EP2156052B1 - Procédé pour empêcher la surcharge d'un moteur à combustion interne - Google Patents

Procédé pour empêcher la surcharge d'un moteur à combustion interne Download PDF

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Publication number
EP2156052B1
EP2156052B1 EP06824481.3A EP06824481A EP2156052B1 EP 2156052 B1 EP2156052 B1 EP 2156052B1 EP 06824481 A EP06824481 A EP 06824481A EP 2156052 B1 EP2156052 B1 EP 2156052B1
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EP
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Prior art keywords
engine
engine speed
ohf
overheat
maximum allowed
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EP06824481.3A
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German (de)
English (en)
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EP2156052A1 (fr
EP2156052A4 (fr
Inventor
Mikael Larsson
Henric Isen
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Husqvarna AB
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Husqvarna AB
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Publication of EP2156052A4 publication Critical patent/EP2156052A4/fr
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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
    • 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 engine's electronic control unit increases the addition of oil during operating speeds greater than a predetermined speed and for a predetermined period of break-in time. More specifically a sensor senses engine speed and the electronic control unit adds more oil at speeds above idling during a break-in-period of 5 hours.
  • US20040245034A1 discloses a method for protecting an engine in a fork lift truck.
  • the engine is provided with an electronic control fuel injection system.
  • a quasi-abnormality of at least one of variables in connection with the engine and the associated parts thereof, such as an engine cooling water, a fuel pressure or the like is detected by a sensor.
  • a throttle opening of an electronic control throttle is regulated so as to limit an engine rotational speed to a low rate.
  • 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 according to claim 1, where the engine speed is limited according to a maximum allowed engine speed having a start value, the engine being run at a throttle position from zero throttle to full throttle, the method comprising the steps of:
  • FIG. 1 shows schematically an E ngine C ontrol U nit 100 in controlling the Ignition System 140 and the fuel supply system 150 of an engine.
  • the E ngine C ontrol U nit 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 E ngine C ontrol U nit of their own.
  • An E ngine C ontrol U nit 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 MAX .
  • the maximum allowed engine speed N MAX is an upper threshold for the engine speed N, and the E ngine C ontrol U nit 100 controls the engine speed N to be substantially below this threshold N MAX , i.e. the engine speed N may shortly exceed the threshold N MAX .
  • 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 MAX , 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 T hrottle P ositions S ensor(s) 120, engine speed N from the E ngine S peed S ensor(s) 110, and optionally engine temperature(s) T from T emperature S ensor(s) 130.
  • a T emperature 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 the engine throttle TP can be used to determine if the engine is run at a risk of overheating.
  • the engine speed N is 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.
  • 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 MAX N NORALMAX
  • OHF OHF BASE
  • OHF BASE 0.
  • N NORALMAX 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 T hrottle P ositions S ensor(s) 120, e.g. the engine speed N from the E ngine S peed S ensor(s) 110, and e.g. a temperature T from the T emperature S ensor(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) N, T, TP, TS satisfies at least one corresponding potential overheat condition.
  • the potential overheat is that the engine speed N exceeds an increase overheat factor speed threshold N INCREASEOHF .
  • 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 engine speed N is, 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 OHF 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 N MAX 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 N ENDREDUCTION , 4) that the engine temperature T is lower than an end reduction period temperature threshold T ENDREDUCTION.
  • 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 MAX is kept at 13000 rpm until the loop is ended and N MAX is reset at box 2.
  • the stepwise decrease of N MAX 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 MAX over time. Box numbers corresponding to FIG.2 and FIG.3 .
  • the maximum allowed engine speed N MAX is set to N NORMALMAX .
  • the overheat factor OHF exceeds the overheat factor threshold OHF LIMIT at box 7
  • the maximum allowed engine speed N MAX starts to gradually decrease, corresponding to box 8, until it eventually reaches N REDUCEDMAX .
  • the reduction of the maximum allowed speed N MAX N REDUCEDMAX is maintained until the end reduction period condition(s) at box 10 are met, where after the maximum allowed speed N MAX is restored to N NORMALMAX , at box 2.

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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)

Claims (9)

  1. Procédé pour empêcher qu'un moteur à combustion interne ne fonctionne de manière préjudiciable, où le régime moteur (N) est limité à un régime moteur maximal autorisé (NMAx) ayant une valeur de démarrage (NNORMALMAX), le moteur fonctionnant dans une position du paillon des gaz allant de zéro à pleins gaz, où le procédé comprend les étapes consistant :
    a. à surveiller le régime moteur de paramètres moteur (N) ;
    b. à déterminer si le régime moteur de paramètres moteur (N) surveillé satisfait au moins une condition de surchauffe potentielle correspondante (5) ;
    c. à augmenter, si la/les condition(s) de surchauffe potentielle(s) (5) de l'étape b) est/sont satisfaite(s), un facteur de surchauffe (OHF) ;
    d. à déterminer si le facteur de surchauffe (OHF) dépasse un seuil de facteur de surchauffe (OHFLIMIT) ;
    e. à réduire, si, dans l'étape d), le facteur de surchauffe (OHF) dépasse le seuil de facteur de surchauffe (OHFLIMIT), le régime moteur maximal autorisé (NMAX) à une valeur de réduction (NREDUCEDMAX) au cours d'une période de régime moteur maximal autorisé réduit (8, 9, 10), où la période de régime moteur maximal autorisé réduit (8, 9, 10) est active jusqu'à ce qu'au moins une condition de période de réduction finale (10) soit satisfaite ;
    f. à répéter régulièrement les étapes a) à e) au cours du fonctionnement du moteur,
    dans lequel le régime moteur de paramètres moteur (N) est dérivé en mesurant la période de temps entre deux allumages consécutifs, ou en mesurant la période de temps entre plusieurs allumages consécutifs et permettant ainsi de calculer une moyenne sur plusieurs tours du régime moteur (N).
  2. Procédé selon la revendication 1, dans lequel, dans l'étape e), la réduction du régime moteur maximal autorisé (NMAX) à la valeur de réduction (NREDUCEDMAX) est effectuée progressivement.
  3. Procédé selon l'une quelconque des revendications précédentes, dans lequel la/les condition(s) de période de réduction finale comporte/comportent au moins l'une des conditions suivantes : 1) qu'un nombre prédéterminé de tours se soit écoulé depuis que le facteur de surchauffe (OHF) a dépassé le seuil de facteur de surchauffe (OHFLIMIT), 2) qu'un temps prédéterminé se soit écoulé depuis que le facteur de surchauffe (OHF) a dépassé le seuil de facteur de surchauffe (OHFLIMIT), 3) que la position du papillon des gaz soit inférieure à la position pleins gaz, 4) que le régime moteur (N) soit inférieur à un seuil de régime de période de réduction finale (NENDREDUCTION), 4) que la température moteur (T) soit inférieure à un seuil de température de période de réduction finale (TENDREDUCTION).
  4. Procédé selon l'une quelconque des revendications précédentes, dans lequel la condition de surchauffe potentielle est que le régime moteur (N) dépasse un seuil de régime d'augmentation de facteur de surchauffe (NINCREASEOHF).
  5. Procédé selon l'une quelconque des revendications précédentes, dans lequel, dans l'étape c), le facteur de surchauffe (OHF) augmente d'une valeur prédéterminée.
  6. Procédé selon l'une quelconque des revendications précédentes, dans lequel, si la/les condition(s) de surchauffe potentielle(s) (5) de l'étape b) n'est/ne sont pas satisfaite(s), le facteur de surchauffe (OHF) diminue.
  7. Procédé selon l'une quelconque des revendications précédentes, dans lequel la limitation du régime moteur (N) comporte la déviation d'un calage d'allumage par rapport à un calage d'allumage optimal du moteur.
  8. Procédé selon l'une quelconque des revendications précédentes, dans lequel la limitation du régime moteur (N) comporte l'arrêt d'au moins un déclenchement d'allumage.
  9. Moteur à combustion interne, comprenant :
    un ou plusieurs cylindre(s) ;
    un allumage déclenchant les bougies d'allumage ;
    une unité de commande de moteur (100) comprenant un moyen pour surveiller le régime moteur de paramètres moteur (N) ;
    l'unité de commande de moteur comprenant en outre un moyen pour limiter le régime moteur (N) en fonction d'un régime moteur maximal autorisé (NMAx) ayant une valeur de démarrage (NNORMALMAX) ;
    dans lequel l'unité de commande de moteur (100) est agencée :
    pour comparer le régime moteur de paramètres moteur (N) surveillé à au moins une condition de surchauffe potentielle (5) et pour mettre à jour un facteur de surchauffe (OHF) si la condition de surchauffe potentielle est satisfaite ;
    pour comparer le facteur de surchauffe (OHF) à un seuil de facteur de surchauffe (OHFLIMIT) et pour réduire le régime moteur maximal autorisé (NMAx) à une valeur de réduction (NREDUCEDMAX) au cours d'une période de régime moteur maximal autorisé réduit (8, 9, 10) si le facteur de surchauffe (OHF) dépasse le seuil de facteur de surchauffe (OHFLIMIT) ;
    dans lequel l'unité de commande de moteur comprend un moyen pour dériver le régime moteur de paramètres moteur (N) en mesurant la période de temps entre deux allumages consécutifs, ou en mesurant la période de temps entre plusieurs allumages consécutifs et permettant ainsi de calculer une moyenne sur plusieurs tours du régime moteur (N) .
EP06824481.3A 2006-11-28 2006-11-28 Procédé pour empêcher la surcharge d'un moteur à combustion interne Active EP2156052B1 (fr)

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Application Number Priority Date Filing Date Title
PCT/SE2006/001345 WO2008066416A1 (fr) 2006-11-28 2006-11-28 Procédé pour empêcher la surcharge d'un moteur à combustion interne

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EP2156052A1 EP2156052A1 (fr) 2010-02-24
EP2156052A4 EP2156052A4 (fr) 2018-04-04
EP2156052B1 true EP2156052B1 (fr) 2020-08-05

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CN (1) CN101573529B (fr)
CA (1) CA2670624C (fr)
WO (1) WO2008066416A1 (fr)

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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

Citations (3)

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Publication number Priority date Publication date Assignee Title
FR2476232A1 (fr) * 1980-02-20 1981-08-21 Bosch Gmbh Robert Dispositif de circuit pour l'allumage de moteurs a combustion interne
US4924831A (en) * 1989-07-10 1990-05-15 R. E. Phelon Company, Inc. Capacitor discharge ignition system with microprocessor timing control
DE3914026C1 (fr) * 1989-04-28 1990-09-06 Pruefrex-Elektro-Apparatebau Inh. Helga Mueller, Geb. Dutschke, 8501 Cadolzburg, De

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Publication number Priority date Publication date Assignee Title
FR2476232A1 (fr) * 1980-02-20 1981-08-21 Bosch Gmbh Robert Dispositif de circuit pour l'allumage de moteurs a combustion interne
DE3914026C1 (fr) * 1989-04-28 1990-09-06 Pruefrex-Elektro-Apparatebau Inh. Helga Mueller, Geb. Dutschke, 8501 Cadolzburg, De
US4924831A (en) * 1989-07-10 1990-05-15 R. E. Phelon Company, Inc. Capacitor discharge ignition system with microprocessor timing control

Also Published As

Publication number Publication date
CA2670624A1 (fr) 2008-06-05
CA2670624C (fr) 2015-08-11
EP2156052A1 (fr) 2010-02-24
CN101573529A (zh) 2009-11-04
CN101573529B (zh) 2012-08-15
EP2156052A4 (fr) 2018-04-04
WO2008066416A1 (fr) 2008-06-05

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