WO1992014045A1 - Procede et dispositif de commande de la position d'un papillon de regulation de la quantite d'air admise dans un moteur a combustion interne - Google Patents

Procede et dispositif de commande de la position d'un papillon de regulation de la quantite d'air admise dans un moteur a combustion interne Download PDF

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Publication number
WO1992014045A1
WO1992014045A1 PCT/EP1992/000222 EP9200222W WO9214045A1 WO 1992014045 A1 WO1992014045 A1 WO 1992014045A1 EP 9200222 W EP9200222 W EP 9200222W WO 9214045 A1 WO9214045 A1 WO 9214045A1
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WO
WIPO (PCT)
Prior art keywords
throttle
bits
digitised
control
loop
Prior art date
Application number
PCT/EP1992/000222
Other languages
English (en)
Inventor
Christian Barreau
Jean-Michel Grimaud
Original Assignee
Siemens Automotive S.A.
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens Automotive S.A. filed Critical Siemens Automotive S.A.
Publication of WO1992014045A1 publication Critical patent/WO1992014045A1/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
    • 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
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
    • G05B19/00—Programme-control systems
    • G05B19/02—Programme-control systems electric
    • G05B19/18—Numerical control [NC], i.e. automatically operating machines, in particular machine tools, e.g. in a manufacturing environment, so as to execute positioning, movement or co-ordinated operations by means of programme data in numerical form
    • G05B19/19—Numerical control [NC], i.e. automatically operating machines, in particular machine tools, e.g. in a manufacturing environment, so as to execute positioning, movement or co-ordinated operations by means of programme data in numerical form characterised by positioning or contouring control systems, e.g. to control position from one programmed point to another or to control movement along a programmed continuous path
    • G05B19/39—Numerical control [NC], i.e. automatically operating machines, in particular machine tools, e.g. in a manufacturing environment, so as to execute positioning, movement or co-ordinated operations by means of programme data in numerical form characterised by positioning or contouring control systems, e.g. to control position from one programmed point to another or to control movement along a programmed continuous path using a combination of the means covered by at least two of the preceding groups G05B19/21, G05B19/27 and G05B19/33
    • 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
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
    • G05B2219/00—Program-control systems
    • G05B2219/30—Nc systems
    • G05B2219/41—Servomotor, servo controller till figures
    • G05B2219/41326—Step motor
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
    • G05B2219/00—Program-control systems
    • G05B2219/30—Nc systems
    • G05B2219/42—Servomotor, servo controller kind till VSS
    • G05B2219/42102—Coarse 8-bit positioning in closed loop, fine 10-bit in open loop

Definitions

  • the present invention relates to a method and to a device for controlling the position of a throttle for regulating the quantity of air admitted into an internal combustion engine propelling a motor vehicle and, more particularly, to such an electronic control device ensuring high angular resolution, a large dynamic range and a high speed of response, whilst offering good immunity to noise and a contained manufacturing cost.
  • Motor vehicles are usually equipped with an accelerator pedal which is mechanically linked to a disc mounted tiltably in the air inlet duct of the internal combustion engine propelling the vehicle. Through an action on this pedal, the driver controls the angular position of the disc in the duct, which position regu ⁇ lates through loss of load the quantity of air entering the engine.
  • a mechanical link is difficult to instal, lacks precision and does not allow intervention, in the regulating of the air admitted, by electronic devices such as a calculator of petrol injection time, a wheel anti-slip or anti-lock device, etc.
  • An electronic device for controlling the position of the air throttle which does not have- these limitations is known.
  • Such a device has been represented diagrammatically in Figure 1, and essentially comprises a sensor 1 of the position of an accelerator pedal 2, this sensor delivering a signal representing the request by the driver, a control unit 3 for an electric motor 5 actuating a throttle 4 for driving the position of the throttle to a setpoint value requested by the driver or by an on-board electronic device, and a sensor 6 of position of the throttle.
  • a calculator contained in the unit 3 formulates a command transmitted to the electric motor 5 which then ensures a suitable displacement of the throttle 4 in order to drive the letter's position to the requested setpoint.
  • such a device must have a very good angular resolution (of the order of 0.1° for a throttle diameter of 50 mm), a large dynamic range corresponding to a 90° rotation of a throttle between its open position and its closed position, and a high speed of response, the throttle having to pass from an open position into a closed position or vice versa in 100 ms, for example.
  • angular resolution of the order of 0.1° for a throttle diameter of 50 mm
  • a large dynamic range corresponding to a 90° rotation of a throttle between its open position and its closed position and a high speed of response, the throttle having to pass from an open position into a closed position or vice versa in 100 ms, for example.
  • These characteristics are indispensable to ensure good stability at idle speed ( ⁇ 20 revs/min) whereas the speed of the engine is particularly sensitive to small variations in the angular position of the throttle.
  • These characteristics also ensure, still at idle speed, better compensation for the speed variations when switching on an energy consumer such as air condi ⁇ tion
  • the said characteristics ensure the driver good driving comfort, that is to say good progressiveness and good accuracy of control of the throttle as well as a high speed of response so that no time lag between the request and the response can be perceived by the driver.
  • the use can also be envisaged of a digital control.
  • the dynamic range of 0 to 900 then required (90°/0.1°) given the requested resolution (0.1°) then entails using signals digitised with 10 bits (dynamic range of 0 to 1023), this creating a certain number of problems.
  • the signal provided by the sensor is delivered to an analog input of digital control means (microprocessor-based for example) which must then be equipped with an analog/digital converter operating on 10 bits, necessarily more expensive than a converter operating on 8 bits, for example.
  • the present invention therefore aims to provide a method and a device for controlling the position of a throttle for regulating the quantity of air admitted into an internal combustion engine propelling a motor vehicle, which do not have the abovementioned disadvantages.
  • the present invention also aims to provide such a method and such a device offering, apart from resolu ⁇ tion, the required speed of response and dynamic range, good immunity to noise and a moderate construction cost.
  • the present invention further aims to provide such a method and such a device ensuring good pro- siveness of control at small openings of the throttle, which is required to obtain satisfactory stability of operation of the engine at idle speed.
  • aims of the invention are achieved with a method of controlling the position of a throttle for regulating the quantity of air admitted into an internal combustion engine propelling a motor vehicle, according to which the angle of position of the throttle is measured, the measurement obtained is digitised with n bits, and the digitised measurement is used to control a stepper motor for actuating this throttle in such a way as to drive this angular position to a setpoint value.
  • the stepper motor is control ⁇ led in closed loop on the basis of an error signal digitised with n bits and in open loop on the basis of an error signal digitised with (n + m) bits.
  • a microstep control of the stepper motor is used to ensure the driving of the position of the throttle to a setpoint value digitised with (n + m) bits.
  • This known technique of control in microsteps reduces the risks of oscillations of the throttle about a position, and therefore of loss of step. It furthermore simplifies the control method according to the invention, as will be seen below.
  • an error signal of position of the closed-loop control is formulated from a setpoint value digitised with (n + m) bits and from a measurement of the position of the throttle digitised with n bits and formatted as (n + m) bits by addition of lower-order bits in the "zero" state.
  • the initial position of the throttle is identified with the setpoint value of this position used in the preceding cycle.
  • the setpoint value of the position of the throttle is further acted upon on the basis of engine operating parameters, in such a way as to duplicate the closed loop for controlling the position of the throttle with a second closed loop, outside the first.
  • the invention also provides a device for imple ⁇ menting the method according to the invention, comprising a stepper motor for actuating the throttle, electrical supply means for the motor and means responsive to a signal delivered by a sensor of angular position of the throttle and to a signal representing a setpoint position of this throttle in order to control this supply.
  • the device comprises means for digitising the angular position signal with n bits, the control means being supplied with digitised angular- position and setpoint signals in order to drive the position of the stepper motor and of the throttle in closed loop with the aid of an error signal digitised with n bits, and in open loop with the aid of an error signal digitised with (n + m) bits.
  • Means are provided for controlling the engine with microsteps according to an angular resolution corresponding to the resolution of the error signal with (n + m) bits used in the open-loop servo control.
  • the latter furthermore comprises sensors of operating parameters of the engine and means responsive to these parameters for acting upon the position setpoint of the throttle according to a second closed-loop control loop, outside the first.
  • This second loop makes it possible to improve the positional control of the throttle and therefore to ensure, in particular at idle speed, good stability of speed.
  • FIG. 1 is a functional diagram, described in the preamble of the present description, of a device for controlling the position of a throttle of the prior art
  • - Figure 2 is a functional diagram of a device for controlling the position of a throttle for regulating the quantity of air admitted into an internal combustion engine, according to a first embodiment of the invention
  • - Figure 3 is a functional diagram of a variant of the device of Figure 2
  • - Figure 4 is a flow diagram useful in describing the control method according to the invention
  • - Figure 5 represents graphs of the rate of displacement of the throttle of the device according to the invention, as a function of the error of instantaneous position and as a function of time, respectively.
  • the device represented, according to the invention, the inlet throttle 4, the motor 5 for controlling the position of this throttle and the sensor 6 of the position occupied by the said throttle.
  • the device further comprises digital calculation means 7 consisting for example of a microprocessor, the latter delivering control signals to a power control unit 8 which regulates the electrical supply of phases l, ⁇ 2 of the motor 5 which, according to the invention, is a stepper motor.
  • the control method according to the invention which will be described below, is implemented with the aid of appropriate programming of the micro ⁇ processor 7, and with the aid of a controller 9 associa ⁇ ted for example with a device for controlling fuel injection into the internal combustion engine equipped with the device according to the invention.
  • the controller 9 delivers to the micro ⁇ processor 7 a setpoint signal of position of the throttle, calculated as a function of one or more control strategies each adapted to one particular phase of operation of the engine, such as a phase of operation at idle speed, for example.
  • this controller is associated with means (not shown) allowing account •to be taken of a request by the driver of the vehicle, indi ⁇ cated with the aid of an accelerator pedal, as was seen above.
  • the step motor is controlled in closed loop on the basis of an error signal digitised with n bits and in open loop on the basis of an error signal digitised with (n + m) bits.
  • the controller 9 delivers to the microprocessor 7 a setpoint signal of position of the throttle digitised with 10 bits.
  • the analog signal delivered by the sensor 6 is digitised in an analog/digital converter 10, which may be outside or inside the microprocessor 7, in such a way as to deliver a position signal digitised with 8 bits.
  • the stepper motor 5 in order to achieve the resolution of 0.1° required in the position control of the throttle 4, can be controlled in microsteps according to the technique described in the United-States Patent No. 4 855 660 mentioned above.
  • a stepper motor of the hybrid type with 200 steps per revolution (namely 50 steps over 90°)
  • the device according to the invention represented in Figure 2 comprises a microprocessor 7 which ensures acquisition of the angular position setpoint of the throttle and of the current position of the throttle, in order to control, via the power control unit 8, a stepper electric motor 5.
  • the latter directly drives the inlet throttle 4 which is itself coupled to the position sensor 6.
  • the signal delivered by this sensor after digitisation with 8 bits only, enables the microprocessor to drive the position of the throttle to the desired setpoint, as will be under ⁇ stood on reading the following description of the control method according to the invention, given in relation to the flow diagram of Figure 4.
  • the microstep control by virtue of an improved damping of the inertia of the motor, allows the rates of rotation of the latter to be increased.
  • the rate of rotation of the motor and of the throttle will depend on the positioning error and will follow a
  • the position error allows determination of an optimal rate of displacement, accord ⁇ ing to the law illustrated by Figure 5A.
  • the law of variation over time defined by the graph of Figure 5B may however provoke the choice of a rate of displacement intermediate between those defined by the two laws, if the law of Figure 5A does not make it possible to comply with the change over time defined by Figure 5B. With each calculation cycle, the opportunity to use the optimal rate of displacement is thus reexamined.
  • the microprocessor 7 receives a signal digitised with 8 bits and defining the current position of the throttle and a signal digitised with 10 bits representing a setpoint value of the position of this throttle. The microprocessor then calculates the distance over 8 bits of these two values in order to extract therefrom an error signal with 8 bits.
  • the microprocessor operates through successive cycles of calculation which are renewed, for example, every 5 ms.
  • the microprocessor first captures the measurement of the current position of the throttle (with 8 bits) then acquires the position setpoint of the throttle (the latter measurement is effected on the basis of an input in frequency and does not therefore require any analog input with 10 bits).
  • the microprocessor then carries out a first calculation of position error with 8 bits. For this purpose, the throttle position setpoint is reduced to 8 bits, that is to say the two least signifi- cant bits of the setpoint with 10 bits are deleted.
  • the current position setpoint of the throttle reduced to 8 bits and formatted with 10 bits so as to be acceptable to the microprocessor, that is to say by setting to 0 the two least significant bits, is saved for the following calculation cycle, as initial position value of the throttle.
  • the stepper motor has time to meet the setpoint fixed for it during this cycle.
  • a closed-loop control of the position of the throttle is thereby set up on the basis of calculations, the accuracy of which is 8 bits.
  • the number of steps or microsteps which the stepped motor must make in order to achieve the new throttle position setpoint is determined.
  • the sign of the position error indicates the direction of rotation of the motor 5.
  • the number of microsteps to be made enables the microprocessor to determine the rate of rotation of the motor in accordance with the laws shown in the graphs of Figure 5, placed in memory in the micro ⁇ processor. It will be noted that the rate of rotation is limited in so as not to entail losses of step, for example during sudden starting or stopping of the motor.
  • the microprocessor executes a second calculation of position error with 10 bits. For this purpose it uses as value of position of the throttle (with 10 bits) the value of the setpoint used in the earlier cycle, assumed (as indicated above), to represent the current position of the throttle with 10 bits. The current setpoint is saved for use in a possible subsequent calculation cycle, as a measurement of initial position in the cycle, as was seen above. Finally, on the basis of the amplitude of the error and of its sign, the amplitude, the direction and the rate of rotation of the motor are regulated, as described above.
  • an open-loop control with 10 bits intervenes when the position servo control, with 8 bits (closed loop) is carried out.
  • the position error is then small and now only requires small rates of displacement of the throttle. This reduces the risks of positioning error resulting for example from losses of step due to the inertia of the rotor of the stepped motor, to errors in position measurement, etc. Furthermore, the errors in position being small, it is possible to guarantee that the motor will have time to achieve the new setpoint within 5 ms, this allowing the use, according to the invention, of the value of the old setpoint as the current position of the throttle at the start of a new calculation cycle.
  • the microprocessor triggers cyclically the commands required for the posi ⁇ tional control of the stepper motor.
  • the previously calculated position error is decremented and an index is incremented in a "map" placed in memory in order to determine the amplitude of the currents to be sent in the phases ⁇ l and ⁇ 2 (sine and cosine) of the stepped motor.
  • a stepped motor does not, in principle, require the use of a sensor to check the position which it occupies. In fact, knowing the start position of the motor, it suffices to count the steps taken during the displacements in order to know the new position of the motor. In practice, such counting operations may be disturbed by losses of step when the motor is started or stopped, as a result of the latter's inertia. In order not to be too limited in terms of rate of rotation, that is to say in terms of speed of response, a position sensor is then used to check the displacements effected.
  • FIG. 3 of the attached drawing in which has been represented a variant of the device of Figure 2, a variant which it proves particu ⁇ larly advantageous to employ to regulate the rate of rotation of the internal combustion engine during idling operation of the latter, which entails very small openings of the throttle.
  • Figure 3 are again found all the members of the device of Figure 2, which are associated with an engine 11 comprising a flywheel 12 on its output shaft, the rate of rotation of this flywheel being detected by a sensor 13, with variable reluctance for example, this sensor providing a corresponding signal to a throttle controller 9 incorporated in a device 15 provided in order to control, for example, the injection of fuel and/or the ignition of the air/fuel mixture introduced into the engine.
  • the capture by the device 15 and the controller 9, of the speed (N) of the engine, allows a second servo control loop to be set up, parallel to be first, this second servo control allowing the resolution of the positional control of the throttle to be improved, thereby raising the stability of the idle speed.
  • an inlet pressure sensor 14 for provid ⁇ ing the device 15 and the controller 9 with an additional parameter such as the inlet pressure (P), enabling the operation of the engine to be observed, in particular at idle speed.
  • the second servo control loop may be activa- ted only at idle speed.
  • the method and the device described above for control according to the invention have numerous advanta ⁇ ges. Apart from that which is gained from the use of a hybrid stepper motor (large number of steps per revolution, high mass torque, significant internal damping, "magnetic memory” for position), the use of a throttle position signal digitised with only 8 bits enables a position sensor and an analog/digital converter of moderate price to be incorporated in the device. It will be possible to further contain the price of the device by the use of a microprocessor with integrated 8- bit analog/digital converter which is currently found on the market.
  • control of the motor in microsteps reduces the risks of oscillations about a position, and this avoids losses of step.
  • the positional marking of the throttle performed by the position sensor can be duplicated with a counting of the steps, and this may offer a significant advantage when demanding a high level of safety and therefore back ⁇ up measurements of the position of the throttle. This results in an improvement in the performance of the control in terms of stoppage or starting of the stepped motor, that is to say an improvement in response time.
  • this control technique enables the implementa ⁇ tion of the method according to the invention to be simplified. In fact, it will be possible to use a conven ⁇ tional stepped control within the closed-loop control phase, and then a microstep control in the second, open- loop control phase.
  • the immunity of the device to noise will be improved relative to that which would be observed if digitising with 10 bits. This may make it possible to dispense with the shielding of the cable which connects the sensor to the microprocessor.
  • the accuracy of the controller obtained is determined by the analog/digital converter used (namely 8 bits or 0.35°)
  • the resolution of the control (l/32nd of a step, namely 0.056°) ensures excellent progressiveness at small throttle openings. If a more accurate control is required, it will be possible to perform a servo control by counting microsteps, at the cost of a lower rate of displacement of the motor, in order to avoid losses of microsteps in the counting operations.
  • the resolution of the control of this throttle must of course be increased.
  • the invention makes it possible to obtain a high resolution and, to this end, allows a certain standardisation of the throttle on engines of various powers.
  • the second servo control provided by the invention (see Figure 3) by virtue of observation of the change in the engine speed and/or in the inlet air pressure of the engine, makes it possible to improve the accuracy of the positional control of the throttle and therefore to improve the stability of the idle speed.
  • the outer servo control loop set up by virtue of the sensor 13 and/or 14 is slow but accurate, since it currently operates with an accuracy better than 10 bits in respect of the engine speed.
  • the "manifold pressure" information provided by the sensor 14 may, it is true, be of only 8 bit accuracy. However, it must then be noted that the function connecting the position of the throttle to the pressure of the manifold is not linear.
  • the invention is not limited to the embodiments described and represented, which were given merely by way of example.
  • the accuracy of a motor controlled solely step by step would be judged sufficient, it would be possible to abandon the use of a control in microsteps of this motor.
  • the invention would however retain its value in that it would enable the cost of the device to be lowered through the use which it makes of measurements digitised with 8 bits only instead of 10 for example.
  • stepper motor of the hybrid type to achieve the requested resolution
  • scope of the invention would not be exceeded by using stepper motors of other types, with variable reluctance or with permanent magnet for example.
  • the invention extends finally to control methods combining a closed-loop servo control and an open- loop control employed on quantities digitised with numbers n or (n + m) of bits which differ from those given above by way of example.

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  • Engineering & Computer Science (AREA)
  • Human Computer Interaction (AREA)
  • Manufacturing & Machinery (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Automation & Control Theory (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)

Abstract

Le dispositif comprend un moteur pas à pas (5) agissant sur un papillon (4), une alimentation électrique (8) du moteur (5) et un système (7) réagissant à un signal de position angulaire du papillon (4), envoyé par un capteur (6) et à un signal correspondant à une position prédéterminée de ce papillon, de manière à contrôler cette admission. Selon l'invention, le dispositif comporte un système (9, 10) de numérisation du signal de position angulaire sous forme de n bits et de la position prédéterminée sous forme de (n+m) bits, un système de commande (7) recevant les signaux numérisés et commandant la position du moteur pas à pas et du papillon (4) avec l'aide, en circuit bouclé, d'un signal d'erreur numérisé sous forme de n bits, et, en circuit ouvert, d'un signal d'erreur numérisé sous forme de (n+m) bits. L'invention s'applique à la commande d'un moteur à combustion interne destiné à mouvoir un véhicule.
PCT/EP1992/000222 1991-02-12 1992-02-03 Procede et dispositif de commande de la position d'un papillon de regulation de la quantite d'air admise dans un moteur a combustion interne WO1992014045A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR9101598A FR2672639B1 (fr) 1991-02-12 1991-02-12 Procede et dispositif de commande de la position d'un papillon de reglage de la quantite d'air admise dans un moteur a combustion interne.
FR91/01598 1991-02-12

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WO1992014045A1 true WO1992014045A1 (fr) 1992-08-20

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DE102014013429A1 (de) * 2014-09-10 2016-03-24 Audi Ag Verfahren zur genauen Positionsbestimmung
RU2772165C1 (ru) * 2021-04-12 2022-05-18 Акционерное общество "БОРИСФЕН" Дозатор топлива для газотурбинной установки
US11649775B2 (en) 2020-09-24 2023-05-16 Kohler Co. Analog controller for electronic throttle body

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US5844394A (en) * 1996-09-20 1998-12-01 Matsushita Electric Industrial Co., Ltd. Stepping motor controller
US6672282B2 (en) * 2002-03-07 2004-01-06 Visteon Global Technologies, Inc. Increased resolution electronic throttle control apparatus and method
US6920845B2 (en) 2003-08-14 2005-07-26 Visteon Global Technologies, Inc. Engine cooling disc valve

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EP0285868A1 (fr) * 1987-04-09 1988-10-12 Siemens Aktiengesellschaft Dispositif de commande de l'air d'admission d'un moteur à combustion
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GB951785A (en) * 1959-07-29 1964-03-11 Licentia Gmbh A control system comprising a digital course channel and an analogue fine channel
FR1498574A (fr) * 1966-09-02 1967-10-20 Oerlikon Buehrle Holding Ag Dispositif de déplacement automatique d'une règle graduée
FR2320590A1 (fr) * 1975-08-04 1977-03-04 United Technologies Corp Boucle d'asservissement en position a moteur pas a pas
WO1988006235A1 (fr) * 1987-02-12 1988-08-25 Mitsubishi Denki Kabushiki Kaisha Procede et dispositif de commande du fonctionnement d'un moteur de vehicule
EP0285868A1 (fr) * 1987-04-09 1988-10-12 Siemens Aktiengesellschaft Dispositif de commande de l'air d'admission d'un moteur à combustion
US4855660A (en) * 1988-02-18 1989-08-08 Siemens-Bendix Automotive Electronics L.P. Microstepping of an unipolar stepping motor

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102014013429A1 (de) * 2014-09-10 2016-03-24 Audi Ag Verfahren zur genauen Positionsbestimmung
US9719807B2 (en) 2014-09-10 2017-08-01 Audi Ag Method for precise position determination
US11649775B2 (en) 2020-09-24 2023-05-16 Kohler Co. Analog controller for electronic throttle body
RU2772165C1 (ru) * 2021-04-12 2022-05-18 Акционерное общество "БОРИСФЕН" Дозатор топлива для газотурбинной установки

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FR2672639B1 (fr) 1993-06-04
FR2672639A1 (fr) 1992-08-14

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