EP0953755B1 - Dispositif de contrôle pour moteurs à combustion - Google Patents

Dispositif de contrôle pour moteurs à combustion Download PDF

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Publication number
EP0953755B1
EP0953755B1 EP99107853A EP99107853A EP0953755B1 EP 0953755 B1 EP0953755 B1 EP 0953755B1 EP 99107853 A EP99107853 A EP 99107853A EP 99107853 A EP99107853 A EP 99107853A EP 0953755 B1 EP0953755 B1 EP 0953755B1
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EP
European Patent Office
Prior art keywords
speed
power
engine
vehicle
control device
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP99107853A
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German (de)
English (en)
Other versions
EP0953755A3 (fr
EP0953755A2 (fr
Inventor
Heinz Weiss
Ronnie F. Burk
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Deere and Co
Original Assignee
Deere and Co
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Filing date
Publication date
Application filed by Deere and Co filed Critical Deere and Co
Publication of EP0953755A2 publication Critical patent/EP0953755A2/fr
Publication of EP0953755A3 publication Critical patent/EP0953755A3/fr
Application granted granted Critical
Publication of EP0953755B1 publication Critical patent/EP0953755B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D41/00Electrical control of supply of combustible mixture or its constituents
    • F02D41/24Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2496Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories the memory being part of a closed loop
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D31/00Use of speed-sensing governors to control combustion engines, not otherwise provided for
    • F02D31/001Electric control of rotation speed
    • F02D31/007Electric control of rotation speed controlling fuel supply
    • F02D31/009Electric control of rotation speed controlling fuel supply for maximum speed control
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D2200/00Input parameters for engine control
    • F02D2200/50Input parameters for engine control said parameters being related to the vehicle or its components
    • F02D2200/501Vehicle speed

Definitions

  • the invention relates to a control device for internal combustion engines of agricultural or commercial vehicles, in particular for agricultural tractors.
  • the control device contains at least one storage unit for storing engine maps. It outputs control signals to an electronically controlled injection system for setting the fuel injection quantity as a function of adjustable setpoint specifications taking into account at least one engine map.
  • Agricultural tractors are designed in particular with regard to desired tensile force values and desired operating speeds.
  • a standard tractor for plowing at 6 to 7 km / h is designed for a power of 100 DIN kW.
  • the tractor is equipped with heavy weights and large tires. The lower the operating speed, the greater the torque can be transmitted with the same engine power.
  • a standard tractor with a capacity of 100 DIN-kw can tow a trailer of 20 t on a route that increases by 1.5 m over 100 m (gradient 1.5%), with a maximum speed of 50 km / h.
  • Tractors are increasingly used for longer distances on roads, so that the desire for higher speeds increases. For example, it is desirable for a tractor to pull a trailer of 20 tons on a 1.5% grade at a speed of 65 km / h. For this purpose, however, a motor power of about 130 kW is needed. For a speed of 80 km / h approximately 168 kW are required. In order to realize these speeds, the internal combustion engine, the tractor support structure and all other tractor components must be designed for the specified performance become. For use in field work, however, the drive system of such a tractor would be oversized and therefore uneconomical.
  • the object underlying the invention is seen in a generic control device for internal combustion engines of the type mentioned in such a way that the above problems are overcome.
  • the control device contains at least one memory unit for storing engine maps. she is designed in such a way that it emits control signals to an electronically controlled injection system for setting the fuel injection quantity in dependence on target specifications, which are predetermined for example with an accelerator pedal, taking into account at least one engine map.
  • the control device detects the signals of at least one vehicle speed sensor and limits or throttles the maximum possible engine power as a function of the vehicle speed.
  • the inventive design has a positive influence on the life of the drive train and other vehicle components, because it protects these vehicle components against overload, although they are not designed for the maximum possible engine power.
  • the invention proposes to reduce or throttle the engine power, in particular for vehicle speed ranges in which high loads and high torques occur in the drive train.
  • the invention makes it possible to provide a single vehicle for different requirements.
  • the vehicle has a relatively powerful combustion engine that is adapted to the requirements of fast transport.
  • the transmission, the chassis and other vehicle components can be designed as a result of the invention to a load that is significantly lower than the rated motor power and sufficient for example for normal field work, without overloads are to be feared. This allows the production of a single versatile tractor type in large quantities at a reasonable production cost.
  • a vehicle speed sensor for example, serve a speed sensor, the speed on the output side of the internal combustion engine downstream multi-stage Gear, or detects the speed of the drive wheels.
  • the driving speed can also be measured directly, for example with a radar sensor.
  • the rated power of the internal combustion engine is designed for a predefinable maximum vehicle speed. If the vehicle is traveling at maximum speed, there is no limitation of the engine power, apart from the usual reduction when the rated speed is reached. At lower speeds, the engine output is limited to values below the rated engine power. It is advantageous in this case if the power limitation takes place in such a way that for each vehicle speed it corresponds to the design-related load capacity of the vehicle components given for this speed or at least does not exceed it or not at all substantially.
  • a further preferred embodiment of the invention provides that an upper speed-traction hyperbola defined and optionally stored in a map memory, which corresponds to the rated engine power and is designed for transport at high vehicle speeds to a desired maximum vehicle speed and an associated desired traction value.
  • a lower speed traction hyperbola defined by a predetermined low vehicle operating speed and a limit traction force (DPI) with reduced engine power and optionally stored in the map memory.
  • DPI limit traction force
  • the power adjustment of the internal combustion engine takes place according to the embodiment of the invention as a function of the vehicle speed along a continuous compensation curve, which between the lower and the upper Speed Traction Hyperbola runs.
  • the compensation curve can be calculated either in the control device from the upper and the lower speed-traction hyperbola or stored as a fixed predetermined characteristic in the map memory.
  • the continuous compensation curve in the lower speed range snuggles against the lower speed traction hyperbola (for example 100 kW) and in the upper speed range to the upper speed traction hyperbola (for example 168 kW) tangentially, so that a continuous smooth transition between the two hyperbolas results.
  • the maximum adjustable power of the internal combustion engine starting from the maximum vehicle speed to the vehicle operating speed in a proportional function of the measured vehicle speed in the area between the two speed traction hyperbolas is steadily lowered.
  • the low operating speed is expediently between 3 and 12 km / h, preferably at 7 km / h. Further, at the low operating speed, the engine power is throttled to a power value corresponding to the maximum ground transferable tractive effort (according to the DPI) of the vehicle.
  • the rated engine power conveniently corresponds to maximum vehicle speeds between 60 km / h and 90 km / h, preferably of approximately 80 km / h, assuming a hill climb with a gradient of 1.5% and with a trailer of approximately 20 t weight.
  • the invention is not only in field tractors but also in other agricultural or commercial vehicles applicable.
  • Fig. 1 is a schematic representation of a drive system with an internal combustion engine 10, with an electronically controlled injection pump 12, and with a multi-stage transmission 14, which transmits the engine power to the drive wheels 16, of which only one is shown.
  • the injection pump 12 is controlled by a control device 18, also called motor controller.
  • the operator may adjust set point settings for the controller by means of a control element (not shown in greater detail) (eg, an accelerator pedal or a motor speed setting lever).
  • a control element eg, an accelerator pedal or a motor speed setting lever.
  • engine maps 22 are stored, for example, for start, idle, full load, control element and injection pump characteristic.
  • the control device 18 determines setpoints for the injection pump 12, taking into account the default set by the operator and the stored map values. These setpoints serve as the reference variable of a position controller.
  • the control device 18 receives from the injection pump 12 signals via their actual position, the control deviation as the position controller supplied, which ensures a correct and fast adjustment of the required injection pump adjustment.
  • the control device determines the maximum permissible tractive forces or injection quantities for the respective driving speed from the engine map (see FIG. 2) and optionally limits the setpoint values for the injection pump.
  • FIG. 2 shows a diagram in which the vehicle tractive forces in kN are plotted against the vehicle speed in km / h.
  • a first upper speed traction hyperplex P168 is shown for a constant motor rated power of 168 kW.
  • the hyperbola is based on an internal combustion engine, the rated engine power is selected so that the first hyperbola passes through a point A, for which the tensile force Z is sufficient to a supporter of at a maximum vehicle speed of 80 km / h and a road gradient of 1.5% 20 t to draw weight.
  • a second lower speed-pulling hyperbola P100 is also shown, which results in a constant motor power of 100 kW.
  • This hyperbola P100 runs through the point B, at a vehicle speed of 7 km / h, the pulling force is 48.3 kN.
  • the vehicle wheels slip on normal Underground, so that in this way are limited to be transmitted from the transmission means torques.
  • Point B defines the design criteria for the transmission and other vehicle components with regard to the power to be transmitted.
  • an internal combustion engine 10 with a rated engine power of 168 kW is used.
  • the engine power is throttled as a function of the vehicle speed along the compensation curve D.
  • the compensation curve D snuggles in the region of the point B to the lower hyperbola P100 and in the region of the point A tangentially to the upper hyperbola P168.
  • the compensation curve D runs without jumps and steadily approaches the hyperbola P168 with increasing vehicle speed starting from the hyperbola P100.
  • the transition between the two hyperbolas P100 and P168 can take place proportionally to the respective vehicle speed.

Landscapes

  • Engineering & Computer Science (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)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Valve Device For Special Equipments (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Claims (8)

  1. Dispositif de commande pour moteurs à combustion (10) de véhicules agricoles ou professionnels, en particulier pour des moteurs de tracteurs agricoles, qui contient au moins une unité de stockage (22) pour le stockage de diagrammes caractéristiques de moteur et qui, en fonction de valeurs de consigne spécifiques réglables et compte tenu d'au moins un diagramme caractéristique du moteur, envoie des signaux de commande à un système d'injection (12) à réglage électronique pour l'ajustage de la quantité d'injection de carburant, caractérisé en ce que le dispositif de commande (18) enregistre les signaux d'au moins un capteur de vitesse de roulement (24) et limite la puissance de moteur maximale en fonction de la vitesse de roulement et en ce que, pour une vitesse maximale de véhicule prédéfinissable, on n'a aucune limitation de la puissance du moteur, alors que, dans le cas de vitesses de roulement plus faibles, on a une limitation à des puissances de moteur qui sont inférieures à la puissance nominale du moteur.
  2. Dispositif de commande selon la revendication 1, caractérisé en ce que, pour limiter la puissance du moteur, la quantité injectée de carburant maximale est limitée en fonction de la vitesse du véhicule.
  3. Dispositif de commande selon la revendication 1 ou 2, caractérisé en ce qu'une hyperbole supérieure de vitesse et de force de traction est définie, laquelle correspond à la puissance nominale du moteur, en ce qu'une hyperbole inférieure de vitesse et de force de traction (P100) est définie par une vitesse de travail du véhicule (7 km/h) faible et prédéfinissable et une force de traction limite (DPI) pour une puissance de moteur restreinte et en ce que l'adaptation de la puissance du moteur à combustion (10) s'effectue en fonction de la vitesse du véhicule le long d'une courbe de compensation (D) continue, qui est agencée entre l'hyperbole inférieure de vitesse et de force de traction et l'hyperbole supérieure de vitesse et de force de traction (P100, P168).
  4. Dispositif de commande selon la revendication 3, caractérisé en ce que la courbe de compensation (D) continue s'adapte dans la plage de la faible vitesse de travail du véhicule à l'hyperbole inférieure de vitesse et de force d'attraction (P100) et dans la plage de la vitesse maximale du véhicule à l'hyperbole supérieure de vitesse et de force de traction (P168), à chaque fois de façon tangentielle.
  5. Dispositif de commande selon la revendication 3 ou 4, caractérisé en ce que la puissance maximale du moteur à combustion (10) est abaissée constamment à partir de la vitesse maximale du véhicule jusqu'à la vitesse de travail du véhicule en fonction de la vitesse mesurée du véhicule dans la plage comprise entre les deux hyperboles de vitesse et de force de traction (P100, P168).
  6. Dispositif de commande selon l'une quelconque des revendications 3 à 5, caractérisé en ce que la faible vitesse de travail du véhicule se situe entre 3 km/h et 12 km/h, de préférence aux environs de 7 km/h.
  7. Dispositif de commande selon l'une quelconque des revendications 3 à 6, caractérisé en ce que la puissance nominale du moteur est conçue pour une vitesse maximale du véhicule comprise entre 60 km/h et 90 km/h, de préférence aux environs de 80 km/h.
  8. Dispositif de commande selon l'une quelconque des revendications 3 à 7, caractérisé en ce que la puissance du moteur est réduite pour une faible vitesse de travail à une valeur de puissance qui correspond à la force de traction maximale, transmissible au sol, du véhicule.
EP99107853A 1998-04-29 1999-04-21 Dispositif de contrôle pour moteurs à combustion Expired - Lifetime EP0953755B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19819122 1998-04-29
DE19819122A DE19819122C2 (de) 1998-04-29 1998-04-29 Steuereinrichtung für Verbrennungsmotoren

Publications (3)

Publication Number Publication Date
EP0953755A2 EP0953755A2 (fr) 1999-11-03
EP0953755A3 EP0953755A3 (fr) 2003-05-21
EP0953755B1 true EP0953755B1 (fr) 2007-05-02

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ID=7866147

Family Applications (1)

Application Number Title Priority Date Filing Date
EP99107853A Expired - Lifetime EP0953755B1 (fr) 1998-04-29 1999-04-21 Dispositif de contrôle pour moteurs à combustion

Country Status (5)

Country Link
US (1) US6199006B1 (fr)
EP (1) EP0953755B1 (fr)
AT (1) ATE361414T1 (fr)
CA (1) CA2269265C (fr)
DE (2) DE19819122C2 (fr)

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BR0015017A (pt) * 1999-10-26 2002-06-18 Int Engine Intellectual Prop Estratégia de controle e torque de motor
US6554091B2 (en) * 2000-09-08 2003-04-29 Visteon Global Technologies, Inc. Engine output controller
US6589136B2 (en) 2001-03-06 2003-07-08 Deere & Company Engine power boost control system
AU2005222519B2 (en) * 2001-03-06 2008-02-28 Deere & Company Engine power boost control system
US6920387B2 (en) * 2001-12-06 2005-07-19 Caterpillar Inc Method and apparatus for parasitic load compensation
US6842689B2 (en) 2002-05-15 2005-01-11 Caterpillar Inc System for dynamically controlling power provided by an engine
US6718255B1 (en) 2002-10-04 2004-04-06 Ford Global Technologies, Llc Method and system for matching engine torque transitions between closed and partially closed accelerator pedal positions
DE10253081A1 (de) * 2002-11-13 2004-05-27 Claas Selbstfahrende Erntemaschinen Gmbh Verfahren zur Steuerung der Fahrgeschwindigkeit einer Erntemaschine
US7774117B2 (en) * 2003-10-31 2010-08-10 Komatsu Ltd. Engine output control via auto selection of engine output curve
DE10354317A1 (de) * 2003-11-20 2005-06-23 Deutz Ag Flexible Leistungssteuerung einer Brennkraftmaschine
DE102004031248A1 (de) * 2004-06-29 2006-02-09 Plustech Oy Ladegerät
US7805937B2 (en) * 2005-08-25 2010-10-05 Deere & Company Internal combustion engine with power boost in response to impending load
US7134406B1 (en) 2005-09-08 2006-11-14 Deere & Company Cooling fan control for improved engine load acceptance
US7280905B1 (en) * 2006-04-15 2007-10-09 Salvisberg Marc W System and method for maximizing power output from an internal combustion engine
US7849952B2 (en) * 2006-08-24 2010-12-14 Macdon Industries Ltd Tractor with two engine settings

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Also Published As

Publication number Publication date
ATE361414T1 (de) 2007-05-15
DE19819122C2 (de) 2001-06-28
DE19819122A1 (de) 1999-11-11
EP0953755A3 (fr) 2003-05-21
CA2269265C (fr) 2002-04-16
CA2269265A1 (fr) 1999-10-29
US6199006B1 (en) 2001-03-06
DE59914318D1 (de) 2007-06-14
EP0953755A2 (fr) 1999-11-03

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