EP3521598B1 - Procédé de détermination de la position d'un organe de réglage et module d'organe de réglage - Google Patents

Procédé de détermination de la position d'un organe de réglage et module d'organe de réglage Download PDF

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Publication number
EP3521598B1
EP3521598B1 EP19152966.8A EP19152966A EP3521598B1 EP 3521598 B1 EP3521598 B1 EP 3521598B1 EP 19152966 A EP19152966 A EP 19152966A EP 3521598 B1 EP3521598 B1 EP 3521598B1
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EP
European Patent Office
Prior art keywords
actuator
control unit
commutation
motor
completed
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Active
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EP19152966.8A
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German (de)
English (en)
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EP3521598A1 (fr
Inventor
Stefan Gruber
Christian Schardax
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Bayerische Motoren Werke AG
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Bayerische Motoren Werke AG
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Publication of EP3521598A1 publication Critical patent/EP3521598A1/fr
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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
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/12—Control of the pumps
    • F02B37/18—Control of the pumps by bypassing exhaust from the inlet to the outlet of turbine or to the atmosphere
    • F02B37/183—Arrangements of bypass valves or actuators therefor
    • F02B37/186—Arrangements of actuators or linkage for bypass valves
    • 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
    • F02D41/0002—Controlling intake air
    • F02D2041/0015—Controlling intake air for engines with means for controlling swirl or tumble flow, e.g. by using swirl valves
    • 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
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils
    • F02D2041/202—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit
    • F02D2041/2058—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit using information of the actual current value
    • 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 invention relates to a method for determining the position of an actuator of an internal combustion engine, in particular a control flap, a swirl flap or a valve.
  • the invention also relates to an actuator assembly for an internal combustion engine with an actuator, a DC motor and a control unit.
  • actuators In modern internal combustion engines, a large number of regulated or controlled actuators are used which have to be brought into certain positions between two end positions for optimal operation of the internal combustion engine.
  • Such actuators are, for example, flaps or valves.
  • position sensors such as Hall sensors
  • position sensors lead to increased costs of the actuator, both in terms of material and assembly costs.
  • position sensors limit the temperature range and the vibration resistance of the actuator.
  • the EP 2 561 608 A2 a method for determining the actuating position of an actuating element by measuring the course of the armature current over time and counting the commutation artifacts contained therein.
  • the WO 2010/105 795 A2 a method for correcting counting errors when evaluating commutation artifacts in a DC motor.
  • the gear drive unit has a DC motor and a controller and the controller recognizes the stop of the motor based on the commutation artifacts.
  • EP 1 903 668 A2 a direct current motor, a control unit and a commutation artifact detector unit.
  • the position of the armature of the DC motor is determined by counting the commutation artifacts.
  • the gear drive unit has a DC motor that drives a drive element.
  • a sensor element is provided which determines the position of the drive element.
  • the EP 1 679 777 A1 further discloses an apparatus for defect detection of a DC motor.
  • the device compares the commutation artifacts to be expected per unit of time with the measured commutation artifacts per unit of time.
  • control system comprising a motor, an ammeter and a control unit.
  • the control unit corrects the number of measured commutation artifacts based on the time interval between the commutation artifacts.
  • the WO 2007/017 483 A1 an electrical circuit for controlling a DC motor, the commutation artifacts of which are measured in the current curve via an H-bridge circuit and a shunt.
  • the WO 2010/028736 A2 a method and an apparatus for processing an armature current signal.
  • the armature current signal is filtered based on the mutual induction voltage of the DC motor.
  • the object is achieved by a method for determining the position of an actuator of an internal combustion engine according to claim 1.
  • a current measurement is usually carried out for other purposes in the case of direct current motors or their drivers, or it can be implemented without complex and sensitive sensors such as a shunt.
  • the invention is based on the idea that the position can be determined with sufficient accuracy from the number of commutations.
  • the accuracy of a position determination based on the commutation artifact is less than with special position sensors, but it was recognized that the accuracy that can be achieved by means of commutation artifacts is sufficient for many applications in the internal combustion engine.
  • the control unit determines the position of the actuator using the number of commutation artifacts relative to an end position of the actuator.
  • the control unit recognizes when the actuator has reached the end position, then determines the position of the actuator as the end position independently of the number of commutation artifacts and, when the end position is reached, checks whether the number of commutation artifacts is above a predetermined minimum number and / or within a predetermined range lies. If an end position is reached, the control unit interprets the current position as the end position. Thus, every time the actuator has reached one of its end positions, the measurement method is calibrated. In addition, the number of commutation artifacts of the completed revolutions and / or the angle of rotation is set to zero when an end position is reached.
  • commutation artifacts are understood to mean fluctuations in the current curve that are generated by the mechanical commutation of the direct current motor. These commutation artifacts are also called "ripples”.
  • the control unit preferably determines the direction of rotation of the direct current motor, in particular on the basis of the polarity of the current, and uses the direction of rotation to determine the position of the actuator.
  • the number of commutation artifacts when the DC motor rotates in the positive direction of rotation is increased by one with every further recognized commutation artifact and, when rotated in the negative direction of rotation, is reduced by one with every further recognized commutation artifact.
  • control unit determines the number of revolutions completed by the direct current motor and / or the completed angle of rotation of the direct current motor based on the number of commutation artifacts and uses the number of revolutions completed by the direct current motor and / or the completed angle of rotation to determine the position of the actuator. A simple and reliable determination of the position is possible in this way.
  • a gear is provided between the DC motor and the actuator, information about the gear ratio being stored in the control unit, the control unit determining the position of the actuator as a function of the gear ratio and the number of revolutions and / or the angle of rotation of the DC motor is determined. This allows the position of the actuator to be determined even when using gears.
  • the gearbox is self-locking to avoid measurement errors due to unintentional movements of the actuator.
  • a table of values is stored in the control unit which specifies the position of the actuator as a function of the number of commutation artifacts, the number of revolutions completed, the angle of rotation completed and / or the transmission ratio. In this way the process can be accelerated.
  • the current profile is measured by the control unit, a driver of the direct current motor or a shunt with a voltmeter, which enables the current profile to be determined precisely.
  • an actuator assembly for an internal combustion engine with an actuator, a DC motor and a control unit which is set up to carry out the method according to the invention.
  • control unit is part of a driver and / or an H-bridge for the direct current motor, which can further reduce costs.
  • the driver and / or the H-bridge is in particular part of the actuator assembly.
  • the actuator is a control flap for a turbocharger unit of the internal combustion engine, a swirl flap for an intake system of the internal combustion engine or a valve, in particular a multi-way valve for an engine cooling circuit of the internal combustion engine.
  • control flap is used to switch between two turbochargers of a turbocharger unit and the swirl flap is used to change the swirl with which the fuel or the fuel-air mixture is introduced into the cylinder.
  • the actuator assembly can have a gear with a predetermined translation, the gear being in particular self-locking.
  • FIG. 1 an internal combustion engine 10 with a turbocharger unit 12, for example a bi-turbocharger, an intake system 14, an engine block 16 of an exhaust system 18 and an engine cooling circuit 20 is shown.
  • a turbocharger unit 12 for example a bi-turbocharger
  • an intake system 14 for example a bi-turbocharger
  • an engine block 16 of an exhaust system 18 for example a bi-turbocharger
  • the turbocharger unit 12, the intake system 14 and the engine cooling circuit 20 each have at least one actuator assembly 22, each of which has an actuator 24 ( Figure 2 ) include.
  • the actuator 24 of the actuator assembly 22 of the turbocharger unit 12 is a regulating flap that can supply the air or exhaust gas flow between two different turbochargers to the turbocharger unit 12.
  • an actuator assembly 22 with four swirl flaps is provided as actuators 24.
  • the swirl flaps can change the direction of flow of a fuel-air mixture into the cylinder of the engine block and thus the swirl that forms in the corresponding cylinder.
  • the four swirl flaps are connected to the direct current motor 26 via a rod 21 and operated.
  • the actuator 24 of the actuator assembly 22 of the engine cooling circuit 20 is a valve, in particular a multi-way valve, which controls the flow of coolant into various branches of the engine cooling circuit 20.
  • actuators can also be designed as part of an actuator assembly 22 according to the invention.
  • the use cases described are only to be understood as examples.
  • the actuator assembly 22 has a direct current motor 26 and a transmission 28 as well as a control unit 30 and a driver 32.
  • the direct current motor 26, more precisely the output shaft of the direct current motor 26, is connected to the actuator 24 for torque transmission via the transmission 28.
  • the gear 28 has a known translation and is, for example, a worm gear.
  • the transmission 28 is in particular self-locking so that its position can only be changed by the direct current motor 26.
  • the direct current motor 26 is connected via two power lines 34 to the driver 32, which can supply current to the direct current motor 26.
  • the driver 32 can have an H-bridge 33.
  • the driver 32 is electrically connected to the control unit 30 so that the control unit 30 can control the driver 32.
  • control unit 30 can also be integrated in the driver 32.
  • control unit 30 instructs the driver 32 to energize the DC motor 26, i. H. To supply electricity.
  • the direct current motor 26 converts the electrical energy supplied to it into a torque or a rotation of its output shaft.
  • the torque is translated by the transmission 28 and fed to the actuator 24, whereby the actuator 24 is actuated.
  • the multi-way valve in the engine cooling circuit 20 is opened in this way and the control flap of the turbocharger unit 12 or a swirl flap of the intake system 14 is moved.
  • the actuator 24 can be moved by the direct current motor 26 between two end positions.
  • the direction of movement of the actuator 24 depends on the direction of rotation of the direct current motor 26. More precisely, the direction of rotation of the actuator 24 depends on the direction of rotation of the output shaft of the direct current motor 26. In the following, however, only the direct current motor 26 is referred to for the sake of simplicity.
  • the direct current motor 26 or its output shaft is rotated in a positive or negative direction of rotation, whereby the actuator 24 is adjusted in a positive or negative direction.
  • the distance covered by the actuator 24 depends on the number of revolutions of the direct current motor 26 and the translation of the gearbox 28, so that the position of the actuator 24 is determined based on the number of revolutions that the direct current motor 26 has completed and the translation of the gearbox 28 can be.
  • control unit 30 determines the current curve 38 of the current that was supplied to the direct current motor 26 by the driver 32.
  • the measurement of the current can take place by the driver 32 itself, for example the driver 32 itself determines the so-called current mirror anyway.
  • the measurement can also take place in the H-bridge 33.
  • the current can be measured more precisely by means of the shunt 36, the current measurement then being carried out by the control unit 30 itself.
  • the actuator 24 is moved from its first end position E 1 to its second end position E 2 .
  • the commutation artifacts 42 arise during the commutation of the direct current motor 26 in that the direct current supplied to the direct current motor 26 is converted into an alternating current by a mechanical inverter.
  • the control unit 30 detects the commutation artifacts 42 in the measured current curve 38 and counts the number of commutation artifacts 42 that occur.
  • control unit 30 has information about the polarity of the current supplied to the direct current motor 26, for example about the sign of the current or information from the driver 32.
  • control unit 30 increases the number of detected commutation artifacts 42 by one for each commutation artifact 42 detected. Likewise, the control unit 30 reduces the number of commutation artifacts 42 by one if the current supplied to the direct current motor 26 leads to a rotation in the negative direction of rotation and a further commutation artifact 42 was detected.
  • control unit 30 can then infer the angle of rotation and the number of rotations completed by the direct current motor 26.
  • control unit 30 divides the number of commutation artifacts 42 by two and thereby receives the number of completely completed revolutions.
  • the direct current motor 26 If the number of commutation artifacts 42 is odd, this means that the direct current motor 26 also has an angle of rotation of over 180 °. If the number of commutation artifacts 42 is even, the angle of rotation of the direct current motor 26 is less than 180 °.
  • the number of commutation artifacts 42 and thus the number of completed revolutions of the direct current motor 26 including the angular position is counted on the basis of one of the end positions E 1 or E 2 .
  • the control unit 30 can therefore use the number of completed revolutions of the direct current motor and the current angular position of the direct current motor 26 to determine the path covered by the actuator 24 from the end position. For this purpose, the control unit 30 uses the information about the translation of the transmission 28, which is stored in a memory of the control unit 30.
  • information on the type of actuator 24 is stored in the control unit 30, for example information on the range of motion of the actuator 24.
  • one complete revolution of the direct current motor 26 corresponds to a rotation of the control flap of the turbocharger unit 12 by 0.5 °.
  • the control unit 30 can thus determine that the regulating flap, that is to say the actuator 24, has been rotated by 9 ° when the DC motor 26 has completed 18 revolutions.
  • control unit 30 can have information about the range of motion of the actuator, that is to say of the regulating flap.
  • the range of motion of the regulating flap is 45 °, so that 18 completed revolutions of the direct current motor 26 correspond to a regulating flap opened by 20%.
  • control unit 30 correspondingly reduces the number of commutation artifacts 42 and thus the number of rotations completed.
  • the position of the actuator 24 relative to one of its end positions can be determined without further sensors, such as a position sensor for the actuator 24.
  • the control unit 30 can use data from the driver 32 or the current curve 38 to determine when the actuator 24 reaches one of its end positions E 1 , E 2 . As in Figure 3 To see, the current increases sharply as soon as the end position E 2 of the actuator 24 is reached. This increase is recognized by the driver 32 or the control unit 30 as reaching the end position E 2 .
  • control unit 30 determines that the actuator 24 has reached one of its end positions E 1 , E 2 , it sets the position of the actuator 24 determined by it to the corresponding end position E 1 , E 2 , regardless of whether the number of Commutation artifacts 42 determined position of the actuator 24 agrees with it or not.
  • the control unit 30 Before resetting the number of commutation artifacts 42 or when reaching the end position E 1 , E 2 , the control unit 30 compares the number of commutation artifacts 42 with a predetermined minimum number and / or a predetermined range that is stored in a memory of the control unit 30 is.
  • the predetermined minimum number and / or the predetermined range are calculated or empirically determined values for the number of commutation artifacts 42 that at least occur when the actuator 24 is actuated from one of the end positions E 1 , E 2 to the other in error-free operation or between which the Number with a high probability.
  • control unit 30 concludes that there is a problem with the actuator assembly 22 and generates an error message, for example.
  • control unit 30 counts the number of commutation artifacts 42 from zero, whereby an exact determination of the position is always achieved.
  • control unit 30 which shows the position of the actuator 24 directly with the number of the commutation artifacts 42, without the control unit 30 having to make calculations on the number of revolutions completed by the direct current motor 26 or the translation of the gearbox 28.
  • the table of values can also indicate the position of the actuator 24 as a function of the number of revolutions completed by the direct current motor 26 or the angle of rotation completed.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Position Or Direction (AREA)
  • Valve Device For Special Equipments (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)

Claims (10)

  1. Procédé de détermination de la position d'un organe de réglage (24) d'un moteur à combustion interne (10), en particulier d'un papillon des gaz, d'une vanne papillon ou d'une soupape, qui est actionné par un moteur à courant continu (26), comprenant les étapes suivantes consistant à :
    a) mesurer le trajet de courant (38) du courant amené au moteur à courant continu (26),
    b) reconnaître des interférences de commutation (42) sur le trajet de courant (38) mesuré,
    c) déterminer le nombre des interférences de commutation (42) reconnues par une unité de commande (30),
    d) déterminer la position de l'organe de réglage (24) à l'aide du nombre d'interférences de commutation (42) par l'unité de commande (30) en utilisant le nombre d'interférences de commutation (42) par rapport à une position de fin de course (E1, E2) de l'organe de réglage (24),
    e) reconnaître la position de fin de course (E1, E2) de l'organe de réglage (24) par l'unité de commande (30), et ensuite déterminer la position de l'organe de réglage (24) comme la position de fin de course (E1, E2) indépendamment du nombre des interférences de commutation (42), et
    f) vérifier, par l'unité de commande (30), lorsque la position de fin de course (E1, E2) est atteinte, si le nombre des interférences de commutation (42) est situé au-dessus d'un nombre minimal prédéterminé et/ou est compris dans une plage prédéterminée.
  2. Procédé selon la revendication 1, caractérisé en ce que l'unité de commande (30) détermine le sens de rotation du moteur à courant continu (26), en particulier à l'aide de la polarité du courant, et l'utilise pour déterminer la position de l'organe de réglage (24).
  3. Procédé selon la revendication 1 ou 2, caractérisé en ce que l'unité de commande (30) détermine le nombre de tours effectués par le moteur à courant continu (26) et/ou l'angle de rotation effectué par le moteur à courant continu (26) à l'aide du nombre des interférences de commutation (42), et les utilise pour déterminer la position de l'organe de réglage (24).
  4. Procédé selon la revendication 3, caractérisé en ce qu'une boîte de vitesses (28) est prévue entre le moteur à courant continu (26) et l'organe de réglage (24), dans lequel des informations concernant le rapport de transmission de la boîte de vitesses (28) sont mémorisées dans l'unité de commande (30), l'unité de commande (30) déterminant la position de l'organe de réglage (24) en fonction du rapport de transmission de la boîte de vitesses (28) ainsi que des tours effectués et/ou de l'angle de rotation effectué du moteur à courant continu (26).
  5. Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce que dans l'unité de commande (30) un tableau de valeurs est mémorisé qui indique la position de l'organe de réglage (24) en fonction du nombre d'interférences de commutation, du nombre de tours effectués, de l'angle de rotation effectué et/ou du rapport de transmission de la boîte de vitesses (28).
  6. Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce que le trajet de courant (38) est mesuré par l'unité de commande (30), un circuit d'attaque (32) du moteur à courant continu (26) ou un shunt (36) muni d'un voltmètre.
  7. Ensemble d'organes de réglage destiné à un moteur à combustion interne doté d'un organe de réglage (24), d'un moteur à courant continu (26) et d'une unité de commande (30) qui est conçue pour effectuer un procédé selon l'une quelconque des revendications précédentes.
  8. Ensemble d'organes de réglage selon la revendication 7, caractérisé en ce que l'unité de commande (30) fait partie d'un circuit d'attaque (32) et/ou d'un pont en H pour le moteur à courant continu (26) .
  9. Ensemble d'organes de réglage selon la revendication 7 ou 8, caractérisé en ce que l'organe de réglage (24) est un papillon des gaz pour une unité de turbocompresseur (12) du moteur à combustion interne (10), une vanne papillon pour un système d'admission (14) du moteur à combustion interne (10) ou une soupape, en particulier une soupape à plusieurs voies pour un circuit de refroidissement de moteur (20) du moteur à combustion interne (10).
  10. Ensemble d'organes de réglage selon l'une quelconque des revendications 7 à 9, caractérisé en ce que l'ensemble d'organes de réglage (22) présente une boîte de vitesses (28) ayant un rapport de transmission prédéterminé, la boîte de vitesses (28) étant en particulier autobloquante.
EP19152966.8A 2018-02-01 2019-01-22 Procédé de détermination de la position d'un organe de réglage et module d'organe de réglage Active EP3521598B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102018201513.9A DE102018201513A1 (de) 2018-02-01 2018-02-01 Verfahren zur Bestimmung der Position eines Stellglieds sowie Stellgliedbaugruppe

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EP3521598A1 EP3521598A1 (fr) 2019-08-07
EP3521598B1 true EP3521598B1 (fr) 2020-09-09

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EP4089909A1 (fr) * 2021-05-12 2022-11-16 Oblamatik AG Dispositif de réglage, soupape motorisée et procédé de fonctionnement d'un dispositif de réglage

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EP1679777A1 (fr) * 2005-01-05 2006-07-12 Behr-Hella Thermocontrol GmbH Dispositif pour la détection du blocage d'un moteur commuté à courant continue basé sur les ondulations du courant
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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP4089909A1 (fr) * 2021-05-12 2022-11-16 Oblamatik AG Dispositif de réglage, soupape motorisée et procédé de fonctionnement d'un dispositif de réglage

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EP3521598A1 (fr) 2019-08-07
DE102018201513A1 (de) 2019-08-01

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