EP1239133B1 - System zur Steuerung einer Leistungsverstärkung eines Motors - Google Patents

System zur Steuerung einer Leistungsverstärkung eines Motors Download PDF

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Publication number
EP1239133B1
EP1239133B1 EP02004794A EP02004794A EP1239133B1 EP 1239133 B1 EP1239133 B1 EP 1239133B1 EP 02004794 A EP02004794 A EP 02004794A EP 02004794 A EP02004794 A EP 02004794A EP 1239133 B1 EP1239133 B1 EP 1239133B1
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EP
European Patent Office
Prior art keywords
engine
algorithm
power boost
value
directs
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
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EP02004794A
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German (de)
English (en)
French (fr)
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EP1239133A2 (de
EP1239133A3 (de
Inventor
Stephen Russell Ephraim
James Anton Miller
Marvin Kenneth Farr
Michael John Pipho
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Deere and Co
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Deere and Co
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Publication date
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Publication of EP1239133A2 publication Critical patent/EP1239133A2/de
Publication of EP1239133A3 publication Critical patent/EP1239133A3/de
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Publication of EP1239133B1 publication Critical patent/EP1239133B1/de
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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
    • F02D31/00—Use of speed-sensing governors to control combustion engines, not otherwise provided for
    • F02D31/001—Electric control of rotation speed
    • F02D31/007—Electric control of rotation speed controlling fuel supply
    • F02D31/009—Electric control of rotation speed controlling fuel supply for maximum speed control
    • 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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0215—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission
    • F02D41/0225—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission in relation with the gear ratio or shift lever position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/1002—Output torque
    • F02D2200/1004—Estimation of the output torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/50—Input parameters for engine control said parameters being related to the vehicle or its components
    • F02D2200/501—Vehicle speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/18—Control of the engine output torque

Definitions

  • the invention relates to a system for controlling the power amplification of a regulator-controlled, self-igniting engine of a commercial vehicle with a motor control.
  • the US-A-4,522,553 shows a power amplification system for the engine of a combine harvester, which increases the power of the engine when a header is in operation.
  • US-A-6,138,782 shows a power boost, which supports a hydrostatic steering of a tractor with rubber tracks.
  • the EP-A2-0 770 773 discloses a power amplification control system for an engine having a pair of timers for controlling turn-on and turn-off durations of a boosted operation of a self-igniting engine, which is normally controlled to operate from a throttle-selected constant speed to a normal or rated speed , This system responds to a manually operated control.
  • a determined engine speed is enabled by a manually operated power boost control and is primarily intended to be used during plowing with a farm tractor.
  • a motor power amplification system which is particularly suitable for agricultural tractors, which can be operated at higher speeds.
  • the engine power amplification system is used on self-igniting engines, which are normally controlled by a governor so that they can be operated from a choke-selected constant engine speed to a normal or rated engine speed.
  • a system for controlling the power gain of a controller-controlled auto-ignition engine of a commercial vehicle having an engine controller may include at least one sensor for generating a signal in response to a travel speed of the commercial vehicle received by the engine controller, and the engine controller enables a power boost depending on the vehicle speed or stops.
  • a system for controlling the power gain of a controller-controlled auto-ignition engine of a commercial vehicle having an engine controller may also include at least one sensor for generating a signal in response to a gear ratio of a transmission of the commercial vehicle received by the engine controller and the engine controller enables or inhibits a power boost depending on the gear ratio, the engine control enabling power boost when the vehicle speed and / or the gear ratio exceeds a limit, and inhibits when the vehicle speed and / or the vehicle speed are increasing Transmission ratio or the gear engaged a second / falls below the limit.
  • the power amplification system may receive a vehicle speed detectable by a sensor and disable the power boost at start up.
  • a power amplification is deactivated when the determined travel speed exceeds a first "ON" limit value, wherein the latter is selected such that a transport speed can be assumed above this limit value. It is possible to deactivate a power gain if the determined travel speed has fallen below a second or "OFF" limit value. It is believed that there is no transport speed below this second limit value.
  • the controller When a power boost is disabled, the controller will raise the engine power level above a normal level so that, for example, a desired ride or transport speed may be maintained when the vehicle is going up a grade.
  • the "ON” threshold is preferably greater than the "OFF” threshold to prevent the system from continually activating and deactivating a power gain. Different amounts of power amplification can be activated and deactivated, and this can be done as a function of different pairs of "ON" and "OFF” limits.
  • the power gain may be controlled as a function of gear ratios determined or calculated by a sensor and / or various sensors determined temperatures associated with the engine.
  • Fig. 1A Reference is made to an internal combustion engine, hereinafter referred to as engine 10, such as a compression-ignition engine, which is normally controlled to operate at a throttle-selected constant engine speed to a normal or rated engine speed, the fuel of a fuel injection system 12, which is controlled by a motor controller 14 receives.
  • the engine drives a transmission 11, which is controlled by a transmission controller 28.
  • the engine controller 14 includes a conventional engine controller 15 and receives signals from a fuel temperature sensor 16, an engine oil sensor 18, an intake manifold temperature sensor 20, an engine coolant sensor 22, a transmission oil temperature signal from a transmission oil temperature sensor 24, and a hydraulic oil temperature signal from a hydraulic oil temperature sensor 26.
  • the engine control 14 receives Also, a transmission ratio signal from the transmission controller 28.
  • the transmission ratio could also be an engine speed and a drive shaft speed or a vehicle or vehicle speed be calculated as in the Figures 1B and 1C will be shown.
  • Fig. 1B With reference to the Fig. 1B is the in Fig. 1B shown embodiment similar to that of Fig. 1A except that in the embodiment Fig. 1B , the engine controller 14 also receives a vehicle speed signal from a vehicle speed sensor 30, such as a vehicle speed radar sensor or a speed sensor on non-driven wheels.
  • a vehicle speed sensor 30 such as a vehicle speed radar sensor or a speed sensor on non-driven wheels.
  • Fig. 1C With reference to the Fig. 1C is the in Fig. 1C shown embodiment similar to that of Fig. 1A except that in the embodiment Fig. 1C , the engine controller 14 also receives a vehicle speed signal from a vehicle speed sensor 30 and an engine speed signal from an engine speed sensor 32.
  • Fig. 1D is the in Fig. 1D shown embodiment similar to that of Fig. 1A except that in the embodiment of Fig. 1D that the engine controller 14 receives only a vehicle speed signal from a vehicle speed sensor 30, such as a vehicle speed radar sensor or a non-driven wheel speed sensor.
  • a vehicle speed sensor 30 such as a vehicle speed radar sensor or a non-driven wheel speed sensor.
  • the engine controller 14 executes one of the algorithms represented by the flowcharts shown in FIGS FIGS. 2 to 7 be reproduced. Transferring these flowcharts to a standard language to incorporate the algorithms described by the flowcharts into a digital computer or microprocessor will be apparent to one of ordinary skill in the art.
  • Algorithm 100 begins upon cranking or upon actuation of an ignition key (not shown) at step 102, which includes a power up counter or preset a count-down counter and counter value to predetermined values representing desired time periods.
  • the turn-on counter or count is preset to a value representing a period of two minutes
  • the shut-off counter or count is preset to a value corresponding to a period of four minutes.
  • Step 104 directs the algorithm to step 122 when the transmission ratio signal of Fig. 28 indicates that the transmission 11 is not within a predetermined range. If the transmission 11 is in range, step 104 directs the algorithm to step 106.
  • Fig. 9 Considering, for example, in a 16-speed transmission, a power gain for gear 14 and higher and for the gears 13 and lower can not be made possible.
  • Step 106 directs the algorithm to step 122 if the temperatures sensed by the sensors 16 to 26 are not within normal ranges. If the temperatures are in normal ranges, step 106 directs the algorithm to step 108.
  • Step 108 directs the algorithm to step 116 (to disable or disable power amplification) when the turn-on counter is less than or equal to zero (turn-on duration expired). If the turn-on counter is greater than zero, step 108 directs the algorithm to step 110.
  • Step 110 allows power boosting (by a predetermined value, such as 5% or 10%) or increased fueling of the engine 10, as required by the governor 15, such as, for example, when the speed control (not shown) requires a higher speed than normally achieved under these circumstances, up to an amount of fuel passing through a maximum power boost fuel quantity curve is determined, which is preferably represented by a closed table (not shown) stored in the engine controller 14. For example, as the tractor travels down the road during a journey and begins to climb uphill while the engine is already operating at a normal, maximum revving power level, the governor 15 will maintain the engine speed at a level of performance is higher than the normal maximum torque level, lifts.
  • a predetermined value such as 5% or 10%
  • increased fueling of the engine 10 as required by the governor 15, such as, for example, when the speed control (not shown) requires a higher speed than normally achieved under these circumstances, up to an amount of fuel passing through a maximum power boost fuel quantity curve is determined, which is preferably represented by a closed table (not shown) stored in the
  • Step 112 directs the algorithm to step 114 when the requested amount of fuel is greater than a normal maximum amount of fuel. If the fuel demand is not greater than a normal maximum fuel value, step 112 directs the algorithm to step 122.
  • Step 114 decreases the power-on counter value by a counter-reduction value XX.
  • the counter-reduction value XX may be a fixed value or a variable value.
  • the counter reduction value XX may be from a minimum to a maximum value as a function of the increased fuel consumption percentage, as shown in FIG Fig. 11 is shown to be variable.
  • Step 116 deactivates the power boost and terminates the increased fueling.
  • Step 118 reduces the shutdown counter by a counter-reduction value YY and directs the algorithm to step 120.
  • the counter-reduction value YY may be a fixed value or a variable value, similar to the counter-reduction value XX.
  • Step 120 directs the algorithm to step 102 when the power down counter value indicates that the power down period has expired. If the shutdown time has not expired, steers step 120, the algorithm to step 104.
  • Step 122 directs the algorithm to step 104 if the power-on counter is greater than or equal to an initial value, otherwise directs it to step 124.
  • Step 124 increments the turn-on counter by a count-up value ZZ, and directs the algorithm to step 104.
  • the count-up value ZZ may also be a fixed value or a variable value similar to the counter-reduction value XX.
  • Step 126 reinitializes the shutdown counter and directs the algorithm to step 104.
  • algorithm 100 activates power gain for a limited, spaced amount of time as often as the transmission (not shown) has a higher gear ratio (a higher gear) and the temperatures determined are in normal ranges.
  • the algorithm 200 will begin at step 202, which will preset a turn-on counter or count and a shutdown counter or count to predetermined values representing the desired time periods .
  • the turn-on counter or count is preset to a value representing a time period of, for example, two minutes
  • the shut-off counter or count is preset to a value representing a duration of, for example, four minutes.
  • Step 204 directs the algorithm to step 224 when the transmission signal from the transmission controller 28 indicates that the transmission 11 is not in certain gears. If the transmission 11 is in these gears, step 204 directs the algorithm to step 206 (which allows power amplification). Step 206 selects one maximum power boost fueling curve or operating characteristic as a function of the gear signal of FIG. 28 and information stored in the engine controller 14 (eg, from a closed table, not shown). When viewing from Fig. 9 For example, in a 16-speed transmission, power gain for gears 14 and higher and gears 13 and lower may be disabled. Different amounts of power gain can be enabled or enabled for different gears. Also under consideration of Fig. 9 For example, the amount of power boost may preferably decrease as the gear ratio increases.
  • Step 208 directs the algorithm to step 224 if the temperatures sensed by the sensors 16 to 26 are not within normal ranges. If the temperatures are in normal ranges, step 208 directs the algorithm to step 210.
  • Step 210 directs the algorithm to step 218 (to prevent power amplification) when the turn-on counter is less than or equal to zero. If the power up counter is greater than zero, step 210 directs the algorithm to step 212.
  • Step 212 enables or activates a power boost or boost of the engine 20 as required by the governor 15 to an amount of fuel that is determined or limited by the maximum power boost fuel curve selected in step 206.
  • step 214 directs the algorithm to step 224. If the fuel quantity requested by the regulator 15 is a normal maximum fuel value (power boost operation ) step 214, step 214 directs the algorithm to step 216.
  • Step 216 decreases the power-on counter value and directs the algorithm to step 228.
  • This counter-reduction value may be a fixed or a variable value, similar to the counter-reduction value XX.
  • Step 218 removes the increased fueling and deactivates the power boost.
  • Step 220 reduces the shutdown counter.
  • Step 222 directs the algorithm to step 202 when the shutdown counter value is less than or equal to zero (shutdown duration expired). If the shutdown counter is not less than or equal to zero (shutdown duration not expired), step 222 directs the algorithm to step 204.
  • Step 224 directs the algorithm to step 204 if the power-on counter value is greater than or equal to an initial value, otherwise to step 226.
  • Step 226 increments the power-on counter value by a counter increment value XX and directs the algorithm to step 204.
  • Step 228 reinitializes the shutdown counter value and directs the algorithm to step 204.
  • the algorithm 200 allows power amplification for limited, spaced durations as often as the transmission 11 is in a higher gear ratio and the detected temperatures are within normal ranges, and selects a maximum fuel level as a function of gear ratio. of the transmission 11 off.
  • Algorithm 300 begins by turning on or turning the ignition switch (not shown) to its ON position at step 302, which primes a turn-on counter or count and a shutdown counter or count to predetermined values representing desired time periods.
  • the turn-on counter is counted to a value representing a time of, for example, two minutes
  • the turn-off counter or count is preset to a value representing a time period of, for example, four minutes.
  • Step 304 directs the algorithm to step 324 when the gear ratio signal from the transmission controller 28 indicates that the transmission 11 is in a predetermined range of its available gear ratios (gears). When the transmission 11 is in this range of gears, power amplification is enabled and step 304 directs the algorithm to step 305.
  • Step 306 calls a subroutine 700 ( Fig. 8 ), which selects a power amplification stage as a function of the vehicle speed signal from the sensor 30.
  • the subroutine 700 operates to allow different amounts of power amplification when the determined vehicle speed allows above a corresponding "on" limit speed and the corresponding amount of power gain when the determined vehicle speed is below corresponding "off" limit speeds, which are preferably 3 to 5 km / h is less than the "ON" limit speeds.
  • the subroutine 700 will be described below with reference to FIG Fig. 8 described in more detail.
  • Step 308 directs the algorithm to step 324 if the temperatures sensed by the sensors 16 to 26 are not in normal ranges. If the temperatures are in normal ranges, step 306 directs the algorithm Step 310.
  • Step 310 directs the algorithm to step 318 (to disable power amplification) when the turn-on counter is less than or equal to zero (the turn-on time has expired). If the turn-on counter is greater than zero, step 310 directs the algorithm to step 312.
  • Step 312 allows for power boosting or increased fueling of the engine 30, as required by the controller 15, to a maximum level, such as determined by a closed table stored in the engine controller.
  • Step 314 directs the algorithm to step 324 if the requested amount of fuel is not greater than a normal maximum fuel value. If the requested amount of fuel is not greater than a normal maximum fuel value, step 314 directs the algorithm to step 316.
  • Step 316 reduces the power-on counter and directs the algorithm to step 328.
  • This counter-reduction value may be a fixed or a variable value, similar to the counter-reduction value XX.
  • Step 318 removes the increased fuel supply, deactivating the power boost.
  • Step 320 reduces the shutdown counter.
  • Step 322 directs the algorithm to step 302 (again to enable power amplification) when the shutdown counter value is less than or equal to zero (shutdown duration, has expired). If the shutdown counter value is greater than zero, step 322 directs the algorithm to step 304.
  • Step 324 directs the algorithm to step 304 when the Power-on counter value is greater than or equal to an initial value. If the power up counter value is greater than the initial value, step 324 directs the algorithm to step 326.
  • Step 326 increments the power up counter by XX and directs the algorithm to step 304.
  • Step 328 reinitializes the shutdown counter and directs the algorithm to step 304.
  • the algorithm 300 provides power amplification for limited, spaced durations as often as the transmission 11 is in a higher gear ratio and the detected temperatures are within normal ranges and a selected power boost level has been selected as a function of the determined vehicle speed.
  • Algorithm 400 begins at cranking or turning of the ignition switch (not shown) in its ON position to step 402, which presets a turn-on counter or count and a shutdown counter or count to predetermined values that represent desired times.
  • the turn-on counter or count is preset to a value representing a period of, for example, two minutes
  • the shut-off counter or count is preset to a value corresponding to a period of four minutes.
  • Step 404 directs the algorithm to step 424 when the transmission signal from the transmission controller 28 indicates that the transmission 11 is not in certain gears. If the transmission 11 is in such gears, step 404 directs the algorithm to step 406.
  • Step 406 selects an amount of power gain as a function of the change (increase or decrease) per unit time (Delay) a speed characteristic, such as a determined driving or motor speed from the sensor 30 or 32.
  • a speed characteristic such as a determined driving or motor speed from the sensor 30 or 32.
  • the amount of power boost may be varied or selected as a function of deceleration and as a function of the gear ratio of the transmission 11.
  • the amount of power gain increases for higher negative delay and preferably decreases as the ratio decreases. If the delay is zero or positive, the power gain may be a zero gain, or it may be an increase, but less than if the delay is negative.
  • Step 408 directs the algorithm to step 424 if the temperatures sensed by any of the sensors 16 to 26 are not within normal ranges. If the temperatures are in normal ranges, step 406 directs the algorithm to step 410.
  • Step 410 directs the algorithm to step 418 (to disable power amplification) when the turn-on counter is less than or equal to zero. If the turn-on counter is greater than zero, step 410 directs the algorithm to step 412.
  • Step 412 allows power amplification of the engine 40 as required by the regulator 15 and increases the amount of fuel as determined by a maximum power boost fuel curve, preferably through a closed table, in the engine controller 14 as shown in FIG Fig. 6 is shown stored.
  • Step 414 directs the algorithm to step 424 if the fuel consumption is not greater than a normal, maximum fuel value. If fuel consumption is greater than a normal, maximum fuel value, step 414 directs the algorithm to step 416.
  • Step 416 decreases the power-on counter and directs the algorithm to step 428.
  • This counter-reduction value may be a fixed or a variable value, similar to the counter-reduction value XX.
  • Step 418 removes the increased fueling and deactivates the power boost.
  • Step 420 reduces the shutdown counter
  • Step 422 directs the algorithm to step 402 (to re-enable power amplification) when the shutdown counter is less than or equal to zero (the shutdown duration has expired). If the shutdown counter value is greater than zero, step 422 directs the algorithm to step 404.
  • Step 424 directs the algorithm to step 404 if the power-on counter value is greater than or equal to an initial value. If the power up counter value is less than this initial value, step 424 directs the algorithm to step 426.
  • Step 426 increments the power-on counter by XX and directs the algorithm to step 404.
  • Step 428 reinitializes the shutdown counter and directs the algorithm to step 404.
  • the algorithm 400 allows power amplification for limited, spaced durations as often as the transmission 11 is in a higher gear ratio and the detected temperatures are in normal ranges, and selects a maximum fuel level as a function of the change per unit time of a detected vehicle. or engine speed characteristic.
  • Step 504 sets a power boost request flag equal to "FALSE" to disable power boost at startup.
  • Step 506 directs the algorithm to step 510 if the determined vehicle speed is not greater than a first threshold, such as 30 km / h (above which a transport speed for agricultural tractors is assumed). If the determined vehicle speed is greater than the first threshold, step 506 directs the algorithm to step 508.
  • a first threshold such as 30 km / h (above which a transport speed for agricultural tractors is assumed). If the determined vehicle speed is greater than the first threshold, step 506 directs the algorithm to step 508.
  • Step 508 sets the power boost request flag to true and directs the algorithm to step 514.
  • Step 510 directs the algorithm to step 514 if the determined vehicle speed is not less than a second, lower limit, such as 25 km / h (below which a less than a transport speed for agricultural tractors is assumed). If the determined vehicle speed is less than the second threshold, step 510 directs the algorithm to 512.
  • a second, lower limit such as 25 km / h (below which a less than a transport speed for agricultural tractors is assumed). If the determined vehicle speed is less than the second threshold, step 510 directs the algorithm to 512.
  • Step 512 sets the power boost request flag to "FALSE" and directs the algorithm to step 514.
  • Step 514 redirects the algorithm back to step 506 if the power boost request flag is not true and directs the algorithm to step 516 if the power boost request flag is true.
  • Step 516 allows power amplification of the engine 40, as required by the regulator 15, which reduces the amount of fuel is supplied to the engine by a certain amount increased up to a maximum power amplification amount, which is preferably represented by a closed, stored in the engine controller 14 table (not shown).
  • the algorithm 500 automatically provides power amplification when determining a vehicle speed that is greater than a first or "ON" limit above which a transport speed is assumed and below which less than a transport speed.
  • Algorithm 600 begins to crank or turn the ignition switch (not shown) to its ON position at step 602.
  • Step 604 deactivates power gain by setting a power boost level flag to "OFF.”
  • Step 606 reads in the determined vehicle speed from the sensor 30 and calls the subroutine 700 (FIG. Fig. 8 ), which determines a particular power amplification level, such as 1, 2, 3, etc., as a function of the determined vehicle speed and a plurality of "ON" and "OFF" transport speed limits. Control is then returned to step 606, which directs the algorithm to step 608.
  • a particular power amplification level such as 1, 2, 3, etc.
  • Step 608 selects a particular maximum power gain characteristic or curve (from a plurality of stored waveforms) based on the output of step 608 and subroutine 700.
  • Step 610 directs the algorithm to step 612 if the power boost level flag is "off", otherwise step 610 directs the algorithm to step 614.
  • Step 612 deactivates a power boost and allows fueling of the engine 10 only up to one normal power level, which corresponds to a normal stored engine characteristic or curve.
  • Step 614 activates a power boost and allows fueling to the engine 10 up to levels higher than normal power levels and associated with power boost curves selected by steps 608 and 700.
  • the algorithm 600 automatically enables various amounts of power gain as a function of a determined vehicle speed and a plurality of sets or pairs of "ON" and “OFF” transport speed limits.
  • subroutine 700 may be called in any algorithm 100-400 by one step.
  • Algorithm 700 is entered at 702, whereupon step 704 determines if a new entry value is greater than or equal to a last entry value. If not, step 706 compares the value "new entry” with a lower (last index) value. If the value "new entry” is less than the lower (last index) value, step 708 equals the value "last index” (last index - 1) and returns control to step 706. If the value "new entry” is not less than the lower (last index) value, step 714 sets the value "last entry” equal to the value "new entry” and directs the control to step 716.
  • step 710 compares the value "new entry” with an upper (last index) value. If the value "new input” is greater than the upper (last index) value, step 712 sets the value “Last Index” equals (last index - 1) and returns control to step 710. If the value "new entry” is not greater than the upper (last index) value, step 714 sets the value “last entry” equal to the value "new entry” and directs control to step 716.
  • Step 716 sets an OFF value equal to the value "Last Index" and step 718 directs the controller to the calling algorithm.
  • top (n) corresponds to a series of input values for which an output value is incremented
  • bottom (n) is a series of input values for which an output value is decreased
  • value (n) is output value for a data table, as they are in FIG. 12 will be shown.
  • the algorithm 700 may be used such that various power gains, ON and OFF, threshold speeds are associated with different amounts of power gains.
  • An alternative is a function as described in Fig. 10 instead of using steps 606 and 608 to calculate the maximum power gain as a function of vehicle speed.
  • Fig. 11 shows a possible link between a counter-reduction value XX (or YY or ZZ), and the increased fueling percentage.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Control Of Transmission Device (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
EP02004794A 2001-03-06 2002-03-02 System zur Steuerung einer Leistungsverstärkung eines Motors Expired - Lifetime EP1239133B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US09/800,848 US6589136B2 (en) 2001-03-06 2001-03-06 Engine power boost control system
US800848 2001-03-06

Publications (3)

Publication Number Publication Date
EP1239133A2 EP1239133A2 (de) 2002-09-11
EP1239133A3 EP1239133A3 (de) 2005-11-16
EP1239133B1 true EP1239133B1 (de) 2010-04-28

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US (1) US6589136B2 (es)
EP (1) EP1239133B1 (es)
AR (1) AR032915A1 (es)
AU (1) AU783888B2 (es)
BR (1) BR0200636B1 (es)
CA (1) CA2374240C (es)
DE (1) DE50214391D1 (es)
MX (1) MXPA02002513A (es)

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AU783888B2 (en) 2005-12-22
EP1239133A2 (de) 2002-09-11
CA2374240A1 (en) 2002-09-06
BR0200636A (pt) 2002-12-10
AR032915A1 (es) 2003-12-03
MXPA02002513A (es) 2002-09-30
EP1239133A3 (de) 2005-11-16
BR0200636B1 (pt) 2014-12-02
US6589136B2 (en) 2003-07-08
CA2374240C (en) 2005-02-01
DE50214391D1 (de) 2010-06-10
US20020124830A1 (en) 2002-09-12
AU1883202A (en) 2002-09-12

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