjustment unit 4 is provided, which has a brushless DC motor serving as a drive 3 and a gear 5.

Um Kosten gering zu halten, verfügt der Elektromotor dabei nicht über eine Rotorlageerfassungsvorrichtung beispielsweise in Form eines eigenen Rotorlage-Winkelgebers oder einer strombasierte Winkelerfassung. Es ist auch keine unterlagerte Stromregelung vorgesehen.In order to keep costs low, the electric motor does not have a rotor position detection device, for example in the form of its own rotor position angle sensor or a current-based angle detection device. There is also no provision for lower-level power regulation.

Allerdings ist ein Drosselklappen-Winkelgeber 7 vorgesehen, der die Position bzw. den Anordnungswinkel der Drosselklappe 1 messen kann. Da die Drosselklappe 1 über das Getriebe 5 mit dem als Antrieb 3 dienenden Elektromotor gekoppelt ist, ermöglicht die von dem Drosselklappen-Winkelgeber 7 zur Verfügung gestellte Winkelinformation einen indirekten Rückschluss auf die aktuell vorherrschende Lage des Rotors in dem Elektromotor, so dass diese Information nach geeigneter Verarbeitung zur Regelung des Antriebs 3 benutzt werden kann.However, a throttle valve angle sensor 7 is provided, which can measure the position or the arrangement angle of the throttle valve 1. Since the throttle valve 1 is coupled via the gearbox 5 to the electric motor serving as a drive 3, the angle information provided by the throttle valve angle sensor 7 enables an indirect conclusion to be drawn currently prevailing position of the rotor in the electric motor, so that this information can be used to control the drive 3 after suitable processing.

Hierzu wird anfänglich im Rahmen einer Grundadaption eine Kennlinie aufgenommen, welche die Korrelation zwischen der Rotorlage des Elektromotors und einer Ausgangsspannung des Drosselklappen-Winkelgebers 7 wiedergibt. Anhand dieser Kennlinie kann ein Steuergerät 11 den Antrieb 3 der Drosselklappen-Stelleinheit hiernach geeignet ansteuern.For this purpose, a characteristic curve is initially recorded as part of a basic adaptation, which reflects the correlation between the rotor position of the electric motor and an output voltage of the throttle valve angle sensor 7. Based on this characteristic curve, a control device 11 can then appropriately control the drive 3 of the throttle valve actuating unit.

Allerdings kann sich die Kennlinie beispielsweise aufgrund von Temperatureinflüssen oder Abnutzungserscheinungen mit der Zeit verändern und muss somit in gewissen Zeitabständen kalibriert werden.However, the characteristic curve can change over time, for example due to temperature influences or signs of wear, and must therefore be calibrated at certain intervals.

Mit Bezug auf Fig. 2 wird nun ein mögliches erfindungsgemäßes Kalibrierungsverfahren beschrieben, wie es beispielsweise in dem Steuergerät 11 ausgeführt werden kann.Regarding Fig. 2 A possible calibration method according to the invention will now be described, as can be carried out, for example, in the control device 11.

In einem ersten Schritt S1 wird zunächst detektiert, ob der Verbrennungsmotor 9 des Kraftfahrzeugs momentan läuft oder stillsteht. Anhand der hierbei erhaltenen Information wird dann in einem Schritt S2 entschieden, ob eine erste oder eine zweite Kalibrierungsstrategie durchgeführt werden soll.In a first step S1, it is first detected whether the internal combustion engine 9 of the motor vehicle is currently running or is at a standstill. Based on the information obtained here, a decision is then made in a step S2 as to whether a first or a second calibration strategy should be carried out.

Wenn erkannt wird, dass der Verbrennungsmotor 9 momentan läuft, wird die Kennlinie in herkömmlicher Weise kalibriert (Schritt S5). Dabei wird im Rahmen des Kalibriervorgangs nicht aktiv in die globale Positionierung der Drosselklappe 1 eingegriffen, da dies den Betrieb des Verbrennungsmotors 9 in ungewollter Weise beeinflussen kann. Stattdessen wird die Drosselklappe 1 von dem Steuergerät 11 aktuellen Fahreranforderungen folgend positioniert, das heißt, die Drosselklappe 1 wird mithilfe der Drosselklappen-Stelleinheit 4 derart positioniert, dass dem durch das Treten des Gaspedals ausgedrückten Wunsch des Fahrers nach Bereitstellung von Motorleistung entsprochen werden kann. An den dementsprechend eingenommenen Positionen der Drosselklappe kann dann die Kennlinie aktuell kalibriert werden, beispielsweise mit herkömmlichen Verfahren wie dem oben zitierten Pendelverfahren. Dies erfordert unter Umständen eine lokale, innerhalb gewisser Grenzen vernachlässigbar kleine, und zeitlich begrenzte Bewegung der Drosselklappe um die Sollposition.If it is recognized that the internal combustion engine 9 is currently running, the characteristic curve is calibrated in a conventional manner (step S5). As part of the calibration process, no active intervention is made in the global positioning of the throttle valve 1, since this can influence the operation of the internal combustion engine 9 in an unintentional manner. Instead, the throttle valve 1 is positioned by the control unit 11 following current driver requirements, that is, the throttle valve 1 is positioned using the throttle valve actuating unit 4 in such a way that the driver's wish to provide engine power, expressed by pressing the accelerator pedal, can be met. The characteristic curve can then be currently calibrated at the corresponding positions of the throttle valve, for example using conventional methods such as the pendulum method cited above. This may require one local, within certain limits negligibly small, and time-limited movement of the throttle valve around the target position.

Wenn jedoch erkannt wird, dass der Verbrennungsmotor 9 momentan nicht läuft, sondern stillsteht, beispielsweise weil er von einem Start-Stopp-System temporär abgeschaltet wurde oder bei einem Hybridfahrzeug temporär auf den Antrieb durch den Zusatzmotor umgeschaltet wurde, kann eine andere Kalibrierungsstrategie durchgeführt werden. Da bei stillstehendem Verbrennungsmotor 9 die aktuelle Positionierung der Drosselklappe 1 keine Relevanz hat, kann die Drosselklappe 1 in jede beliebige Soll-Position verlagert werden. Insbesondere kann die aktuelle Positionierung der Drosselklappe 1 unabhängig von aktuellen Fahreranforderungen gewählt werden. Im Rahmen der zweiten Kalibrierungsstrategie kann somit in einem Schritt S3 der Antrieb 3 vorzugsweise durch die Steuerung 11 derart angesteuert werden, dass die Drosselklappe 1 in eine vorgebbare Soll-Position verlagert wird. Anschließend wird in einem Schritt S4 die Kennlinie an dieser Soll-Position kalibriert. Da bei stillstehendem Verbrennungsmotor 9 die Drosselklappe 1 an jede beliebige Soll-Position verfahren werden kann, kann die Kennlinie über jeden beliebigen Teilbereich hin kalibriert werden.However, if it is recognized that the internal combustion engine 9 is not currently running but is standing still, for example because it was temporarily switched off by a start-stop system or, in the case of a hybrid vehicle, it was temporarily switched to drive by the additional motor, a different calibration strategy can be carried out. Since the current positioning of the throttle valve 1 has no relevance when the internal combustion engine 9 is at a standstill, the throttle valve 1 can be moved to any desired position. In particular, the current positioning of the throttle valve 1 can be selected independently of current driver requirements. As part of the second calibration strategy, the drive 3 can thus preferably be controlled by the controller 11 in a step S3 in such a way that the throttle valve 1 is moved to a predeterminable target position. The characteristic curve is then calibrated at this target position in a step S4. Since the throttle valve 1 can be moved to any desired position when the internal combustion engine 9 is at a standstill, the characteristic curve can be calibrated over any partial range.

Beispielsweise kann ein spezieller Korrekturalgorithmus durchgeführt werden, der gezielt diejenigen Abschnitte der Kennlinie korrigiert, die während des vorangehenden Betriebs des Kraftfahrzeugs weniger häufig oder gar nicht korrigiert worden sind. Zum Beispiel ist die Drosselklappe 1 im Stadtverkehr typischerweise die meiste Zeit nur wenig geöffnet. Dementsprechend werden auch nur diejenigen Abschnitte der Kennlinie bei laufendem Verbrennungsmotor 9 gemäß der oben geschilderten ersten Kalibrierungsstrategie korrigiert, die einem kleinen Drosselklappenwinkel zugeordnet sind. Bei einer längeren Standphase, beispielsweise vor einer roten Ampel, können dann bei abgeschaltetem Verbrennungsmotor 9 diejenigen Abschnitte der Kennlinie korrigiert werden, die größeren Drosselklappenwinkeln entsprechen. Dazu wird im Rahmen der zweiten Kalibrierungsstrategie die Drosselklappe 1 entsprechend weit geöffnet und die Kennlinie durch Auslesen aktueller Messwerte aus dem Drosselklappen-Winkelgeber 7 und gegebenenfalls aus dem Elektromotor des Antriebs 3 kalibriert. Für eine anschließende Überlandfahrt, bei der die Drosselklappe 1 typischerweise weit geöffnet ist, ist dann die Kennlinie bereits korrigiert.For example, a special correction algorithm can be carried out that specifically corrects those sections of the characteristic curve that were corrected less frequently or not at all during the previous operation of the motor vehicle. For example, in city traffic, the throttle valve 1 is typically only slightly open most of the time. Accordingly, only those sections of the characteristic curve when the internal combustion engine 9 is running are corrected according to the first calibration strategy described above, which are assigned to a small throttle valve angle. During a longer standstill phase, for example in front of a red traffic light, those sections of the characteristic curve that correspond to larger throttle valve angles can then be corrected when the internal combustion engine 9 is switched off. For this purpose, as part of the second calibration strategy, the throttle valve 1 is opened accordingly and the characteristic curve is calibrated by reading out current measured values from the throttle valve angle sensor 7 and, if necessary, from the electric motor of the drive 3. For a subsequent cross-country trip, during which the... Throttle valve 1 is typically wide open, the characteristic curve has already been corrected.

Claims (10)

  1. Method for calibrating a drive (3) of a throttle valve (1) of an internal combustion engine (9) of a motor vehicle, wherein a correlation between a rotor position of the drive (3) and an output voltage of a throttle valve angle transducer (7) follows a characteristic, wherein the method comprises the following steps:
    detecting (S1) whether the internal combustion engine (9) is currently running or is not running;
    characterized in that
    -- if it is detected that the internal combustion engine (9) is currently not running,
    --- activating (S3) the drive to displace the throttle valve (1) into a target position; and
    ---- calibrating (S4) the characteristic at the target position by means of a first calibration method; and
    -- if it is detected that the internal combustion engine (9) is currently running,
    ---- the characteristic is calibrated (S5) by means of a second calibration method.
  2. Method according to Claim 1, wherein, if it is detected that the internal combustion engine (9) is currently running, it is determined in which region the throttle valve (1) is displaced predominantly according to current driver demands, and wherein, if it is detected that the internal combustion engine (9) is currently not running, the drive (3) is activated to displace the throttle valve (1) into a target position lying outside said region.
  3. Method according to either one of Claims 1 and 2, wherein, if it is detected that the internal combustion engine (9) is currently running, the characteristic is calibrated at positions at which the throttle valve (1) is displaced according to current driver demands.
  4. Method according to any one of Claims 1 to 3, wherein the drive (3) of the throttle valve (1) comprises a brushless direct current motor.
  5. Control unit (11) for a motor vehicle, characterized in that the control unit (11) is configured to perform a method according to any one of Claims 1 to 4.
  6. Motor vehicle with a control unit (11) according to Claim 5.
  7. Motor vehicle according to Claim 6, wherein the motor vehicle comprises a start-stop system.
  8. Motor vehicle according to Claim 6 or 7, wherein the motor vehicle is configured as a hybrid vehicle, to be driven using an auxiliary motor when the internal combustion engine (9) is not running.
  9. Computer program product, comprising computer-readable instructions which, when run on a programmable control unit (10) according to Claim 5, instruct it to perform a method according to any one of Claims 1 to 4.
  10. Computer-readable medium with a computer program product according to Claim 9 stored thereon.
EP14715234.2A 2013-05-23 2014-03-26 Method and control unit for calibrating a drive of a throttle valve of an internal combustion engine in a motor vehicle Active EP2999870B1 (en)

Applications Claiming Priority (2)

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DE102013209624.0A DE102013209624A1 (en) 2013-05-23 2013-05-23 Method and control unit for calibrating a drive of a throttle valve of an internal combustion engine in a motor vehicle
PCT/EP2014/056054 WO2014187593A1 (en) 2013-05-23 2014-03-26 Method and control unit for calibrating a drive of a throttle valve of an internal combustion engine in a motor vehicle

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EP2999870A1 EP2999870A1 (en) 2016-03-30
EP2999870B1 true EP2999870B1 (en) 2024-02-21

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EP (1) EP2999870B1 (en)
JP (1) JP6143948B2 (en)
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DE102016209366A1 (en) * 2016-05-31 2017-11-30 Robert Bosch Gmbh Method and device for calibrating a positioner system
CN109083750B (en) * 2018-06-29 2020-11-06 北京长城华冠汽车技术开发有限公司 Automatic control system and automatic control method for opening of throttle valve

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KR20160011632A (en) 2016-02-01
US9822724B2 (en) 2017-11-21
JP6143948B2 (en) 2017-06-07
CN105247196B (en) 2018-10-16
WO2014187593A1 (en) 2014-11-27
JP2016524067A (en) 2016-08-12
US20160102627A1 (en) 2016-04-14
EP2999870A1 (en) 2016-03-30
CN105247196A (en) 2016-01-13
DE102013209624A1 (en) 2014-11-27

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