EP2156052A1 - A method for preventing internal combustion engine overload - Google Patents

A method for preventing internal combustion engine overload

Info

Publication number
EP2156052A1
EP2156052A1 EP06824481A EP06824481A EP2156052A1 EP 2156052 A1 EP2156052 A1 EP 2156052A1 EP 06824481 A EP06824481 A EP 06824481A EP 06824481 A EP06824481 A EP 06824481A EP 2156052 A1 EP2156052 A1 EP 2156052A1
Authority
EP
European Patent Office
Prior art keywords
engine
overheat
engine speed
ohf
maximum allowed
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
Application number
EP06824481A
Other languages
German (de)
French (fr)
Other versions
EP2156052A4 (en
EP2156052B1 (en
Inventor
Mikael Larsson
Henric Isen
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.)
Husqvarna AB
Original Assignee
Husqvarna AB
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Husqvarna AB filed Critical Husqvarna AB
Publication of EP2156052A1 publication Critical patent/EP2156052A1/en
Publication of EP2156052A4 publication Critical patent/EP2156052A4/en
Application granted granted Critical
Publication of EP2156052B1 publication Critical patent/EP2156052B1/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D37/00—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for
    • F02D37/02—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for one of the functions being ignition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D17/00—Controlling engines by cutting out individual cylinders; Rendering engines inoperative or idling
    • F02D17/02—Cutting-out
    • 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
    • F02D31/002—Electric control of rotation speed controlling air supply
    • F02D31/006—Electric control of rotation speed controlling air 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
    • 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
    • F02D2200/101—Engine speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2400/00—Control systems adapted for specific engine types; Special features of engine control systems not otherwise provided for; Power supply, connectors or cabling for engine control systems
    • F02D2400/06—Small engines with electronic control, e.g. for hand held tools
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/22—Safety or indicating devices for abnormal conditions

Definitions

  • the present invention relates to a method for preventing an internal combustion engine from harmful engine running, where the engine speed is limited according to a maximum allowed engine speed having a start value.
  • the invention concerns limiting the engine speed N of smaller engines such that are used in hand held machines such as power cutters, chain saws, trimmers, but also in e.g. lawn mowers and the like.
  • hand held machines such as power cutters, chain saws, trimmers, but also in e.g. lawn mowers and the like.
  • These types of machines are sold at comparably low prices and it is therefore important to keep the costs down and it is therefore desirable to have as few sensors as possible. Keeping the amount of sensors as low as possible is also important due to size and weight constraints, in particular in hand held machines, but also more sensors increases the risks that one of them gets broken.
  • An engine running has a desirable temperature interval when the engine performs at its best. If the engine runs too hot higher wear may result and even a complete breakdown. Proper cooling is therefore of uttermost importance to prolong the expected life length of an engine and enhance its running performance.
  • the design and placement of the components in the engine affects the generation of heat and the consequences of it. Air, water, oil have been used to transport heat from critical components. However in some situations it is not enough to only transport heat away from the engine but rather the heat generation must be affected.
  • the purpose of the subject invention is to considerably reduce the problems outlined above by providing a method for preventing an internal combustion engine from harmful engine running, where the engine speed is limited according to a maximum allowed engine speed having a start value, the engine being run at an throttle position from zero throttle to full throttle, the method comprising the steps of: a. monitoring at least one engine parameter; b. determining if at least one of the monitored engine parameter(s) satisfies at least one corresponding potential overheat condition; c. if the potential overheat condition(s) of step b) is satisfied an overheat factor is increased; d. determining if the overheat factor exceeds an overheat factor threshold; e.
  • step d) if in step d) the overheat factor exceeds the overheat factor threshold, the maximum allowed engine speed is reduced to a reduction value during a reduced maximum allowed engine speed period, where the reduced maximum allowed engine speed period is active until at least one end reduction period condition is satisfied; f. repeating step a) to e) regularly during the engine run.
  • an internal combustion engine comprising: one or more cylinders; an ignition firing to spark plugs; an engine control unit comprising means for monitoring at least one engine parameter; the engine control unit further comprising means for limiting the engine speed (N) according to a maximum allowed engine speed, the maximum allowed engine speed having a start value; wherein the engine control unit arranged to compare the monitored engine parameter(s) to a at least one potential overheat condition and updating an overheat factor if the potential overheat condition is satisfied; the overheat factor being compared to an overheat factor threshold and where the maximum allowed engine speed is reduced to a reduction value during a reduced maximum allowed engine speed period if the overheat factor exceeds the overheat factor threshold.
  • FIG. 1 shows schematically an engine control unit connected to a fuel supply system and a ignition control system
  • FIG. 2 is a flow diagram indicating in principle a control loop in accordance with the present invention.
  • FIG. 3 is a flow diagram indicating in principle a control loop in accordance with a third embodiment of the present invention.
  • FIG. 4 shows a first embodiment of the box "Accumulate tl"
  • FIG. 1 shows schematically an Engine Control Unit 100 in controlling the Ignition System 140 and the fuel supply system 150 of an engine.
  • the Engine Control Unit 100 could e.g. be a separate unit as shown in the figure, e.g. be integrated in the Ignition System 140 or e.g. be integrated in the in the Fuel Injection System 150.
  • the Ignition System 140 and the Fuel Injection System 150 could include an Engine Control Unit of their own.
  • An Engine Control Unit 100 normally performs a number of tasks to control the engine and the invention concerns one of these tasks, namely limiting the engine speed N of the engine by having a maximum allowed engine speed N M A X -
  • the maximum allowed engine speed NMAX is an upper threshold for the engine speed N, and the Engine Control Unit 100 controls the engine speed N to be substantially below this threshold NMAX, i-e. the engine speed N may shortly exceed the threshold N M AX- AS has been described above the engine may be damaged if the engine is run at too high engine speeds N. In particular if the engine is run continuously at high engine speed N the engine temperature T may rise and eventually become too high increasing the risks of engine breakdowns.
  • the engine speed N can be limited by a number of ways, e.g. by deviating the ignition timing from the optimal ignition timing, e.g. by stop firing the ignition until the engine speed N comes below the threshold N M A X , or e.g. by stop igniting only every second, every third revolution etc.
  • the Engine Control Unit 100 receives input parameters such as the throttle position TP from the Throttle Positions Sensor(s) 120, engine speed N from the Engine Speed Sensor(s) 110, and optionally engine temperature(s) T from Temperature Sensor(s) 130.
  • a Temperature Sensor 130 could for instance be arranged to measure the temperature T of the exhaust gases from the engine, but naturally engine temperatures T could be measured at a number of different spots. From a control point of view measuring the engine temperature T to determine if the engine bears the risk of overheating would be advantageous, but additional sensors increases the costs and therefore many small engines lacks temperature sensors.
  • the engine speed N and/or the engine throttle TP can be used to determine if the engine is run at a risk of overheating.
  • the engine speed N can e.g. be derived by measuring the time period between two consecutive ignitions or measuring the rotational speed of the crank shaft. Further in the context of this application the monitored engine speed N could also be an average over several revolutions.
  • a Throttle Position Sensor 120 in its simplest form only provides a signal when the throttle vault of an engine is fully opened or not, however of course more complex Throttle Position Sensor(s) 120 could be utilized sensing the range from zero throttle to full throttle.
  • FIG. 2 is a flow diagram indicates in principle a control loop to determine the maximum allowed engine speed N MAX in accordance with the present invention.
  • the box “START” with reference number 1 relates to the start of the engine.
  • N NORALM A X infinity, indicating that normally there is no maximum speed limit at start, i.e. the any speed limits only kicks in when the engine runs long enough at high engine speed.
  • the box “MEP” 4 relates to the monitoring of engine parameters.
  • Input parameters such as e.g. the throttle position TP from the Throttle Positions Sensor(s) 120, e.g. the engine speed N from the Engine Speed Sensor(s) 110, and e.g. a temperature T from the Temperature Sensor(s) 130 are received and stored for further processing.
  • input from only one sensor may be sufficient to perform the control loop.
  • the next box following "INCREASE OHF?" 5, relates to determining if at least one of the monitored engine parameter(s) T, TP, TS satisfies at least one corresponding potential overheat condition.
  • the potential overheat condition(s) could e.g. be: 1) that the engine speed N exceeds an increase overheat factor speed threshold N I N CR EA SEOH F, 2) that the throttle position TP is at full throttle, 3) that the engine temperature T exceeds an increase overheat factor temperature threshold TIN C R EASEOHF -
  • the box "INCREASE OHF" 6 relates to an accumulation of the overheat factor OHF.
  • the box “INCREASE OHF” 6 could simply be a timer measuring the time or number of revolutions during which the potential overheat condition(s) is satisfied. But the amount of increase could also be weighted: I.e. a function of how much a potential overheat condition(s) is exceeded, e.g. the higher the temperature T and/or the engine speed N are, the larger the amount of increase.
  • the box "DECREASE OHF?" 11 relates to determining if at least one of the monitored engine parameter(s) T, TP, N satisfies at least one corresponding cooling conditions.
  • the cooling condition(s) could e.g.
  • the decrease of the overheat factor OHF at the box "DECREASE OHF" 12 could be a fixed value, but the amount of decrease could also be weighted, e.g. the lower the temperature T and/or the engine speed N are, the larger the decrease.
  • the box "MEP/ACCUMULATE TIME” 9 relates to the monitoring of engine parameters N, TP, T and/or an accumulation of the time/revolutions that has lapsed since the overheat factor OHF exceeded the overheat factor threshold 0HF LIMIT which are used to determine when the reduced maximum allowed engine speed period ends at the following box.
  • the reduction of the maximum allowed engine speed NMAX is active until at least one end reduction period condition(s) is satisfied at the box "END COOLING?" 10.
  • the end reduction period condition(s) includes at least one of the following conditions: 1) that a predetermined number of revolutions or a predetermined time have lapsed since the overheat factor OHF exceeded the overheat factor threshold OHF LIMIT , 2) that the throttle position TP is lower than full throttle, 3) that the engine speed N is lower than an end reduction period speed threshold NENDREDUCT ION , 4) that the engine temperature T is lower than an end reduction period temperature threshold T E N DRED U CTIO N-
  • FIG. 3 is a flow diagram indicates a control loop in accordance with a preferred embodiment of the present invention corresponding to the general control loop of FIG. 2. Please note that the actual values indicated in the boxes should be regarded as explanatory examples. The same reference numbers of the corresponding boxes as in FIG. 2 have been used.
  • N MAX 14000 rpm
  • N NORALMAX 14000 rpm
  • a engine speed N is monitored, i.e. in the example neither temperature T or throttle position TP are used in the control loop.
  • N M A X is kept at 13000 rpm until the loop is ended and N MAX is reset at box 2.
  • the stepwise decrease of NM AX can be performed each time the loop passes box 8, however it is also possible that the stepwise decrease is performed every second, every third etc. time that the loop passes box 8, or at any other given interval.
  • the second time t2 is accumulated, which is to ensure that it the drop of the engine speed N indicated at the box 10a is not just a temporary drop due to engine speed fluctuations.
  • the following box "ACCUMULATED TIME t2 > 5s" 10b ensures that the drop of the engine speed N is not just a temporary fluctuation. If the engine speed has been continuously below 12500 rpm for more than 5 seconds, of course as mentioned above the exact values are only to act as examples, the loop returns at box 2 and is thus restarted. If not, the reduced maximum allowed engine speed period restarts, but without resetting the second time t2.
  • the boxes 9a, 9b, 9c of FIG. 3 corresponds to box 9 of FIG. 2 and box 10a, 10b of FIG. 3 corresponds to box 10 of FIG. 2.
  • FIG. 4 shows the maximum allowed engine speed N M A X over time. Box numbers corresponding to FIG.2 and FIG.3.
  • the maximum allowed engine speed NMA X is set to NNORMALMAX-
  • the overheat factor OHF exceeds the overheat factor threshold OHFLIMIT at box 7
  • the maximum allowed engine speed N M A X starts to gradually decrease, corresponding to box 8, until it eventually reaches NRE D U CEDM A X -
  • Temperature Sensor(s) 130 Throttle Positions Sensor(s) 120 and Engine Speed Sensor(s) 110
  • other sensors could be used to determine if the engine is run at risk of overheating, such as e.g. vibration sensors, pressure sensors, combustion sensors, gas- and/or fuel flow sensors and exhausts gas sensors.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

A method for preventing an internal combustion engine from harmful engine running, where the engine speed (N) is limited according to a maximum allowed engine speed (NMAX) having a start value (NNORMALMAX), the engine being run at a throttle position from zero throttle to full throttle, where the method comprising the steps of: a. monitoring at least one engine parameter (N, TP, T); b. determining if at least one of the monitored engine parameter(s) satisfies at least one corresponding potential overheat condition (5); c. if the potential overheat condition(s) (5) of step b) is satisfied an overheat factor (OHF) is increased; d. determining if the overheat factor (OHF) exceeds an overheat factor threshold (OHFUMIT); e. if in step d) the overheat factor (OHF) exceeds the overheat factor threshold (OHFΠMIT), the maximum allowed engine speed (NMAX) is reduced to a reduction value (NREDUCEDMAX) during a reduced maximum allowed engine speed period (8, 9, 10), where the reduced maximum allowed engine speed period (8, 9, 10) is active until at least one end reduction period condition (10) is satisfied; f . repeating step a) to e) regularly during the engine run.

Description

A METHOD FOR PREVENTING INTERNAL COMBUSTION ENGINE OVERLOAD
TECHNICALFIELD
The present invention relates to a method for preventing an internal combustion engine from harmful engine running, where the engine speed is limited according to a maximum allowed engine speed having a start value.
BACKGROUND OF THE INVENTION
The invention concerns limiting the engine speed N of smaller engines such that are used in hand held machines such as power cutters, chain saws, trimmers, but also in e.g. lawn mowers and the like. These types of machines are sold at comparably low prices and it is therefore important to keep the costs down and it is therefore desirable to have as few sensors as possible. Keeping the amount of sensors as low as possible is also important due to size and weight constraints, in particular in hand held machines, but also more sensors increases the risks that one of them gets broken.
An engine running has a desirable temperature interval when the engine performs at its best. If the engine runs too hot higher wear may result and even a complete breakdown. Proper cooling is therefore of uttermost importance to prolong the expected life length of an engine and enhance its running performance. Of course, the design and placement of the components in the engine affects the generation of heat and the consequences of it. Air, water, oil have been used to transport heat from critical components. However in some situations it is not enough to only transport heat away from the engine but rather the heat generation must be affected.
Normally, the higher the engine speed the higher the engine temperature becomes. Therefore many engines are equipped with an engine speed limit preventing the engine from running above the speed limit. Such a speed limit can be achieved by delaying the ignition timing or by stop firing the ignition when the engine exceeds the speed limit. However it would be an advantage to have a more sophisticated speed limit allowing the engine to exceed speed limits as long as the engine is not harmed. In US6044822 the engine's electronic control unit adjusts the engine parameters most conductive to proper break-in during operating speeds greater than a predetermined speed and for a predetermined period of break-in time.
OBJECT OF THE INVENTION
It is an object of the invention to provide a dynamic engine speed limit, allowing the user to run the engine at high engine speeds for shorter time periods, but preventing longer time periods at high engine speeds reducing the risk of engine breakdown.
SUMMARY OF THE INVENTION
The purpose of the subject invention is to considerably reduce the problems outlined above by providing a method for preventing an internal combustion engine from harmful engine running, where the engine speed is limited according to a maximum allowed engine speed having a start value, the engine being run at an throttle position from zero throttle to full throttle, the method comprising the steps of: a. monitoring at least one engine parameter; b. determining if at least one of the monitored engine parameter(s) satisfies at least one corresponding potential overheat condition; c. if the potential overheat condition(s) of step b) is satisfied an overheat factor is increased; d. determining if the overheat factor exceeds an overheat factor threshold; e. if in step d) the overheat factor exceeds the overheat factor threshold, the maximum allowed engine speed is reduced to a reduction value during a reduced maximum allowed engine speed period, where the reduced maximum allowed engine speed period is active until at least one end reduction period condition is satisfied; f. repeating step a) to e) regularly during the engine run.
And further an internal combustion engine, comprising: one or more cylinders; an ignition firing to spark plugs; an engine control unit comprising means for monitoring at least one engine parameter; the engine control unit further comprising means for limiting the engine speed (N) according to a maximum allowed engine speed, the maximum allowed engine speed having a start value; wherein the engine control unit arranged to compare the monitored engine parameter(s) to a at least one potential overheat condition and updating an overheat factor if the potential overheat condition is satisfied; the overheat factor being compared to an overheat factor threshold and where the maximum allowed engine speed is reduced to a reduction value during a reduced maximum allowed engine speed period if the overheat factor exceeds the overheat factor threshold.
BRIEF DESCRIPTION OF THE DRAWINGS
The invention will be described in the following in closer details by means of various embodiments thereof with reference to the accompanying drawings wherein identical numeral references have been used in the various drawing figures to denote corresponding components.
FIG. 1 shows schematically an engine control unit connected to a fuel supply system and a ignition control system;
FIG. 2 is a flow diagram indicating in principle a control loop in accordance with the present invention, and
FIG. 3 is a flow diagram indicating in principle a control loop in accordance with a third embodiment of the present invention, and
FIG. 4 shows a first embodiment of the box "Accumulate tl" and
DETAILED DESCRIPTION OF THE INVENTION
FIG. 1 shows schematically an Engine Control Unit 100 in controlling the Ignition System 140 and the fuel supply system 150 of an engine. The Engine Control Unit 100 could e.g. be a separate unit as shown in the figure, e.g. be integrated in the Ignition System 140 or e.g. be integrated in the in the Fuel Injection System 150. Naturally the Ignition System 140 and the Fuel Injection System 150 could include an Engine Control Unit of their own.
An Engine Control Unit 100 normally performs a number of tasks to control the engine and the invention concerns one of these tasks, namely limiting the engine speed N of the engine by having a maximum allowed engine speed NMAX- The maximum allowed engine speed NMAX is an upper threshold for the engine speed N, and the Engine Control Unit 100 controls the engine speed N to be substantially below this threshold NMAX, i-e. the engine speed N may shortly exceed the threshold NMAX- AS has been described above the engine may be damaged if the engine is run at too high engine speeds N. In particular if the engine is run continuously at high engine speed N the engine temperature T may rise and eventually become too high increasing the risks of engine breakdowns.
The engine speed N can be limited by a number of ways, e.g. by deviating the ignition timing from the optimal ignition timing, e.g. by stop firing the ignition until the engine speed N comes below the threshold NMAX, or e.g. by stop igniting only every second, every third revolution etc.
The Engine Control Unit 100 receives input parameters such as the throttle position TP from the Throttle Positions Sensor(s) 120, engine speed N from the Engine Speed Sensor(s) 110, and optionally engine temperature(s) T from Temperature Sensor(s) 130. A Temperature Sensor 130 could for instance be arranged to measure the temperature T of the exhaust gases from the engine, but naturally engine temperatures T could be measured at a number of different spots. From a control point of view measuring the engine temperature T to determine if the engine bears the risk of overheating would be advantageous, but additional sensors increases the costs and therefore many small engines lacks temperature sensors. However, the engine speed N and/or the engine throttle TP can be used to determine if the engine is run at a risk of overheating.
The engine speed N can e.g. be derived by measuring the time period between two consecutive ignitions or measuring the rotational speed of the crank shaft. Further in the context of this application the monitored engine speed N could also be an average over several revolutions. A Throttle Position Sensor 120 in its simplest form only provides a signal when the throttle vault of an engine is fully opened or not, however of course more complex Throttle Position Sensor(s) 120 could be utilized sensing the range from zero throttle to full throttle.
FIG. 2 is a flow diagram indicates in principle a control loop to determine the maximum allowed engine speed NMAX in accordance with the present invention. The box "START" with reference number 1 relates to the start of the engine. The next box "NMAX = NNORALMAX " 2 indicates that the maximum allowed engine speed NMAX has a starting value, e.g. NMAX = 14000 rpm, and the box "OHF = OHFBASE " 3 indicates that an overheat factor OHF, described below, also has base value OHFBASE, e.g. OHFBASE = 0. Of course it is possible that NNORALMAX = infinity, indicating that normally there is no maximum speed limit at start, i.e. the any speed limits only kicks in when the engine runs long enough at high engine speed.
The box "MEP" 4 relates to the monitoring of engine parameters. Input parameters such as e.g. the throttle position TP from the Throttle Positions Sensor(s) 120, e.g. the engine speed N from the Engine Speed Sensor(s) 110, and e.g. a temperature T from the Temperature Sensor(s) 130 are received and stored for further processing. According to the invention input from only one sensor may be sufficient to perform the control loop.
The next box following "INCREASE OHF?" 5, relates to determining if at least one of the monitored engine parameter(s) T, TP, TS satisfies at least one corresponding potential overheat condition. The potential overheat condition(s) could e.g. be: 1) that the engine speed N exceeds an increase overheat factor speed threshold NINCREASEOHF, 2) that the throttle position TP is at full throttle, 3) that the engine temperature T exceeds an increase overheat factor temperature threshold TINCREASEOHF-
If the potential overheat condition(s) is satisfied the engine is considered to be in a risk zone for overheating. The box "INCREASE OHF" 6 relates to an accumulation of the overheat factor OHF. Thus when the potential overheat condition(s) is satisfied the engine is considered to accumulate more heat than it can cool passively cool down. The box "INCREASE OHF" 6 could simply be a timer measuring the time or number of revolutions during which the potential overheat condition(s) is satisfied. But the amount of increase could also be weighted: I.e. a function of how much a potential overheat condition(s) is exceeded, e.g. the higher the temperature T and/or the engine speed N are, the larger the amount of increase.
When the potential overheat condition^) is not satisfied the overheat factor OHF may be decreased at the box " DECREASE OLF" 12 or reset at the box "OHF = OHFBASE " 3 if the engine is considered to be cooling down corresponding to a "yes" at the box "DECREASE OHF?" 11, or left untouched if the engine is considered to neither cool nor heat, corresponding to a "no" at the box "DECREASE OHF?" 11. I.e. the box "DECREASE OHF?" 11 relates to determining if at least one of the monitored engine parameter(s) T, TP, N satisfies at least one corresponding cooling conditions. The cooling condition(s) could e.g. be: 1) that the engine speed N is lower than a decrease overheat factor speed threshold NDECREASEOHF, 2) that the engine temperature T is lower than a decrease overheat factor temperature threshold TØECREASEOHF- But it is also possible to leave out the box "DECREASE OHF?" 11; in such case the box following from a "no" at the box "INCREASE OHF?" 5 should be either the box "DECREASE OHF" 12 or alternatively the box "OHF = OHFBASE " 3.
The decrease of the overheat factor OHF at the box "DECREASE OHF" 12 could be a fixed value, but the amount of decrease could also be weighted, e.g. the lower the temperature T and/or the engine speed N are, the larger the decrease.
The next box following is "OHF > OHFLIMIT" 7. If the overheat factor OHF exceeds the ' overheat factor threshold OHFLIMIT the engine is considered to risk damages if continued to be ran at high engine speeds. Therefore, if the overheat factor threshold OHFLIMIT is exceeded, the maximum allowed engine speed NMAX is reduced to a reduction value NREDUCEDMAX in the following box "DECREASE NMAχ STEPWISE UNTIL NMAχ = NREDUCEDMAX" 8 . The reduction is preferably done gradually as shown in FIG. 4 so that the user of the engine does not experience an abrupt slow down of the engine speed N rather a smooth slow down. However the invention is not limited to a smooth slow down. The box "DECREASE NMAX STEPWISE UNTIL NMAX = NREDUCEDMAX" 8 and the two following boxes
"MEP/ACCUMULATE TIME" 9 and "END COOLING?" 10 define a reduced maximum allowed engine speed period.
The box "MEP/ACCUMULATE TIME" 9 relates to the monitoring of engine parameters N, TP, T and/or an accumulation of the time/revolutions that has lapsed since the overheat factor OHF exceeded the overheat factor threshold 0HFLIMIT which are used to determine when the reduced maximum allowed engine speed period ends at the following box. The reduction of the maximum allowed engine speed NMAX is active until at least one end reduction period condition(s) is satisfied at the box "END COOLING?" 10. The end reduction period condition(s) includes at least one of the following conditions: 1) that a predetermined number of revolutions or a predetermined time have lapsed since the overheat factor OHF exceeded the overheat factor threshold OHFLIMIT, 2) that the throttle position TP is lower than full throttle, 3) that the engine speed N is lower than an end reduction period speed threshold NENDREDUCTION, 4) that the engine temperature T is lower than an end reduction period temperature threshold TENDREDUCTION-
As the reduced maximum allowed engine speed period 8, 9, 10 eventually ends when the reduction period condition(s) is satisfied at the box "END COOLING?" 10, the maximum allowed engine speed NMAX is reset to its start value NNORMALMAX at the box "NMAX = NNORALMAX " 2 and the accumulation of the overheat factor OHF can once again restart.
FIG. 3 is a flow diagram indicates a control loop in accordance with a preferred embodiment of the present invention corresponding to the general control loop of FIG. 2. Please note that the actual values indicated in the boxes should be regarded as explanatory examples. The same reference numbers of the corresponding boxes as in FIG. 2 have been used.
At first it can be seen that the in box "NMAX =14000 rpm" 2 the maximum allowed NMAX is set to 14000 rpm, i.e. NNORALMAX = 14000 rpm. At the following box "t=0" 3 a first time tl is set to tl=0, comparing to FIG. 2, here the overheat factor OHF is a first time tl.
At the next box "Monitor Speed" 4, a engine speed N is monitored, i.e. in the example neither temperature T or throttle position TP are used in the control loop.
At the following box "N > 13500 rpm" 5 the potential overheat condition is that the engine speed N is larger than 13500 rpm, i.e. NINCREASEOHF = 13500 rpm. If the engine speed N is larger than the threshold 13500 rpm the first time tl is accumulated at the following box "accumulate time tl"6 and if it is lower than 13500 rpm the box "N < 13000 rpm" 11 follows.
At box "N < 13000 rpm" 11 the engine speed N is compared to a corresponding cooling conditions N < 13000 rpm, i.e. NDECREASEOHF = 13000 rpm. If the engine speed N is below the threshold 13000 rpm, the accumulated first time tl is set to tl=0, otherwise the accumulated first time tl is left unaffected.
At the box "Accumulated time tl > 60 seconds" 7 determines if the engine has run too long at too high engine speeds. Here OHFUMIT = 60 seconds. If a "no" is provided the loop returns to accumulate the first time tl, but if an accumulated time threshold of 60s is exceeded a reduced maximum allowed engine speed period starts.
The reduced maximum allowed engine speed period starts by setting a second time t2 to t2=0, at the box "t2=0" 9a. Thereafter the box "Decrease NMAX stepwise @ 100 rpm until NMAX =13000 rpm" 8 follows.
As box "Decrease NMAX stepwise @ 100 rpm until NMAX =13000 rpm" 8 indicates, the maximum allowed engine speed NMAX is gradually decreased by steps of 100 rpm until NMAX reaches 13000 rpm, i.e. comparing to FIG. 2, NREDUCEDMAX = 13000 rpm. When NMAX has reached 13000 rpm, NMAX is kept at 13000 rpm until the loop is ended and NMAX is reset at box 2. The stepwise decrease of NMAX can be performed each time the loop passes box 8, however it is also possible that the stepwise decrease is performed every second, every third etc. time that the loop passes box 8, or at any other given interval.
At box "Monitor speed" 9b the speed N is monitored. Thereafter the monitored speed is compared to an end reduction period condition of N < 12500 rpm at the box "N < 12500 rpm" 10a, i.e. comparing to FIG. 2, NENDREDUCTION = 12500 rpm. If the engine speed N has not sunken below the threshold 12500 rpm the loop is continued and the second time t2 is reset to zero at box 9a. However if the engine speed N comes below the threshold 12500 rpm, the box "ACCUMULATE TIME t2" 9c follows. At this box 9c the second time t2 is accumulated, which is to ensure that it the drop of the engine speed N indicated at the box 10a is not just a temporary drop due to engine speed fluctuations. The following box "ACCUMULATED TIME t2 > 5s" 10b ensures that the drop of the engine speed N is not just a temporary fluctuation. If the engine speed has been continuously below 12500 rpm for more than 5 seconds, of course as mentioned above the exact values are only to act as examples, the loop returns at box 2 and is thus restarted. If not, the reduced maximum allowed engine speed period restarts, but without resetting the second time t2. As the skilled reader understands the boxes 9a, 9b, 9c of FIG. 3 corresponds to box 9 of FIG. 2 and box 10a, 10b of FIG. 3 corresponds to box 10 of FIG. 2.
FIG. 4 shows the maximum allowed engine speed NMAX over time. Box numbers corresponding to FIG.2 and FIG.3. At first the maximum allowed engine speed NMAX is set to NNORMALMAX- When the overheat factor OHF exceeds the overheat factor threshold OHFLIMIT at box 7, the maximum allowed engine speed NMAX starts to gradually decrease, corresponding to box 8, until it eventually reaches NREDUCEDMAX- The reduction of the maximum allowed speed NMAX= NREDUCEDMAX is maintained until the end reduction period condition(s) at box 10 are met, where after the maximum allowed speed NMAX is restored to NNORMALMAX, at box 2.
Whereas the invention has been shown and described in connection with the preferred embodiment thereof it will be understood that many modifications, substitutions, and additions may be made which are within the intended broad scope of the following claims. From the foregoing, it can be seen that the present invention accomplishes at least one of the stated objectives.
For instance it is obvious that besides Temperature Sensor(s) 130, Throttle Positions Sensor(s) 120 and Engine Speed Sensor(s) 110, also other sensors could be used to determine if the engine is run at risk of overheating, such as e.g. vibration sensors, pressure sensors, combustion sensors, gas- and/or fuel flow sensors and exhausts gas sensors.

Claims

1. A method for preventing an internal combustion engine from harmful engine running, where the engine speed (N) is limited according to a maximum allowed engine speed (NMAX) having a start value (NNORMALMAX), the engine being run at a throttle position from zero throttle to full throttle, where the method comprising the steps of: a. monitoring at least one engine parameter (N, TP, T); b. determining if at least one of the monitored engine parameter(s) satisfies at least one corresponding potential overheat condition (5); c. if the potential overheat condition(s) (5) of step b) is satisfied an overheat factor
(OHF) is increased; d. determining if the overheat factor (OHF) exceeds an overheat factor threshold
(OHFJJMIT); e. if in step d) the overheat factor (OHF) exceeds the overheat factor threshold (0HFΠMIT)J the maximum allowed engine speed (NMAX) is reduced to a reduction value (NREDUCEDMAX) during a reduced maximum allowed engine speed period (8, 9, 10), where the reduced maximum allowed engine speed period (8, 9, 10) is active until at least one end reduction period condition (10) is satisfied; f. repeating step a) to e) regularly during the engine run.
2. Method according to claim 1 wherein the monitored engine parameter(s) includes at least one of: 1) an engine speed (N), 2) a throttle position (TP), 3) an engine temperature (T).
3. Method according to any claim above wherein in step e) the reduction of the maximum allowed engine speed (NMAX) to the reduction value (NREDUCEDMAX) is performed gradually.
4. Method according to any claim above wherein the end reduction period condition(s)
() includes at least one of the following conditions: 1) that a predetermined number of revolutions have lapsed since the overheat factor (OHF) exceeded the overheat factor threshold (OHFLIMIT), 2) that a predetermined time has lapsed since the overheat factor (OHF) exceeded the overheat factor threshold (OHFLIMIT), 3) that the throttle position is lower than full throttle, 4) that the engine speed (N) is lower than an end reduction period speed threshold (NENDREDUCTION), 4) that the engine temperature (T) is lower than an end reduction period temperature threshold (TENDREDUCTION)-
5. Method according to claim 2 to 4 wherein the potential overheat conditions) () includes at least one of the following conditions: 1) that the engine speed (N) exceeds an increase overheat factor speed threshold (NINCREASEOHF), 2) that the throttle position (TP) is at full throttle, 3) that the engine temperature (T) exceeds an increase overheat factor temperature threshold (TJNCREASEOHF)-
6. Method according to any of claim above wherein in step c) the overheat factor (OHF) is increased by a predetermined value.
7. Method according to any claim above wherein if the potential overheat condition(s) (5) of step b) is not satisfied the overheat factor (OHF) is decreased.
8. Method according to any claim above wherein limiting the engine speed (N) includes deviating an ignition timing in relation to an optimal ignition timing of the engine.
9. Method according to any of claim above wherein limiting the engine speed (N) includes stopping at least one ignition firing.
10. An internal combustion engine, comprising: one or more cylinders; an ignition firing to spark plugs; an engine control unit (100) comprising means for monitoring at least one engine parameter (N, TP, T); the engine control unit further comprising means for limiting the engine speed (N) according to a maximum allowed engine speed (NMAX) having a start value
(NNORMALMAX); wherein the engine control unit (100) arranged to compare the monitored engine parameter(s) (N, TP, T) to a at least one potential overheat condition (5) and updating an overheat factor (OHF) if the potential overheat condition is satisfied; the overheat factor (OHF) being compared to an overheat factor threshold (OHFUMIT) and where the maximum allowed engine speed (NMAX) is reduced to a reduction value (NREDUCEDMAX) during a reduced maximum allowed engine speed period (8, 9, 10) if the overheat factor (OHF) exceeds the overheat factor threshold (OHFUMIT).
EP06824481.3A 2006-11-28 2006-11-28 A method for preventing internal combustion engine overload Active EP2156052B1 (en)

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PCT/SE2006/001345 WO2008066416A1 (en) 2006-11-28 2006-11-28 A method for preventing internal combustion engine overload

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US10371077B2 (en) * 2017-08-04 2019-08-06 Paccar Inc Systems and methods to regulate dynamic settings for engine speed control management

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EP2156052A4 (en) 2018-04-04
CA2670624C (en) 2015-08-11
WO2008066416A1 (en) 2008-06-05
CA2670624A1 (en) 2008-06-05
CN101573529B (en) 2012-08-15
CN101573529A (en) 2009-11-04
EP2156052B1 (en) 2020-08-05

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