WO1994010434A1 - Systeme de controle moteur a corps de papillon motorise - Google Patents
Systeme de controle moteur a corps de papillon motorise Download PDFInfo
- Publication number
- WO1994010434A1 WO1994010434A1 PCT/FR1993/001046 FR9301046W WO9410434A1 WO 1994010434 A1 WO1994010434 A1 WO 1994010434A1 FR 9301046 W FR9301046 W FR 9301046W WO 9410434 A1 WO9410434 A1 WO 9410434A1
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- WO
- WIPO (PCT)
- Prior art keywords
- control unit
- throttle
- engine
- signal
- control
- Prior art date
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- 238000002347 injection Methods 0.000 claims abstract description 34
- 239000007924 injection Substances 0.000 claims abstract description 34
- 239000000446 fuel Substances 0.000 claims abstract description 23
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- 238000004364 calculation method Methods 0.000 claims description 10
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- 238000000034 method Methods 0.000 claims description 8
- 230000002457 bidirectional effect Effects 0.000 claims description 7
- 238000003745 diagnosis Methods 0.000 claims description 7
- 238000012937 correction Methods 0.000 claims description 6
- 230000009849 deactivation Effects 0.000 claims description 6
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- 230000002452 interceptive effect Effects 0.000 claims description 5
- 238000012360 testing method Methods 0.000 claims description 4
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 claims description 4
- 230000004913 activation Effects 0.000 claims description 3
- 238000002485 combustion reaction Methods 0.000 claims description 3
- 238000002405 diagnostic procedure Methods 0.000 claims description 3
- 101150006061 neur gene Proteins 0.000 claims description 3
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- 230000003287 optical effect Effects 0.000 claims description 2
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- 238000012163 sequencing technique Methods 0.000 claims description 2
- 230000001052 transient effect Effects 0.000 claims description 2
- 230000006870 function Effects 0.000 description 24
- 238000012546 transfer Methods 0.000 description 6
- 238000004092 self-diagnosis Methods 0.000 description 4
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- 238000004804 winding Methods 0.000 description 3
- 239000000498 cooling water Substances 0.000 description 2
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- 230000009467 reduction Effects 0.000 description 2
- 238000007493 shaping process Methods 0.000 description 2
- 238000011144 upstream manufacturing Methods 0.000 description 2
- 238000010200 validation analysis Methods 0.000 description 2
- 229910000838 Al alloy Inorganic materials 0.000 description 1
- 241001050985 Disco Species 0.000 description 1
- 230000005355 Hall effect Effects 0.000 description 1
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Classifications
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- 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
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- 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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
- F05C—INDEXING SCHEME RELATING TO MATERIALS, MATERIAL PROPERTIES OR MATERIAL CHARACTERISTICS FOR MACHINES, ENGINES OR PUMPS OTHER THAN NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES
- F05C2201/00—Metals
- F05C2201/02—Light metals
- F05C2201/021—Aluminium
Definitions
- the invention relates to an engine control system with motorized throttle body, for an internal combustion engine of a motor vehicle, equipped with a fuel supply installation by injection.
- At least one shutter member called a butterfly valve, pivotally mounted on an axis in a conduit d '' a throttle body, is connected to the accelerator pedal by a mechanical cable transmission, enabling the angular position of the throttle valve to be controlled in the duct, in order to vary the intake air flow to the engine, depending driver's request.
- modern spark-ignition engines are equipped with an electronic command and control unit, known as an engine control unit, which includes a computer, and which has the function of controlling and controlling the operation of the ignition circuit and of the engine fuel injection system.
- This engine control unit is connected to several sensors for engine operating parameters, from which it receives signals representing in particular the engine speed, the position of the engine shaft, the air pressure in the manifold d admission, as well as the air temperature and the temperature of the water in the cooling circuit, without this list being limiting. From the signals received from the sensors to which this engine control unit is connected, as well as possibly from data recorded in the memories of this unit, the latter develops control orders for the ignition and injection circuits. , which it transmits to actuators of these circuits, such as the injector windings, a fuel pump, and ignition coils, to activate them.
- the angular position of the throttle valve is detected by a sensor transmitting a signal corresponding to the engine control unit, which takes this signal into account not only to develop the signals of command which it transmits to the actuators of the ignition and injection circuits, but also to develop a control signal which it transmits to an actuator, such as an electric motor stepping maneuver of a valve, mounted in a bypass air intake circuit on the throttle valve, for the engine start-up and idling phases.
- motor vehicles with safety or driving comfort facilities, for example an anti-skid system, an anti-lock braking system, or even a system regulating the vehicle speed to a speed chosen by the driver.
- Each of these systems also includes an electronic command and control unit, which receives information from appropriate sensors, testifying to the operating state of the vehicle and certain of its components, and which prepares, from this information.
- ⁇ control orders transmitted to appropriate actuators.
- one of the appropriate actuators is an action ⁇ neur, for example an electric motor, which controls the angular position of the butterfly, in parallel to the mechanical control by cable connecting this butterfly to the pedal accelerator, the anti-skid system actuator, or the anti-lock system having, for obvious reasons of
- an additional command and control unit comprising a computer, as well as an additional actuator, such as a motor. electric, the additional control unit receiving a signal from a sensor of the angular position of the accelerator pedal and developing, taking this signal into account, a control signal from the actuator, which operates the throttle valve.
- the single actuator of the throttle valve and the sensor of the angular position of the throttle valve were each already integrated into the throttle body.
- the throttle control unit is directly connected, on the one hand, to the throttle actuator, which it controls via an electronic power circuit, and, on the other hand, to the throttle position sensor, from which a throttle position signal is received by a throttle position control circuit, provided in the throttle control unit to compare said angular position signal of the throttle valve to at least one position setpoint signal, and to develop, from an error signal resulting from this comparison, a throttle position control command, which is transmitted to the power circuit.
- throttle control is only ensured by the throttle control unit, so that any failure of this unit, or also of the communication line through which it receives information from the control unit.
- control engine is a factor of insecurity.
- This insecurity at the level of the throttle closure, in order to reduce the engine power, is also found at the level of the driver's demand control, which is only ensured by the directly connected accelerator pedal position sensor. to the throttle control unit.
- control of the throttle position is only ensured by the corresponding sensor, directly connected to the throttle control unit.
- the present invention aims to provide such a control system with improved safety, at double from the point of view of the architecture adopted and of the components used to produce it, and better suited to the various requirements of practice than the systems known from the state of the art.
- a particular object of the invention is to propose such a system in which redundancies are provided not only for controlling the position of the throttle valve, the driver's request, the proper functioning of one and / or The other of the two control units, but also to reduce, if necessary, the power of the engine, even when the communication line between the two control units is cut.
- Another object of the invention is to propose an engine control system with a motorized throttle body making it possible to group in the engine control unit all the functions for managing the air, fuel and ignition circuits of the engine.
- Yet another object of the invention is to propose such an engine control system with a motorized throttle body, of a structure such that its cost can be sufficiently limited to allow application on motor vehicles from the medium range, and not only high-end.
- Another finally aim of the invention is to propose such an engine control system, in which it is advantageously possible to use all the pins available on connectors with which the engine control units currently used are fitted, in relation to which the engine control units motor control according to the invention are only relatively little modified, remain compatible in terms of size and connection with the environment of the system, and geometrically interchangeable, so that the installation of motor control units of a system according to the invention on currently equipped motors poses no problem.
- the subject of the invention is an engine control system with a motorized throttle body, of the type comprising:
- a motorized throttle body comprising at least one throttle mounted for rotation on an axis in a body conduit, at least one throttle actuator, which controls the rotation of the throttle axis, and which is integrated into the throttle body and, at least one sensor of the angular position of the butterfly, also integrated into the butterfly body,
- a first electronic calculation and control unit for controlling the throttle valve comprising at least one control power circuit for the throttle valve actuator, to which the throttle control unit is directly connected, and at least one circuit throttle position control, comparing a signal received from the throttle angular position sensor, to which the throttle control unit is directly connected, to at least one throttle position reference signal, and developing, from an error signal resulting from the comparison, a throttle position control order, which is transmitted to the power circuit, and
- a second electronic calculation and control unit for controlling the engine, connected to sensors for engine operating parameters, from which it receives information relating at least to the speed of rotation of the engine, the position of the engine shaft, and the pressure and / or the flow of air in the intake manifold, and developing injection control orders and ignition, which it transmits to actuators of the fuel injection and engine ignition circuits, the operation of which it controls, the engine control unit transmits both information to the control unit of the throttle valve, to which it is connected by a communication line, and is characterized in that the throttle position reference signal is generated in the engine control unit, from at least one position signal the accelerator pedal delivered by at least one corresponding sensor to which the engine control unit is directly connected, said setpoint signal being transmitted by the communication line to the throttle control unit, which is located directly t on the throttle body so as to constitute a single assembly with it, the signal of the angular position of the throttle being transmitted from the throttle control unit to the engine control unit by the communication line.
- the engine control unit ensures, in normal operating configuration, the simultaneous control of the three air, fuel and ignition circuits of the engine.
- the actuator of the motorized throttle body is mounted directly on the throttle axis, so that this axis is common to the throttle and to the actuator, which limits the number of parts used, and this actuator is an electric actuator with bipolar control, with no holding torque when it is not supplied, which makes it possible to control it in the closing as well as the opening direction by an electrical command produced in the control unit. throttle control.
- the motorized throttle body includes at least one return spring, moving the throttle in the direction of closing, when the actuator is no longer supplied, said return spring preferably closing the throttle valve in a position of small opening, corresponding to an accelerated idle operation of the engine, allowing the vehicle to move at speed slow. In the event of a failure of the communication line, or of the throttle control unit, leading to deactivation of the actuator, the return spring brings the throttle back to a position which still allows the vehicle to move, but at speed slow, to a garage or repair shop.
- a lack of activation of the actuator corresponding to an order from the engine control unit or the throttle control unit, or all other causes, such as a break in the communication line, and resulting in a return of the throttle valve to the accelerated idle position, defined by the return spring, or to a neighboring position, causes in the engine control unit a correction of the ignition time and / or the injection duration, in order to limit the engine speed.
- the throttle control unit is directly connected to at least one brake sensor, so that if the brake pedal is actuated, the throttle control unit cuts, possibly after delay, l Actuator supply, the signal from the brake sensor being transmitted from the throttle control unit to the engine control unit via the communication line.
- the throttle control unit is directly connected to at least one sensor for actuating the pedal.
- accelerator a contactor 1 action ⁇ ment of this pedal or a second position sensor this pedal, in order to decouple the signals coming from the accelerator pedal towards the engine control unit and towards the throttle control unit, the signal from the accelerator pedal actuation sensor being transmitted from the throttle control unit to the engine control unit via the communication line.
- the engine control unit draws up, from the information it mainly receives from the pressure and / or air flow sensors in the intake and engine speed manifold, a signal of the reconstructed angular position of the throttle valve, that at least one consistency control procedure, implemented in the engine control unit, compares to the setpoint signal and / or to ign; ignal of the angular throttle position sensor received from the throttle control unit by the communication line, the reconstructed position signal being transmitted to the throttle control unit by the communication line.
- the throttle control unit can use the reconstructed throttle position signal, sent by the engine control unit, and associated with suitable servo control parameters. to position the throttle substantially relative to the setpoint delivered by the engine control unit.
- the engine control unit can substitute, at least partially, for the set point produced from the signal received from a position sensor of the accelerator pedal, a set point corresponding to a programmed law, developed taking into account at least one other signal, such as engine speed, for regulating the engine speed idling, and possibly coming from at least one additional sensor of an engine operating parameter, such as the temperature of the engine cooling water, and / or from at least one other unit for calculating and controlling the vehicle, such as an anti-skid, anti-lock wheel control unit, automatic gearbox control, vehicle speed regulator or limiter, vehicle attitude control, or at least one signal produced by the engine control unit from operating parameters of the injection and ignition circuits, such as the quantity of fuel injected, the volume of air admitted into the engine, or the progressive movement of the accelerator pedal and / or the variation of engine torque
- the motor vehicle can be equipped with a speed regulation system.
- the speed control command signals such as on / off signals of the regulation, of choice of the speed setpoint, of the brake, and / or of the clutch, coming from the driver. or from another source, and taken into account by the engine control unit, are transmitted to it by the communication line from the throttle control unit, which receives them by at least one clutch switch, from brake, on / off, and / or choice of speed setpoint.
- the throttle control unit is used as an interface, through which information intended for the engine control unit passes, without it being necessary to reconfigure the connector thereof to receive this information, since terminals for this purpose can be made available on the throttle control unit, due to the small number of connection terminals otherwise necessary for the connection of this throttle control unit to the other components of the system.
- the communication line it can be a parallel link, serial link, plain or bidirectional single or doubled, or a bidirec ⁇ tional line with one or two wires in which or which information circulates in both directions according to a defined sequencing and protocol, such as a protocol called "VAN'Ou" CAN ".
- this line is a bidirectional serial line, comprising at least two electrical and / or optical conductors, each of which provides unidirectional communication between the engine control and throttle control units, the serial line possibly comprising at least one additional conductor, transmitting clock signals between the two control units
- this line it is then advantageous to use the terminals provided on the connector of a motor control unit state of the art for controlling the actuator for regulating the idle operating air flow rate.
- each of the two control units implements self-diagnostic and interactive diagnostic procedures performing, in each unit, the diagnosis of the inputs / outputs of the unit , its calculations and the information it receives from the other unit via the communication line, the proper functioning of which is checked by tests carried out in each of the control units by management circuits of said line and a communication protocol.
- each of the two control units directly receives enough signals to ensure the diagnosis, even if the communication line and / or the other control unit is faulty.
- Such a configuration is advantageous because it allows, in certain cases of diagnosed fault, to limit the opening of the throttle valve by the engine control unit or by the throttle control unit, preferably made so that it comprises at at least one microcontroller, ensuring at least the throttle position control, and the actuator power control, this microcontroller being integrated in the throttle body.
- each of the two control units comprises a microcontroller. It is then advantageous to obtain that, in the event of a fault appearing, the throttle control unit directly controls the closing of the throttle by an electrical command or a deactivation of the actuator, and / or, if the connection line is still operational, ask the engine control unit to modulate and / or cut off the injection and / or ignition. Symmetrically, in the event of the appearance of a fault, the engine control unit can directly control the modulation and / or cut off of the injection and / or ignition, and / or ask, if the line is still operational, at the control unit of the throttle valve, to close the throttle valve by electrical control or deactivation of the actuator.
- an air flow measurement device can also be used in place of or in addition to the pressure sensor, and advantageously incorporated into the motorized throttle body , and a corresponding signal can be transmitted by the communication line, from the throttle control unit to the engine control unit, which takes it into account with the engine speed signal it receives for processing of a reconstructed position signal of the butterfly.
- the injection installation is of the so-called “single-point" type, comprising an injector, or possibly two injectors side by side, upstream of the throttle valve to inject the fuel into the intake manifold
- a fuel supply circuit comprising the injector (s) and a pressure regulator
- the control of each injector then being transmitted, for example, in the form of digital signals, from the control unit engine to the throttle control unit via the communication line.
- the engine control system with a motorized throttle body comprises a block 1 comprising an electro-mechanical assembly constituted by a motorized throttle body 2, and an electronic calculation and control unit called the control unit. throttle control 3.
- the motorized throttle body 2 comprises a throttle body 4 proper, for example of aluminum alloy, traversed by a conduit in which a butterfly 5 is pivotally mounted on an axis 6, as well as an actuator 7 for controlling the rotation of the butterfly 5, and that a sensor 8 of the angular position of the butterfly 5, the actuator 7 and the sensor 8 being directly incorporated in the butterfly body 4.
- a throttle body 4 proper for example of aluminum alloy, traversed by a conduit in which a butterfly 5 is pivotally mounted on an axis 6, as well as an actuator 7 for controlling the rotation of the butterfly 5, and that a sensor 8 of the angular position of the butterfly 5, the actuator 7 and the sensor 8 being directly incorporated in the butterfly body 4.
- the actuator 7 is a rotary electric actuator, mounted directly on the axis 6 of the butterfly 5, so that this single axis 6, supported by two ball bearings to ensure good precision and reduced friction, is provided for the actuator 7 and the butterfly 5 so as to limit the number of mechanical parts.
- the actuator 7 is preferably a torque motor, with stator with toroidal winding and with permanent magnet rotor, brushless, with relatively large rotor / stator air gap (up to 0 , 8 mm) which facilitates mounting and limits the risks of mechanical blockage of the rotor in the stator, and without residual holding torque when it is not supplied. It is supplied with direct current with low power consumption stabilized, and can operate at low voltage (around 5.5 V) for positioning the throttle valve 5 during starts.
- This torque motor is bipolar control, so that it can be controlled by an electrical signal in the direction of opening and closing of the butterfly 5, and allows an angular excursion of 90 e of the butterfly 5, on which the torque motor has a substantially constant torque, this angular excursion can be traversed in a short time, for example of the order of 100 ms in one or the other direction, which is consistent with the response times of the motor and of the vehicle’s drive train.
- a return spring biases the throttle 5 towards its closed position, and, when the actuator 7 is not supplied, it returns the throttle 5 to a rest position which is a position of low opening, allowing the engine to operate in accelerated idle, so that the vehicle can continue to move, but at slow speed.
- This rest position of the return spring which is not a fully closed position of the butterfly, can be obtained by a structure and an arrangement of a single return spring which gives it a negative and then positive characteristic.
- two springs can be used which define an equilibrium point corresponding to this rest position with low opening of the butterfly 5.
- the sensor 8 for the angular position of the butterfly valve 5 can be a Hall effect sensor, but preferably a potentiometer for copying the angular position of the butterfly valve is chosen, this potentiometer being able to be integrated into The actuator 7.
- a motorized throttle body 2 is thus obtained without additional air valve, of reduced size and weight, interchangeable with conventional throttle bodies.
- the motorized throttle body 2 has two energy sources capable of closing the throttle 5, under all operating conditions of the engine, namely the electric actuator 7 (the torque motor with bipolar control) and the spring. reminder.
- the electronic butterfly control unit 3 is directly installed on the butterfly body 4. It includes a power circuit 9 for controlling the action ⁇ neur 7, to which this circuit 9 is directly connected.
- a microcontroller 10 with preferably integrated analog-digital converter, which is directly connected to the sensor 8 for copying the angular position of the butterfly 5, this microcontroller 10 ensuring in particular the servo-control in position of the butterfly 5 by comparing a signal received from the sensor 8 to a throttle position reference signal (developed and transmitted to the throttle control unit 3 under the conditions specified below) and by developing, from an error signal resulting from the comparison, a command to control the angular position of the throttle valve, which is transmitted to the power circuit 9 via optionally an intermediate stage 11, which is an interface stage between the power stage 9 and the microcontroller 10, and ensures the shaping of the control signals.
- a throttle position reference signal developed and transmitted to the throttle control unit 3 under the conditions specified below
- Unit 3 of control of the throttle valve also comprises an electric power supply unit 12, connected by conductive wires 13 and 14 to a battery (not shown) and supplying, on the one hand, the power stage 9, and, on the other share, under different voltages, the microcontroller 10, the shaping stage 11, and the potentiometer 8 for copying the angular position of the butterfly.
- the signal from this potentiometer 8 is read only by the microcontroller 10 installed on the motorized throttle body 2, which avoids interference.
- the throttle control unit 3 also performs other functions, which are mentioned below.
- the system also includes an electronic calculation and control unit 15, called the engine control unit, also produced in the form of a microcontroller and with an integrated analog-to-digital converter.
- this engine control unit 15 has only limited modifications compared to that of standard engine control computers, and, in particular, it is equipped with a connector identical to that of a standard engine control computer and has the same geometric shape and the same size.
- the engine control unit 15 is connected, at 16, to sensors for engine operating parameters, which sensors are schematically represented at 17, and detects, at 18, engine speed and shaft position signals from the engine, at 19 signals for air pressure in the intake manifold, and at 20 for engine cooling water temperature signals.
- the unit 15 From these signals, the unit 15 develops injection and ignition control orders, which it transmits at 21 to actuators, schematically represented at 22, of the fuel injection circuits and of ignition of the engine, of which it commands and controls the operation.
- the unit 15 determines the instants and durations of injection, which, taking into account a fuel supply pressure, also allows ment to determine the quantities of fuel injected, and it transmits the control orders corresponding to the winding of the injectors, at 23, and to the fuel pump, at 24.
- the unit 15 defines the instants and the energy and transmits corresponding control signals to the ignition coils at 25.
- the engine control unit 15 also receives at 26 an angular position signal from the accelerator pedal 27, which it receives from at least one angular position sensor 28, which is for example a position feedback potentiometer. Angle of the pedal 27.
- This sensor 28 can be integrated into the accelerator pedal 27, or separated from this pedal 27 and connected to the latter by a cable. In both cases, the sensor 28 has two return springs.
- the accelerator pedal 27, which can optionally have a hard point for the so-called “kick do n" function, is also associated with a sensor 29 for actuating this pedal which is, for example, a so-called “foot” multicontactor lifted “sensitive to the actuation of the pedal 27, but which can be a second angular position sensor of this pedal 27, for example a second potentiometer, and this sensor 29 is directly connected by the conductor 30 to the control unit of the throttle valve 3, so as to decouple the signals coming from the accelerator pedal 27 towards, on the one hand, the engine control unit 15, and, on the other hand, the butterfly control unit 3.
- This the latter is also directly connected to a braking sensor which, in this example, is a contactor 32 for actuating the brake pedal 31, and connected to the throttle control unit 3 by the conducting wire 33.
- the throttle control unit 3 is connected by at least one conductive wire, and for example by four conductive wires 34 to 37 to the control block 38 of the speed control function of the vehicle, the driver 34 being for example connected to a on / off switch of this system, the driver 3 to an automatic clutch or gearbox contactor, and the drivers 36 and 37 respectively to contactors for memorizing the selected speed and resuming this memorization, for the choice of the vehicle speed setpoint.
- the throttle control unit 3 is connected to a indicator lamp indicating the operation of the speed control system.
- the two control units 3 and 15 are connected to each other by a communication line 40 through which they exchange information, and which can be of different types.
- a bidirectional serial line comprising at least two conductive wires 41 and 42, the first of which transmits information from the engine control unit 15 to the throttle control unit 3, and the second of which provides the trans ⁇ information mission in the opposite direction.
- These conductors 41 and 42, each of which provides unidirectional communication between the control units 3 and 15, are electrical conductor wires, but can be fiber optic conductors if each of the two control units 3 and 15 is equipped with a suitable opto-electronic converter.
- This line 40 advantageously comprises at least one additional conductor 43, which transmits clock signals between the two control units 3 and 15.
- the bidirectional serial line 40 can be doubled, which makes it possible to use, for the connection of line 40 to the motor control unit 15, terminals available on the connector with which conventional motor control units are equipped, for their connection to the actuator of the additional air control valve of the throttle bodies of the prior art.
- This faculty reinforces the advantage of using as engine control unit 15 of the invention, a control unit as little modified as possible compared to that of the state of the art, with which the terminals available on the connector with which they are fitted are thus used, without the need to mount additional connectors.
- Each of the two control units 3 and 15 comprises a stage for managing the exchange of information with the outside of the unit in question, according to a procedure ensuring the consistency of the signals received and transmitted, and manages the communication line series 40, the proper functioning of which is checked by tests carried out in each of units 3 and 15 and the communication protocol.
- Each of the control units 3 and 15 thus advantageously integrates the management and processing functions, input / output, including the serial interface functions, and includes the appropriate memories.
- the throttle control unit 3 transmits to the engine control unit 15 in particular the angular position signals of the throttle 5, which it receives from the sensor 8, the contactor 29 for "lifted foot” associated with the accelerator pedal 27, and from the contactor 32 for actuation of the brake pedal 31, as well as the signals which come to it from the control unit 38 of the vehicle speed control function, that is to say on / off signals of this function, of actuation of the clutch or of the automatic gearbox and of memorization or resumption of memorization of the speed setpoint chosen for the vehicle.
- the engine control unit 15 transmits to unit 3 a throttle position reference signal, which it produces, a reconstructed angular position signal from the throttle valve, which it also develops, for controlling the throttle valve. 5, perform the calculations and implement the necessary consistency procedures, carry out the diagnostics and, if necessary, apply the backup modes defined below, as well as a control signal from the indicator light indicating the operation of the speed control system 38, and that the unit 3 retransmits to this indicator by the conductive wire 39, and also information linked to the self-diagnosis of the engine control unit 15 as well as validation messages of the communication.
- the reconstruction of the reconstructed angular position signal of the throttle valve is ensured mainly from the air pressure signals in the intake manifold and engine speed, which the unit 15 receives corresponding sensors.
- the unit 15 implements a consistency control procedure, which compares the angular position signal of the butterfly, received by the line 40 of the unit 3, the reconstituted angular position signal of the butterfly, and the signal setpoint that it develops and, optionally, the position signal of the accelerator pedal 27, received from the sensor 28.
- the throttle control unit 3 implements a consistency control procedure comparing the angular position signal of the throttle, which it receives directly from the sensor 8, and the setpoint and reconstituted angular position signals. of the throttle valve, which it receives via the serial line 40 of the engine control unit 15.
- an intake air flow signal is substituted for the air pressure signal in the intake manifold, and mainly combined with the engine speed signal to obtain the angular position signal recons ⁇ titled butterfly.
- a flow meter for example of the hot film or hot wire type, can be incorporated in the motorized throttle body 2 and the intake air flow signal can be, in this case, read by the control unit 3 of the throttle valve and transmitted by the serial line 40 to the engine control unit 15.
- Another function of the engine control unit 15 is to calculate the angular position which the throttle 5 must take, that is to say to draw up a throttle position setpoint, simultaneously injection and ignition management.
- This throttle position reference signal is given by a programmed accelerator pedal 27 / throttle 5 transfer law which takes into account, in "pedal follow-up" mode, that is to say as a function of the request sent.
- this setpoint law can also take into account other parameters, such as the speed of the vehicle , in "speed regulation" mode, and, possibly, signals from other onboard computers, such as those of an anti-skid system, anti-lock, or a gearbox or an electronically controlled transmission, the signals of which can be directly transmitted to the engine control unit 15 by the connecting wires 44 to 46 respectively, or else transmitted to the unit control valve 3, which transmits them to the engine control unit 15 via the serial line 40.
- the setpoint law also takes into account certain engine operating conditions, such as the coolant water temperature and the engine speed, in particular in "idle speed regulation" mode.
- This setpoint law also takes into account strategies adopted in terms of comfort, and takes into account weighting factors to introduce a progressive angular displacement of the butterfly 5 with respect to the stroke of the accelerator pedal 27, and to apply corrections. dynamic butterfly.
- Another strategy taken into account can be an anti-pollution strategy and a reduction in consumption, by synchronized management of the intake air and the quantity of fuel injected.
- the setting law for the position of the throttle valve is also produced from the state diagnosed by the unit 15.
- this engine control unit 15 essentially performs the following functions: the preparation of the throttle position setpoint, as mentioned above, from at least one signal representative of an input physical quantity and / or a state of the system, or of an associated system, self-diagnosis and interactive diagnosis with the other unit 3 for controlling the throttle valve, the application of emergency modes if necessary, and the management of the serial line 40.
- the unit 15 can command an indicator light by the conducting wire 47.
- the control unit 3 of the throttle valve in addition to the functions already mentioned for managing the serial line 40, for acquisition of the inputs necessary for the operation of the speed regulation system and transmission of the corresponding signals by line 40 to the other unit 15, self-diagnosis and interactive diagnosis with this unit 15, and app lication of emergency modes, fills the other essential functions which are the application of the set point signal of the throttle position, which it receives from the unit 15 via line 40, for the control in position of the throttle 5, in order to position the latter in a way specifies the setpoint delivered by the engine control unit 15, and the initialization of the throttle position 5 with a power-up control.
- backup modes are applied by one and / or the other of the two units 3 and 15, depending on the degree of failure or disco: dance.
- Emergency mode strategies are applied gradually according to the fault diagnosed to preserve passenger safety, while allowing the vehicle to be able to continue to travel at a slow speed, except in the event of danger, which could force the operation of the vehicle to stop. engine.
- emergency mode the progressive action depending on the origin and the severity of the failure can begin with a limited intervention on a secondary function, for example the prohibition to operate in vehicle speed regulation mode. It can be continued by limiting the maximum opening of the throttle valve 5, controlled by the engine control unit 15 or by the throttle control unit 3 in certain cases of diagnosed fault.
- the emergency mode applied can also consist of an electrical control for closing the throttle valve 5, which can come from one and / or the other of the two units 15 and 3.
- An emergency mode also consists in deactivating the actuator 7 of the throttle valve 5, while preserving a mechanical function which still allows the vehicle to move at low speed.
- the actuator 7 can correspond to an electrical order coming from the engine control unit 15 or the throttle control unit 3, and can be caused by a break in the serial line 40 or a failure of the unit 15 Its consequence is the return of the throttle valve 5 to the accelerated idle position, under the action of the return spring, or to a neighboring position, and it causes in the engine control unit 15 a correction of the instant of ignition and / or injection, in order to limit the engine speed. In case of danger, separate tracks allow the engine power to be reduced, even if the 40 series line is cut.
- the engine control unit 15 can control the cut off of the injection and / or ignition, and, on the other hand, the throttle valve 5 can be closed, and this by two means, either electrically by controlling the engine control unit 15 or the throttle control unit 3, either mechanically by the return spring, after deactivation of the power control stage 9 of the actuator 7.
- the unit motor control 15 can therefore control the modulation or cut off of the injection and / or ignition, in order to reduce the power of the engine, when a fault in the serial line 40 is detected, and when detects the appearance of a fault which could cause the driver to lose control of engine power.
- the power supply to the actuator 7 can also be cut off, possibly after a time delay, by the throttle control unit 3, when the brake pedal 31 is actuated. It can thus be seen that the architecture of the system authorizes the overall management of the engine, by its three air, fuel and ignition supply circuits, by the single engine control unit 15 which is thus able to intervene very quickly and simultaneously on these three circuits, if necessary.
- the integrated block 1, associating with the motorized throttle body 2 the electronic unit 3 of throttle control, is such that the motorized throttle body 2 behaves as an intelligent actuator vis-à-vis the engine control unit 15, with which the throttle control unit 3 is put in relation master-slave.
- the system has a high degree of reliability and guarantees maximum security in the event of failure, due to the security linked to the components, as described above, to the security linked to the architecture of the system, as presented above, and redundancies of the system.
- each control unit 3 and 15 receives sufficient information to ensure sufficient self-diagnosis, even in the event of a disturbance or break in the serial line 40 and / or if the other control unit fails.
- the system offers two separate means for controlling the position of the butterfly valve 5.
- the first means is the sensor 8, such as a potentiometer on the axis of the butterfly valve, the signal of which is read directly by the control unit 3 of the throttle valve and transmitted by line 40 to the engine control unit 15, and the second means is the reconstituted angular position signal of the throttle valve, calculated by the engine control unit 15 in particular from the engine speed and either the intake air pressure, i.e. the intake air flow.
- the throttle control unit 3 can use the reconstructed throttle position signal, which it receives via line 40 of the control unit motor 15, and associate it with servo-control parameters adapted to replace it with the detected position signal of the butterfly in order to ensure the servo-position in position of the latter, that is to say in order to substantially position the throttle valve relative to the setpoint delivered by the engine control unit 15, with performance possibly degraded, but which remains sufficient for acceptable control of the throttle valve 5.
- the system also offers two separate ways to control driver demand.
- the first means is the sensor 28 or potentiometer for copying the angular position of the accelerator pedal 27, the signal of which is read directly by the engine control unit 15, and the second means is the contactor 29 of "lifted foot" "or second potentiometer, also sensitive to the actuation of the accelerator pedal 27, and the signal of which is read directly by the control unit of the throttle valve 3, but retransmitted by line 40 to the control unit engine 15. Consequently, in the event of failure of the angular position sensor 28 of the accelerator pedal, the engine control unit 15 always has, via the throttle control unit 3 and the contactor 29, for information on actuation of the accelerator pedal 27.
- each of the two control units 3 and 15 can be used as an interface for sending information to the other unit from outside the system or from an associated system, or, in the opposite direction, for send information to or from an associated system from this other control unit.
- a major advantage of the system according to the invention is that the distribution of functions on two separate microcontrollers, with mutual surveillance tests, gives access to a large number of functions achievable, some of which are new, and which can be classified into two categories according to whether they intervene on the control of the engine or according to whether they intervene on the control of the vehicle.
- the first category to achieve the objective of carrying out the metering of the engine power and optimizing its operation, in particular in emission of pollutants and consumption, it is possible to integrate into the pedal transfer law programmable accelerator / throttle valve, pre-positioning of the throttle valve for starting, especially in cold conditions, regulation of the idle speed, depending for example on the water temperature, as well as damping functions for the angular movements of the throttle valve, monitoring richness of the air / fuel mixture during transients, and limitation of engine speed.
- the functions belonging to the second category are those through which the control of the throttle position produces consequences at the vehicle level, to improve comfort, driving pleasure and safety. These functions are functions of regulation and / or limitation of the vehicle speed, throttle control for anti-skid and / or anti-lock, reduction of jolts, and interactions with a gearbox. electronic speed control, an anti-collision system, a guidance system, and / or a vehicle attitude control system, for example when cornering, such as an active suspension system.
- the architecture of a state-of-the-art engine control unit can be essentially preserved, the connector terminals for controlling the action of the circuit additional air supply in a conventional engine control unit being used, in the system according to the invention, for the connection of the serial line 40 to the engine control unit 15, including the electronic
- ISA / EP that control, compared to that controlling the additional air circulation in a conventional unit, is extended the entire dynamic range of the throttle valve (for example from 0 to 40 kg of air per hour).
- the system described above with reference to the single figure is particularly suitable for injection installations of the multipoint type, that is to say comprising u injector at least for each cylinder of the engine, e ensuring injection downstream of the throttle body, in the downstream end of the injection pipe, in the immediate vicinity of the engine cylinder head.
- the single injector or the two side-by-side injectors, or are mounted directly integrated in the throttle body 4, so as to inject the fuel directly upstream d throttle valve 5, and the supply pressure regulator d or injectors is also integrated in this body 4.
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Computer Hardware Design (AREA)
- Microelectronics & Electronic Packaging (AREA)
- Combined Controls Of Internal Combustion Engines (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 (5)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
BR9305700A BR9305700A (pt) | 1992-10-29 | 1993-10-26 | Sistema de controle motor com corpo de borboleta motorizado |
EP93924111A EP0618998B1 (fr) | 1992-10-29 | 1993-10-26 | Systeme de controle moteur a corps de papillon motorise |
DE69306548T DE69306548T2 (de) | 1992-10-29 | 1993-10-26 | Steuerungssystem für eine brennkkraftmaschine mit motorisiertem drosselklappgehäuse |
US08/256,191 US5482019A (en) | 1992-10-29 | 1993-10-26 | Engine control system with motorized butterfly body |
JP6510765A JP2879974B2 (ja) | 1992-10-29 | 1993-10-26 | 動力付バタフライ本体を設けたエンジン制御システム |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR92/12931 | 1992-10-29 | ||
FR9212931A FR2697585B1 (fr) | 1992-10-29 | 1992-10-29 | Système de contrôle moteur à corps de papillon motorisé. |
Publications (1)
Publication Number | Publication Date |
---|---|
WO1994010434A1 true WO1994010434A1 (fr) | 1994-05-11 |
Family
ID=9434973
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/FR1993/001046 WO1994010434A1 (fr) | 1992-10-29 | 1993-10-26 | Systeme de controle moteur a corps de papillon motorise |
Country Status (8)
Country | Link |
---|---|
US (1) | US5482019A (fr) |
EP (1) | EP0618998B1 (fr) |
JP (1) | JP2879974B2 (fr) |
BR (1) | BR9305700A (fr) |
DE (1) | DE69306548T2 (fr) |
ES (1) | ES2095084T3 (fr) |
FR (1) | FR2697585B1 (fr) |
WO (1) | WO1994010434A1 (fr) |
Families Citing this family (13)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2880364B2 (ja) * | 1993-02-25 | 1999-04-05 | 株式会社日立製作所 | 自動車用エンジン制御装置 |
US6494186B1 (en) | 1999-09-30 | 2002-12-17 | Siemens Vdo Automotive Corporation | Integral engine control sensor |
DE10107595A1 (de) * | 2001-02-17 | 2002-08-29 | Bayerische Motoren Werke Ag | Elektromagnetischer Ventiltrieb |
DE10117542A1 (de) * | 2001-04-07 | 2002-10-10 | Siemens Ag | Drosselklappenstutzen und Elektronikmodul |
JP3805648B2 (ja) * | 2001-06-14 | 2006-08-02 | 三菱電機株式会社 | エンジン用吸気量制御装置 |
JP2003027973A (ja) * | 2001-07-12 | 2003-01-29 | Hitachi Unisia Automotive Ltd | 可変動弁機構の制御装置 |
DE10147333A1 (de) * | 2001-09-26 | 2003-04-24 | Bosch Gmbh Robert | Variantenreduzierte Drosseleinrichtung mit austauschbaren Gehäuseteilen |
DE10207621A1 (de) * | 2002-02-22 | 2003-09-11 | Behr Gmbh & Co | Luftstromsteuerelement mit integrierter Sensorik |
ES2245231B1 (es) * | 2004-05-07 | 2006-10-01 | Ros Roca Indox Equipos E Ingenieria, S.L. | Perfeccionamientos en los medios de transformacion de un motor diesel a gas natural licuado. |
ES2263367B1 (es) * | 2005-01-20 | 2007-10-01 | Ros Roca Indox Equipos E Ingenieria S.L. | Centralita electronica para el control del funcionamiento de un motor diesel transformado para gas natural licuado. |
WO2005108762A1 (fr) * | 2004-05-07 | 2005-11-17 | Ros Roca Indox Equipos E Ingenieria, S.L. | Perfectionnements des moyens de tranformation d'un moteur diesel en moteur fonctionnant au gaz naturel liquefie |
DE102004034865A1 (de) * | 2004-07-19 | 2006-02-16 | Siemens Ag | Sensor zur Messung der Position eines Stellgliedes |
DE102005016267A1 (de) * | 2005-04-08 | 2006-10-12 | Siemens Ag | Sensor zur Messung der Position eines Stellgliedes |
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DE3539407A1 (de) * | 1985-11-07 | 1987-05-14 | Bosch Gmbh Robert | Rechnersystem mit zwei prozessoren |
EP0222081A2 (fr) * | 1985-11-02 | 1987-05-20 | VDO Adolf Schindling AG | Dispositif à régulateur électronique pour moteur à combustion |
EP0300153A2 (fr) * | 1987-07-23 | 1989-01-25 | VDO Adolf Schindling AG | Dispositif de réglage de charge |
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US4894781A (en) * | 1986-10-02 | 1990-01-16 | Nippondenso Co., Ltd. | Communication control system |
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DE4106257A1 (de) * | 1991-02-28 | 1992-09-03 | Pierburg Gmbh | Einrichtung zur steuerung der drosselklappe |
EP0536557A1 (fr) * | 1991-10-08 | 1993-04-14 | Robert Bosch Gmbh | Dispositif pour commander la puissance motrice d'un véhicule |
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DE3815734A1 (de) * | 1987-07-23 | 1989-02-02 | Vdo Schindling | Lastverstelleinrichtung |
DE3901583A1 (de) * | 1989-01-20 | 1990-07-26 | Vdo Schindling | Lastverstelleinrichtung |
JPH0385337A (ja) * | 1989-08-29 | 1991-04-10 | Mitsubishi Electric Corp | 機関のスロットル弁制御装置 |
DE3941849A1 (de) * | 1989-12-19 | 1991-06-20 | Hoechst Ag | Verfahren zur pulverbeschichtung mit fluorthermoplasten |
US5056613A (en) * | 1990-07-27 | 1991-10-15 | Ford Motor Company | Vehicular speed control system with reduced gear chatter |
US5086740A (en) * | 1990-11-02 | 1992-02-11 | Siemens Automotive L.P. | Engine electronic throttle control with cruise control feature |
FR2672086B1 (fr) * | 1991-01-29 | 1995-02-03 | Siements Automotive Sa | Procede et dispositif de commande en boucle fermee de la puissance d'un moteur a combustion interne propulsant un vehicule automobile. |
JP2921234B2 (ja) * | 1992-02-05 | 1999-07-19 | 日産自動車株式会社 | 電子式スロットル駆動装置 |
-
1992
- 1992-10-29 FR FR9212931A patent/FR2697585B1/fr not_active Expired - Fee Related
-
1993
- 1993-10-26 EP EP93924111A patent/EP0618998B1/fr not_active Expired - Lifetime
- 1993-10-26 BR BR9305700A patent/BR9305700A/pt not_active IP Right Cessation
- 1993-10-26 JP JP6510765A patent/JP2879974B2/ja not_active Expired - Fee Related
- 1993-10-26 DE DE69306548T patent/DE69306548T2/de not_active Expired - Fee Related
- 1993-10-26 ES ES93924111T patent/ES2095084T3/es not_active Expired - Lifetime
- 1993-10-26 US US08/256,191 patent/US5482019A/en not_active Expired - Fee Related
- 1993-10-26 WO PCT/FR1993/001046 patent/WO1994010434A1/fr active IP Right Grant
Patent Citations (8)
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US5093793A (en) * | 1985-05-07 | 1992-03-03 | Honda Giken Kogyo K.K. | Method of transferring signals within electronic control system for internal combustion engines |
EP0222081A2 (fr) * | 1985-11-02 | 1987-05-20 | VDO Adolf Schindling AG | Dispositif à régulateur électronique pour moteur à combustion |
DE3539407A1 (de) * | 1985-11-07 | 1987-05-14 | Bosch Gmbh Robert | Rechnersystem mit zwei prozessoren |
US4894781A (en) * | 1986-10-02 | 1990-01-16 | Nippondenso Co., Ltd. | Communication control system |
EP0300153A2 (fr) * | 1987-07-23 | 1989-01-25 | VDO Adolf Schindling AG | Dispositif de réglage de charge |
US4819597A (en) * | 1988-04-05 | 1989-04-11 | Eaton Corporation | Clocked current torque motor control |
DE4106257A1 (de) * | 1991-02-28 | 1992-09-03 | Pierburg Gmbh | Einrichtung zur steuerung der drosselklappe |
EP0536557A1 (fr) * | 1991-10-08 | 1993-04-14 | Robert Bosch Gmbh | Dispositif pour commander la puissance motrice d'un véhicule |
Also Published As
Publication number | Publication date |
---|---|
US5482019A (en) | 1996-01-09 |
EP0618998A1 (fr) | 1994-10-12 |
JP2879974B2 (ja) | 1999-04-05 |
DE69306548D1 (de) | 1997-01-23 |
EP0618998B1 (fr) | 1996-12-11 |
JPH07502798A (ja) | 1995-03-23 |
DE69306548T2 (de) | 1997-07-17 |
FR2697585A1 (fr) | 1994-05-06 |
BR9305700A (pt) | 1996-12-31 |
FR2697585B1 (fr) | 1995-01-06 |
ES2095084T3 (es) | 1997-02-01 |
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