WO2000063535A1 - Schaltung zur laststeuerung und verfahren zum notlaufbetrieb einer brennkraftmaschine - Google Patents
Schaltung zur laststeuerung und verfahren zum notlaufbetrieb einer brennkraftmaschine Download PDFInfo
- Publication number
- WO2000063535A1 WO2000063535A1 PCT/DE2000/001117 DE0001117W WO0063535A1 WO 2000063535 A1 WO2000063535 A1 WO 2000063535A1 DE 0001117 W DE0001117 W DE 0001117W WO 0063535 A1 WO0063535 A1 WO 0063535A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- valve
- control unit
- load
- internal combustion
- combustion engine
- Prior art date
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/22—Safety or indicating devices for abnormal conditions
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L9/00—Valve-gear or valve arrangements actuated non-mechanically
- F01L9/20—Valve-gear or valve arrangements actuated non-mechanically by electric means
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
- F02D41/26—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor
- F02D41/266—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor the computer being backed-up or assisted by another circuit, e.g. analogue
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L2201/00—Electronic control systems; Apparatus or methods therefor
Definitions
- the invention relates to a circuit for load control of a mixed-suction internal combustion engine with at least one electromechanically operated inlet valve and a method for emergency operation for a mixed-suction internal combustion engine with at least one electromechanically operated inlet valve, the load control of the internal combustion engine being effected only by actuating the actuation of the inlet valve.
- the winding of the respective electromagnet is energized, the required current being greater in the catching phase than in the holding phase, in which the valve is held in an end position.
- Such an electromechanical gas exchange valve actuation has the advantage that, in the case of a mixed-suction gasoline internal combustion engine, the load can be controlled directly by actuating the actuation of the inlet valves, at least over a wide load range. For example for rings loads, the additional actuation of a throttle flap ⁇ be necessary.
- the intake valves are always opened and closed with full load control times and a throttle valve is suitably placed in the intake system for load control.
- a control system is known from EP 0376714 A2 which, when a fault is detected in electromagnetic pores, each of which actuates an inlet valve, generates an error signal to deactivate the corresponding inlet valves.
- the control of the electromechanically operated valves depending on the rotational position of the crankshaft and according to the specification of an operating control unit is usually carried out by a separate valve control unit which suitably adjusts or regulates the energization of the electromagnets of the electromechanical actuators.
- valve control unit receives a signal about the crankshaft position and suitable specifications from the operating control advises the internal combustion engine. It is therefore connected to this operating control device via a communication line, usually a CAN bus.
- a CAN bus can fail if a participant on the BUS does not understand a message and issues a corresponding error message and this then leads to avalanche-like error messages from other BUS participants.
- the load of the internal combustion engine can no longer be controlled by the operating control unit.
- the valve control unit of the internal combustion engine switches the electromechanical actuation of the intake valves to predefined control times (e.g. full control times), and the operating control unit brings a throttle valve that is open in normal operation into a suitable load position when communication or the data exchange between the operating control unit and the valve control unit is disrupted.
- the internal combustion engine then behaves like an internal combustion engine with a conventional camshaft valve drive.
- the valve control unit Since the setting of the throttle valve to the required load position takes a certain period of time, but it is possible to switch the electromechanical actuation of the intake valves to the fixed control times from one work cycle to the next, the valve control unit advantageously waits a certain period of time to ensure the changeover that the throttle valve has been moved to the required load position.
- valve control unit can also directly or indirectly control the throttle valve.
- FIG. 1 is a schematic representation of the circuit with electromechanically operated gas exchange valves for a 4-cylinder internal combustion engine
- Fig. 2 is a schematic representation of the circuit with an internal combustion engine and throttle valve and
- Fig. 3 shows the time course during the transition from normal operation to emergency operation.
- FIG. 1 shows the actuation of electromechanically driven gas exchange valves 5a, 5b, 6a, 6b.
- electromechanically driven gas exchange valves 5a, 5b, 6a, 6b Such an electromechanically driven gas exchange valve is described, for example, in German utility model 297 12 502 U1.
- the circuit shown in Fig. 1 is shown for a 4-cylinder internal combustion engine, but it is
- a cylinder has two intake valves 5a, 5b, which are also how the two exhaust valves 6a, 6b are operated electromechanically.
- a landing regulator 2 and 3 is provided for each of the intake and exhaust valves 5a, 5b and 6a, 6b.
- the Aufsetzregier 2, 3 controls output stages, which bring about the energization of the respective coils of the valves 5a, 5b, 6a, 6b.
- a separate output stage is provided for each coil.
- the touchdown controls 2, 3 and the output stages are accommodated in a housing which is connected to the cooling circuit of the internal combustion engine in order to ensure good heat dissipation.
- the Aufstetzregier 2, 3 controls the output stages depending on timing signals that indicate when the corresponding valve has to open or close.
- Each time control signal is, for example, a square-wave signal, in which the falling edge indicates the closing of the valve and the rising edge indicates the opening of the valve.
- the timing signals are supplied to the touchdown controllers 2, 3 via unidirectional communication lines 4 from a communication computer 1, which will be described later.
- Each Aufsetzregier 2, 3 has a digital processor that controls the energization of the coils of the output stages so that the valve 5a, 5b, 6a, 6b touches down gently in the desired end position.
- the energization of the coil of the end position to be left is switched off and the energization of the coil of the new end position to be assumed is switched on.
- the current is regulated by the processor of the touchdown controller 2, 3 in such a way that the valve touches gently, ie damped, in the new end position.
- the attachment controller 2, 3 uses a position signal which provides information about the position of the valve 5a, 5b 6a, 6b.
- each electromechanical valve 5a, 5b, 6a, 6b is provided with a suitable position sensor, as described, for example, in German application 197 53 275 or DE 195 18 056 AI.
- the regulation of the coil current for catching the valve 5a, 5b, 6a, 6b in the end position is described in principle, for example, in DE 195 26 683 AI.
- the touchdown regulator measures the actual current through the coil and outputs the value of the target current to the output stage. Instead of the current, however, a different size can be used that expresses the operation of the actuator, such as stage, the drive voltage of the End ⁇ .
- each touchdown control 2, 3 In addition to regulating the coil current, each touchdown control 2, 3 also performs a plausibility check of the signals, i.e. of the position signal and the coil energization.
- a further signal can be derived from the latter, as is known from DE 195 26 683 AI, which enables statements about the position of the valve 5a, 5b, 6a, 6b, so that the position signal can be checked by means of this further signal.
- Each touchdown control 2, 3 is connected to the communication computer 1 via a further SPI-BUS interface and reports the state of the valve 5a, 5b, 6a, 6b or a possible valve failure via this interface.
- the communication computer 1 is connected to a CAN bus 8 and uses it to communicate with the operating control device 9 of the internal combustion engine. He also receives the crankshaft signal and uses it to calculate the timing signals for the touchdown regulators 2, 3 together with the requirements of the operating control device 9 and outputs them to the touchdown regulators 2, 3 via the unidirectional communication lines 4. It also communicates with touchdown controllers 2, 3 via the SPI-BUS 7 and exchanges the status information or error information.
- the communication computer 1 monitors the entire electromechanical valve train, ie the temperature of the output stages for the valves 5a, 5b, 6a, 6b, and the supply voltage thereof Power amplifiers (typically 42 V), the supply voltage of the position sensors (usually 15 V) and the voltage supply ⁇ the placement control element 2, 3 (typically 3.3 V).
- Power amplifiers typically 42 V
- the supply voltage of the position sensors usually 15 V
- the voltage supply ⁇ the placement control element 2, 3 typically 3.3 V.
- the internal combustion engine 10 has electromechanically actuated inlet valves 5a, 5b, of which only two are shown in FIG. 2.
- the electromechanically operated outlet valves are not shown in FIG. 2.
- These electromechanically actuated inlet valves 5a, 5b are controlled in the manner described above by a touchdown regulator 2 which is connected to a communication computer 1 in the manner described.
- the internal combustion engine 10 also has an intake tract 11 in which a throttle valve 12 is located. This throttle valve 12 can be controlled via a throttle valve control line 13 by the operating control device 9 of the internal combustion engine.
- the operation control device 9 is, as already described, connected via the CAN bus 8 to the communication computer 1 of the valve control. In addition to the connection via the CAN bus 8, the operating control device 9 can optionally also have an error signal line 14 as a connection to the communication computer 1.
- the actuation of the actuation of the inlet valves 5a, 5b now takes place in such a way that the internal combustion engine 10 runs with a certain load. This is effected via the control times, in particular the opening time of the inlet valves.
- the load is specified to the communication computer 1 by the operating control device 9 of the internal combustion engine via the CAN bus 8.
- the throttle valve 12 of the internal combustion engine which is located in its intake tract 11, can remain in the open position and does not have to be controlled via the throttle valve control line 13.
- the operating control device 9 simultaneously moves the throttle valve 12 into the suitable load position via the throttle valve control line 13.
- the load control of the internal combustion engine 10 then takes place as in an internal combustion engine with conventional camshaft actuation.
- the communication computer 1 uses the top-up controller 2 to switch the electromechanical actuation of the inlet valves 5a, 5b to the full-load control times with a certain time lag compared to the reception of the signal on the error signal line 14, as will now be explained with reference to FIG. 3.
- the load default value which results from the position of the throttle valve 12, is entered in curve 21.
- the internal combustion engine 9 determines that the communication via the CAN bus 8 is disturbed and begins to throttle the throttle valve 12 from the full load position to the load position corresponding to the corresponding operating phase.
- B. bring 20% load. Since the throttle valve 12 requires a certain period of time for such a change in position, for example 80%, it takes the time period dt, in our example approximately 80 ms, until the throttle valve 12 has moved into the corresponding load position.
- the changeover of the intake valves to full load control times can be done from one work cycle to the next.
- the communication computer 1 effects the changeover of the electronic mechanically operated inlet valves 5a, 5b only at a later time tl, as indicated in curve 22.
- the exact choice of the time tl or the time offset dt naturally depends on the actuating speed of the throttle valve 12. Since the throttle valve typically requires 100 ms to move from load position 100% to load position 0%, the time offset should be in the order of 100 ms.
- the error signal line 14 between the operational control device 9 and the communication computer 1 can be dispensed with.
- the communication computer 1 automatically switches the electromechanical actuation of the intake valves to full load control times and thus initiates emergency operation if it detects a failure or a fault in the data exchange via the CAN bus 8.
- the operating control unit 9 does the same, so that both change independently and automatically from normal operation with load control by actuation of the inlet valves 5a, 5b to emergency operation with load control by the throttle valve 12.
- the communication computer 1 can intervene in the position of the throttle valve 12, for example by means of a suitable arrangement of logic elements in the throttle valve control line 13. If the latter then detects a malfunction or failure of the data exchange via the CAN bus 8, either automatically or by means of a corresponding signal on the error signal line 14, it effects the change to the emergency mode itself. If a suitable AND gate is connected in the throttle valve control line, the operating control device 9 can then take over the control of the throttle valve 12 itself via a suitable line.
- This embodiment has the advantage that the synchronism between switching off the valve load control and switching on the throttle valve load control is ensured during the transition to emergency operation.
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Computer Hardware Design (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Microelectronics & Electronic Packaging (AREA)
- Valve Device For Special Equipments (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
Abstract
Description
Claims
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP00934888A EP1171693B1 (de) | 1999-04-21 | 2000-04-11 | Schaltung zur laststeuerung und verfahren zum notlaufbetrieb einer brennkraftmaschine |
DE50000759T DE50000759D1 (de) | 1999-04-21 | 2000-04-11 | Schaltung zur laststeuerung und verfahren zum notlaufbetrieb einer brennkraftmaschine |
JP2000612601A JP2002542421A (ja) | 1999-04-21 | 2000-04-11 | 負荷制御回路および内燃機関の非常時作動方法 |
US10/033,235 US6567740B2 (en) | 1999-04-21 | 2001-10-22 | Circuit for load control and method for the emergency operation of an internal combustion engine |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE19918032.6 | 1999-04-21 | ||
DE19918032A DE19918032C1 (de) | 1999-04-21 | 1999-04-21 | Schaltung zur Laststeuerung und Verfahren zum Notlaufbetrieb einer Brennkraftmaschine |
Related Child Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US10/033,235 Continuation US6567740B2 (en) | 1999-04-21 | 2001-10-22 | Circuit for load control and method for the emergency operation of an internal combustion engine |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2000063535A1 true WO2000063535A1 (de) | 2000-10-26 |
Family
ID=7905325
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/DE2000/001117 WO2000063535A1 (de) | 1999-04-21 | 2000-04-11 | Schaltung zur laststeuerung und verfahren zum notlaufbetrieb einer brennkraftmaschine |
Country Status (5)
Country | Link |
---|---|
US (1) | US6567740B2 (de) |
EP (1) | EP1171693B1 (de) |
JP (1) | JP2002542421A (de) |
DE (2) | DE19918032C1 (de) |
WO (1) | WO2000063535A1 (de) |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US7066145B2 (en) | 2003-08-21 | 2006-06-27 | Toyota Jidosha Kabushiki Kaisha | Intake air amount control apparatus and intake air amount control method for internal combustion engines |
WO2009004162A2 (fr) * | 2007-05-30 | 2009-01-08 | Valeo Systemes De Controle Moteur | Procede et dispositif de commande de soupape avec plusieurs phases de levee, procede d'alimentation d'un moteur thermique en comburant |
Families Citing this family (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE10108055C1 (de) * | 2001-02-20 | 2002-08-08 | Siemens Ag | Verfahren zum Steuern einer Brennkraftmaschine |
DE10221015A1 (de) * | 2002-05-11 | 2003-11-27 | Daimler Chrysler Ag | Brennkraftmaschine und Verfahren zum Betreiben derselben |
JP4097217B2 (ja) * | 2004-04-06 | 2008-06-11 | 本田技研工業株式会社 | 車両用カスタマイズシステム |
DE102005006491B4 (de) * | 2005-02-12 | 2008-09-04 | Audi Ag | Verfahren und Vorrichtung zur Ansteuerung von Nockenprofilen einer Nockenwelle einer mehrzylindrigen Brennkraftmaschine |
WO2007146945A2 (en) * | 2006-06-12 | 2007-12-21 | Aspen Aerogels, Inc. | Aerogel-foam composites |
FR2906298B1 (fr) * | 2006-09-25 | 2008-12-26 | Valeo Sys Controle Moteur Sas | Systeme de commande de soupape a detection de defaillance |
US7865290B2 (en) * | 2007-10-09 | 2011-01-04 | Ford Global Technologies, Llc | Valve control synchronization and error detection in an electronic valve actuation engine system |
WO2010012870A1 (fr) * | 2008-07-30 | 2010-02-04 | Valeo Systemes De Controle Moteur | Unité de commande d'un ou plusieurs actionneurs électromagnétiques de soupape de moteur thermique, et différents ensembles de telles unités de commande et de tels actionneurs électromagnétiques |
Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0376714A2 (de) | 1988-12-28 | 1990-07-04 | Isuzu Motors Limited | Steuerungssystem für Innenverbrennungsmotoren |
DE19610468A1 (de) | 1995-08-08 | 1997-02-13 | Fev Motorentech Gmbh & Co Kg | Verfahren zur lastabhängigen Steuerung der Gaswechselventile an einer Kolbenbrennkraftmaschine |
DE29712502U1 (de) | 1997-07-15 | 1997-09-18 | FEV Motorentechnik GmbH & Co. KG, 52078 Aachen | Elektromagnetischer Aktuator mit Gehäuse |
US5765031A (en) * | 1995-02-03 | 1998-06-09 | Daimler-Benz Ag | Fault tolerant output stage for digital two-conductor bus data communication system |
DE19756342A1 (de) * | 1997-12-18 | 1999-07-01 | Daimler Chrysler Ag | Verfahren zur Steuerung einer Brennkraftmaschine |
JPH11294252A (ja) * | 1998-04-13 | 1999-10-26 | Denso Corp | 電子制御装置 |
Family Cites Families (7)
Publication number | Priority date | Publication date | Assignee | Title |
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JP3683300B2 (ja) | 1995-01-27 | 2005-08-17 | 本田技研工業株式会社 | 内燃機関の制御装置 |
DE19518056B4 (de) | 1995-05-17 | 2005-04-07 | Fev Motorentechnik Gmbh | Einrichtung zur Steuerung der Ankerbewegung einer elektromagnetischen Schaltanordnung und Verfahren zur Ansteuerung |
DE19526683A1 (de) * | 1995-07-21 | 1997-01-23 | Fev Motorentech Gmbh & Co Kg | Verfahren zur Erkennung des Ankerauftreffens an einem elektromagnetisch betätigbaren Stellmittel |
JPH1047142A (ja) * | 1996-07-31 | 1998-02-17 | Suzuki Motor Corp | エンジン制御装置 |
DE29712602U1 (de) * | 1997-07-17 | 1997-09-18 | Schmidt Reuter Ingenieurgesellschaft mbH & Partner KG, 50823 Köln | Rohrdämmung für im Fußboden verlegte Rohre |
DE19753275C2 (de) * | 1997-12-01 | 2001-05-23 | Siemens Ag | Elektromechanisches Stellgerät |
DE19815056A1 (de) * | 1998-04-03 | 1999-10-07 | Siegfried Hillenbrand | Vorrichtung zur Untersuchung von Werkstücken |
-
1999
- 1999-04-21 DE DE19918032A patent/DE19918032C1/de not_active Expired - Fee Related
-
2000
- 2000-04-11 WO PCT/DE2000/001117 patent/WO2000063535A1/de active IP Right Grant
- 2000-04-11 EP EP00934888A patent/EP1171693B1/de not_active Expired - Lifetime
- 2000-04-11 JP JP2000612601A patent/JP2002542421A/ja not_active Withdrawn
- 2000-04-11 DE DE50000759T patent/DE50000759D1/de not_active Expired - Fee Related
-
2001
- 2001-10-22 US US10/033,235 patent/US6567740B2/en not_active Expired - Fee Related
Patent Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0376714A2 (de) | 1988-12-28 | 1990-07-04 | Isuzu Motors Limited | Steuerungssystem für Innenverbrennungsmotoren |
US5765031A (en) * | 1995-02-03 | 1998-06-09 | Daimler-Benz Ag | Fault tolerant output stage for digital two-conductor bus data communication system |
DE19610468A1 (de) | 1995-08-08 | 1997-02-13 | Fev Motorentech Gmbh & Co Kg | Verfahren zur lastabhängigen Steuerung der Gaswechselventile an einer Kolbenbrennkraftmaschine |
DE29712502U1 (de) | 1997-07-15 | 1997-09-18 | FEV Motorentechnik GmbH & Co. KG, 52078 Aachen | Elektromagnetischer Aktuator mit Gehäuse |
DE19756342A1 (de) * | 1997-12-18 | 1999-07-01 | Daimler Chrysler Ag | Verfahren zur Steuerung einer Brennkraftmaschine |
JPH11294252A (ja) * | 1998-04-13 | 1999-10-26 | Denso Corp | 電子制御装置 |
Non-Patent Citations (1)
Title |
---|
PATENT ABSTRACTS OF JAPAN vol. 2000, no. 01 31 January 2000 (2000-01-31) * |
Cited By (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US7066145B2 (en) | 2003-08-21 | 2006-06-27 | Toyota Jidosha Kabushiki Kaisha | Intake air amount control apparatus and intake air amount control method for internal combustion engines |
WO2009004162A2 (fr) * | 2007-05-30 | 2009-01-08 | Valeo Systemes De Controle Moteur | Procede et dispositif de commande de soupape avec plusieurs phases de levee, procede d'alimentation d'un moteur thermique en comburant |
WO2009004162A3 (fr) * | 2007-05-30 | 2009-04-09 | Valeo Sys Controle Moteur Sas | Procede et dispositif de commande de soupape avec plusieurs phases de levee, procede d'alimentation d'un moteur thermique en comburant |
US8275537B2 (en) | 2007-05-30 | 2012-09-25 | Valeo Systemes De Controle Moteur | Method and device for controlling a valve with several lift phases, and method for supplying a thermal engine with oxidant |
Also Published As
Publication number | Publication date |
---|---|
EP1171693B1 (de) | 2002-11-13 |
US20020072837A1 (en) | 2002-06-13 |
EP1171693A1 (de) | 2002-01-16 |
DE50000759D1 (de) | 2002-12-19 |
US6567740B2 (en) | 2003-05-20 |
JP2002542421A (ja) | 2002-12-10 |
DE19918032C1 (de) | 2000-11-16 |
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