EP1537315A1 - Method and device for controlling a drive train - Google Patents
Method and device for controlling a drive trainInfo
- Publication number
- EP1537315A1 EP1537315A1 EP03793813A EP03793813A EP1537315A1 EP 1537315 A1 EP1537315 A1 EP 1537315A1 EP 03793813 A EP03793813 A EP 03793813A EP 03793813 A EP03793813 A EP 03793813A EP 1537315 A1 EP1537315 A1 EP 1537315A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- setpoint
- internal combustion
- combustion engine
- power
- max
- 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.)
- Granted
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—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
-
- 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
- F02D2200/1006—Engine torque losses, e.g. friction or pumping losses or losses caused by external loads of accessories
-
- 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
- F02D2250/24—Control of the engine output torque by using an external load, e.g. a generator
-
- 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
- F02D2250/26—Control of the engine output torque by applying a torque limit
Definitions
- the present invention relates to a method for controlling a drive train according to the preamble of claim 1. It also relates to a device for controlling a drive train according to the preamble of claim 8.
- the invention is suitable for, but not limited to, use in rail vehicles.
- Rail vehicles with a diesel-electric power transmission are also known, which are equipped with a generator which is connected to the diesel engine.
- the auxiliary power is generated either directly by the generator or by an auxiliary winding of the generator.
- this type of power transmission also has disadvantages such as high mass of components, limited traction, high costs.
- the object of the invention is to eliminate the disadvantages of the prior art described and, in particular, to propose a method and a device for control for a drive train with an internal combustion engine, in particular a diesel engine and transmission, which use components which are optimally adapted to customer requirements in the drive system allows. Furthermore, a gearbox between the diesel engine and drive axles is to be used, the size and properties of which meet the required traction properties.
- the device according to the invention contains the necessary means. As a result, overdimensioning of the internal combustion engine or the transmission is avoided. Another advantage of the invention is that overloading of the transmission is prevented by a possibly greater maximum output of the internal combustion engine used.
- the power requirement coming from a vehicle controller is preferably limited using a first setpoint (S1) at the respective operating point in such a way that overloading of the transmission of the traction train is avoided.
- S1 first setpoint
- the control of the internal combustion engine is carried out using a limit setpoint value (S1 max ) specified by the design of the transmission for the fuel supply quantity of the internal combustion engine.
- S1 max a limit setpoint value specified by the design of the transmission for the fuel supply quantity of the internal combustion engine.
- the internal combustion engine can be any conventional motor. It is preferably a diesel engine. In this case, the fuel supply quantity is the injection quantity for the diesel engine.
- the first setpoint (S1) is preferred using a request value (S1 A ) and the limit setpoint (S1 max ).
- the request value (S1 A ) is determined, for example by a higher-level vehicle control, from the performance request coming from the vehicle control. It can also be a value for the fuel supply quantity.
- the request value (S1 A ) and the limit setpoint (S1 max ) are preferably compared with one another.
- the first setpoint (S1) is then set depending on this comparison.
- the first setpoint (S1) is set equal to the request value (S1 A ) if the request value (S1 A ) is less than the limit setpoint (S1 max ).
- the first setpoint (S1) is set equal to the limit setpoint (S1 max ) if the request value (S1 A ) is greater than the limit setpoint (S1 max ).
- the mechanical power consumed by the secondary operating line is preferably determined and a second setpoint (S2) for controlling the internal combustion engine is generated therefrom. This makes it possible to take into account the power consumed by the secondary operating line in the control, so that the traction line is not impaired by the performance requirements of the secondary operating line.
- first setpoint (S1) and the second setpoint (S2) are added and transmitted as a total setpoint (S tot ) to the control of the internal combustion engine, which hereby adjusts the fuel supply.
- the maximum and minimum possible rotational speeds of the internal combustion engine and / or the maximum output or the maximum torque of the internal combustion engine are controlled and maintained by its control.
- the internal combustion engine can be any conventional motor. It is preferably a diesel engine. In this case, the fuel supply quantity is the injection quantity for the diesel engine.
- the gearbox can be any gearbox. A mechanical or hydraulic transmission is preferably used as the transmission.
- the present invention further relates to a device for control for a drive train, in particular for a drive train for rail vehicles, with a first control device which controls an internal combustion engine of the drive train, which is coupled to a transmission of a traction train and to auxiliary operations of a secondary operation.
- the first control device is designed such that the power of the internal combustion engine is controlled as a function of the required traction and auxiliary power of the vehicle.
- the first control device is therefore preferably designed to control the internal combustion engine using a limit setpoint value (S1 max ) for the fuel supply quantity of the internal combustion engine that is predetermined by the design of the transmission.
- S1 max limit setpoint value
- the first control device preferably also has a comparator for comparing the request value (S1 A ) and the limit setpoint (S1 ma ma ), which is designed such that it sets the first setpoint (S1) equal to the request value (S1 A ) when the The request value (S1 A ) is less than the limit setpoint (S1 max ), and sets the first setpoint (S1) equal to the limit setpoint (S1 max ) if the request value (S1 A ) is greater than the limit setpoint (S1 max ).
- a comparator for comparing the request value (S1 A ) and the limit setpoint (S1 ma ma ), which is designed such that it sets the first setpoint (S1) equal to the request value (S1 A ) when the The request value (S1 A ) is less than the limit setpoint (S1 max ), and sets the first setpoint (S1) equal to the limit setpoint (S1 max ) if the request value (S1 A ) is greater than the limit setpoint (S1 max ).
- the first control device comprises a determining device for determining the mechanical power consumed by the secondary operating line, which is designed to determine a second target value (S2) from the mechanical power determined by the secondary operating line.
- the first control device for adding the first setpoint (S1) and the second setpoint (S2) to an overall setpoint (S tot ) and for transmitting the Total setpoint (S g8s ) to a second control device of the internal combustion engine.
- a second control device of the internal combustion engine is preferably provided, which is designed to control and maintain the maximum and minimum possible rotational speeds of the internal combustion engine and / or the maximum output or the maximum torque of the internal combustion engine.
- the present invention further relates to a drive train, in particular for a rail vehicle, having an internal combustion engine which is coupled to a transmission of a traction train and to auxiliary operations of an auxiliary operation line, and a device according to the invention which controls the internal combustion engine.
- Figure 1 is a schematic representation of a preferred embodiment of the device according to the invention.
- Figure 2 is a schematic representation of a preferred embodiment of the method according to the invention.
- a diesel engine 1 with a mechanical or hydraulic transmission 2 which serves to transmit energy between the diesel engine 1 and drive axles of the rail vehicle, is used as the drive train.
- the diesel engine 1 simultaneously provides the energy for the auxiliary operations 3 via corresponding energy converters or energy transformers.
- Electrical energy, e.g. B. for the on-board voltage supply is generated with the help of a generator which is driven by the diesel engine.
- Other aid companies, such as B. The drives of the radiator fan, the air compressor or the air conditioning system are fed directly or via a gear from the diesel engine.
- the power of the diesel engine 1 is controlled as a function of the required traction and auxiliary operating power of the vehicle by a first control device 1.1 by the power request coming from a vehicle controller 4 in the form of a request value S1 A using a corresponding first setpoint S1 to the second Control device 1.2 of the diesel engine 1 is limited at the respective operating point in such a way that the transmission between the diesel engine is overloaded 1 and wheelset is safely excluded.
- the device according to the invention contains a memory 5 for a limit setpoint S1 max , a comparator for comparing the limit setpoint S1 max with the demand value S1 A coming from the vehicle controller and an actuator 1.3 for limiting the power of the diesel engine to the setpoint S1.
- the limit setpoint S1 max is a value for the injection quantity, which was determined in advance from the maximum permissible torque that can be introduced into the transmission.
- a determination device 7 is provided, by means of which the mechanical power consumed by the secondary operations is recorded and a setpoint S2 is generated therefrom. Determining device 7 determines the required power of a generator from the applied voltage and current conditions, while the power of mechanical consumers in operation is taken into account on the basis of known constant or assumed constant power values. The setpoint S2 is then determined from this on the basis of a previously determined power-injection quantity characteristic.
- the request value S1 A is compared in a first step 7 with the limit setpoint S1 max .
- the first setpoint S1 is then set as a function of this comparison.
- the first reference value S1 the request value S1 A is set in step 8 is equal to, if the request value S1 max A is smaller than the limit target value S1.
- the first setpoint S1 is set equal to the limit setpoint S1 max if the requirement value S1 A is greater than the limit setpoint S1 max .
- the target values S1 and S2 are then added in a step 10 in an adder 12 and saturated than the total reference value S1 sent in step 11 to the second control means of 1.2 DIE selmotors.
- the total setpoint S1g ⁇ S is then passed on to the actuator 1.3 for the control of the diesel engine depending on the total setpoint.
Abstract
Description
Claims
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE10240963 | 2002-09-05 | ||
DE10240963 | 2002-09-05 | ||
PCT/EP2003/009889 WO2004022954A1 (en) | 2002-09-05 | 2003-09-05 | Method and device for controlling a drive train |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1537315A1 true EP1537315A1 (en) | 2005-06-08 |
EP1537315B1 EP1537315B1 (en) | 2006-07-12 |
Family
ID=31969029
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP03793813A Expired - Lifetime EP1537315B1 (en) | 2002-09-05 | 2003-09-05 | Method and device for controlling a drive train |
Country Status (7)
Country | Link |
---|---|
EP (1) | EP1537315B1 (en) |
CN (1) | CN100406701C (en) |
AT (1) | ATE333041T1 (en) |
AU (1) | AU2003266355A1 (en) |
DE (1) | DE50304241D1 (en) |
PL (1) | PL204617B1 (en) |
WO (1) | WO2004022954A1 (en) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US8768546B2 (en) | 2009-03-24 | 2014-07-01 | Mtu Friedrichshafen Gmbh | Method for controlling a railway vehicle |
Families Citing this family (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
GB2411739A (en) * | 2004-03-02 | 2005-09-07 | Bombardier Transp Gmbh | Method of limiting power from combustion motor of a vehicle |
CH706519A1 (en) * | 2012-05-15 | 2013-11-15 | Liebherr Machines Bulle Sa | Controller for drive system of work machine, has control level for responding to changes in power demand on secondary drive by changing manipulated variable of secondary drive of drive system, and secondary drive is driven by primary drive |
Family Cites Families (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE19536038B4 (en) * | 1995-09-28 | 2007-08-16 | Robert Bosch Gmbh | Method and device for controlling the drive unit of a motor vehicle |
JP3596213B2 (en) * | 1997-02-21 | 2004-12-02 | 日産自動車株式会社 | Engine control device |
DE19739567B4 (en) * | 1997-09-10 | 2007-06-06 | Robert Bosch Gmbh | Method and device for controlling the torque of the drive unit of a motor vehicle |
US6279531B1 (en) * | 1999-08-09 | 2001-08-28 | Ford Global Technologies, Inc. | System and method for controlling engine torque |
DE10048015A1 (en) * | 2000-04-04 | 2001-10-11 | Bosch Gmbh Robert | Method and device for controlling the drive unit of a vehicle |
DE10036282A1 (en) * | 2000-07-26 | 2002-02-07 | Bosch Gmbh Robert | Method and device for controlling a drive unit |
-
2003
- 2003-09-05 EP EP03793813A patent/EP1537315B1/en not_active Expired - Lifetime
- 2003-09-05 AT AT03793813T patent/ATE333041T1/en active
- 2003-09-05 WO PCT/EP2003/009889 patent/WO2004022954A1/en not_active Application Discontinuation
- 2003-09-05 DE DE50304241T patent/DE50304241D1/en not_active Expired - Lifetime
- 2003-09-05 PL PL374631A patent/PL204617B1/en unknown
- 2003-09-05 AU AU2003266355A patent/AU2003266355A1/en not_active Abandoned
- 2003-09-05 CN CNB038210398A patent/CN100406701C/en not_active Expired - Fee Related
Non-Patent Citations (1)
Title |
---|
See references of WO2004022954A1 * |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US8768546B2 (en) | 2009-03-24 | 2014-07-01 | Mtu Friedrichshafen Gmbh | Method for controlling a railway vehicle |
Also Published As
Publication number | Publication date |
---|---|
CN1678825A (en) | 2005-10-05 |
PL374631A1 (en) | 2005-10-31 |
ATE333041T1 (en) | 2006-08-15 |
AU2003266355A1 (en) | 2004-03-29 |
CN100406701C (en) | 2008-07-30 |
EP1537315B1 (en) | 2006-07-12 |
PL204617B1 (en) | 2010-01-29 |
WO2004022954A1 (en) | 2004-03-18 |
DE50304241D1 (en) | 2006-08-24 |
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