EP2434133A1 - Concept de commande d'un moteur et dispositif de commande de puissance d'un véhicule motorisé - Google Patents

Concept de commande d'un moteur et dispositif de commande de puissance d'un véhicule motorisé Download PDF

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Publication number
EP2434133A1
EP2434133A1 EP11172048A EP11172048A EP2434133A1 EP 2434133 A1 EP2434133 A1 EP 2434133A1 EP 11172048 A EP11172048 A EP 11172048A EP 11172048 A EP11172048 A EP 11172048A EP 2434133 A1 EP2434133 A1 EP 2434133A1
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EP
European Patent Office
Prior art keywords
control
power
unit
drive unit
operating point
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
EP11172048A
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German (de)
English (en)
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EP2434133B1 (fr
Inventor
Claus Mörsch
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.)
Claas Industrietechnik GmbH
Original Assignee
Claas Selbstfahrende Erntemaschinen GmbH
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.)
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Publication of EP2434133A1 publication Critical patent/EP2434133A1/fr
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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
    • F02D41/0205—Circuit arrangements for generating control signals using an auxiliary engine speed control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B63/00—Adaptations of engines for driving pumps, hand-held tools or electric generators; Portable combinations of engines with engine-driven devices
    • 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
    • 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
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1497—With detection of the mechanical response of the engine
    • 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
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2409—Addressing techniques specially adapted therefor
    • F02D41/2422—Selective use of one or more tables

Definitions

  • the present invention relates to an engine control concept for a vehicle, in addition to a vehicle having an engine control concept according to the invention and a method for operating such an engine control concept.
  • the invention relates to motor vehicles which are used in the field of agriculture and forestry, the processing of crop products and tillage. Preferably, without limitation, it involves tractors and / or tractors.
  • the invention relates to an engine control concept for a vehicle having a drive unit, preferably an internal combustion engine, and a transmission between an engine output member of the drive unit and a ground engaging drive apparatus according to claim 1.
  • Such vehicles are equipped with drive units not only for driving, but also for the additionally connectable units.
  • Aggregates are understood to mean all additional devices which can be connected to a drive device of a tractor and / or tractor.
  • the accessories are connected via a switchable drive train, which may be a PTO, connected to the drive unit.
  • the connection or disconnection of one or both power take-offs to the drive unit takes place in the simple embodiment via a control and regulating device.
  • the hand control (hand throttle) is usually used for adjusting the engine speed, according to the power-driven via the PTO unit.
  • the electronic control system may be used to maintain the engine speed, prior to the vehicle speed of the vehicle selected by selecting a gear ratio.
  • DE 42 00 806 C1 discloses DE 42 00 806 C1 from the prior art, a method for controlling the engine speed for at least one, powered by a switchable high-drive of an internal combustion engine accessory.
  • the engine control method is to increase the mixture amount (fuel amount) for the drive unit in the short term immediately before the high-lift is engaged, to prevent an increased power demand and associated drop in engine speed.
  • the fuel quantity is reduced so that it does not come as a result of the suddenly reduced power demand to an increased engine speed.
  • the disadvantage of the aforementioned engine control method is that the system can not be controlled independently in an optimal, energy-efficient power range or optimal operating points for the drive unit can be adjusted.
  • An operating point is understood to mean the power value P, which results from the engine speed and the engine torque.
  • An optimal cooperation between the control and regulating device and the drive unit is thus not given.
  • the drive unit can be operated at operating points during field operation, because the drive device in each case the required drive power is provided.
  • the provided drive power is independent of whether the drive unit operates in a rather favorable or rather unfavorable performance and efficiency range.
  • a fuel-saving operation of the drive unit can not be achieved due to the specifications of the control method and the resulting cooperation with the drive unit and due to the drive unit itself.
  • the invention is therefore based on the object to avoid the disadvantages known in the prior art and to propose an apparatus and a method for operating such an engine control concept, in which the engine torque and the engine speed of the drive unit when connecting and during operation of a connected unit in almost optimal operating points can be operated to meet the different performance requirements that result from the connection of aggregates to the drive unit, with the greatest possible fuel-efficient operation.
  • the solution of the problem is therefore to avoid the disadvantage that arises today in the existing methods and devices for controlling drive units for vehicles, in the connection of aggregates, and to develop an inventive engine control concept for a vehicle, wherein the vehicle is a drive unit , preferably an internal combustion engine, and having a drive train operatively connected thereto.
  • the powertrain consists, for example, of a transmission which is arranged between an engine output element of the drive unit and a ground engaging drive device, wherein the driveline comprises a plurality of power consumers, hereinafter referred to as aggregates, and one or more wheels carrying vehicle axles.
  • the vehicle further includes front and rear PTOs drivable by the propulsion unit at a fixed ratio of engine speed, the engine management concept comprising at least one electronic control and command device having a controller operable to respond to an activation request to provide the electronic control and regulating device.
  • a control device which sends an activation request directly to the control unit, for switching on an aggregate, promptly causes a connection of the PTO, whereby the engine speed drops due to the additional power requirement, immediately.
  • the motor control concept according to the invention consisting of a device according to the invention.
  • the device comprises a control device and a control and regulating device.
  • the control and regulating device responds to the activation request from the control device and, before the energy consuming units are switched on, leads the drive unit into a power range which not only prevents the engine speed from falling, but also has an energy-efficient operating point.
  • characteristic curves for estimating the energy requirement of one or more power consumers are stored in the control and regulating device. After activation of the connection of at least one power consumer, the control and regulating device independently adapts the power value P of the drive unit before the at least one power consumer is switched on. Of the Power value P is selected from the stored characteristic curves, for the estimation of the energy requirement of the at least one power consumer, and the power value P is adjusted after the connection of the at least one connected power consumer.
  • control and regulating device is internally equipped with a programmable electronic control and evaluation unit and an electronic control unit. Upon actuation of the control device, this simultaneously provides an activation request to the electronic control unit and to the programmable control and evaluation unit in such a way that the electronic control unit, before the at least one power consumer, the request of an activation permission to the programmable electronic control and evaluation unit whereupon the programmable electronic control and evaluation unit independently changes the power value P of the drive unit prior to the connection of a power consumer and, after the change, provides an activation enable to the electronic unit.
  • the control and regulation device Before the control and regulation device actually makes a connection of the PTO, for example, via the coupling with the aid of an electromagnetic clutch, the control and regulating device for controlling the drive unit has to use the stored for the respective aggregate aggregate field for use and contained therein Implement operating points II to IV. Before the implementation of the operating points II to IV, the control and regulating device has to determine the current power values P of the first operating point I, which result from the normal driving operation of the tractor or tractor.
  • To determine the current data of the drive unit for the first operating point I accesses the control and regulating device, due to the request from the electronic control unit, on the one hand to various sensors, such as the torque sensor and the engine speed sensor, which are arranged in the vehicle on the drive unit and on the other to a specific, editable file that contains a characteristic field of the connected aggregate, which was determined by an aggregate sensor and stored in a program directory.
  • An editable file contains the characteristic data of a connected aggregate.
  • the files with the corresponding characteristic field and the operating points stored therein can also be obtained via the Internet and stored in the program directory.
  • a first power value P is calculated by the programmable logic controller and evaluation unit, which results in the first operating point I.
  • the calculated operating point I is entered in the characteristic field in an editable file associated with the connected unit, from which the power of the drive unit is regulated by means of the control and evaluation unit via an operating point II stored in the file up to the stored operating point III.
  • the editable file stored in a program directory also contains motor characteristics and the operating points II to IV stored for controlling the drive unit.
  • the operating points II to IV are required for the connection and operation of the connected unit.
  • Each unit that can be connected to the PTO has a characteristic power requirement when connected and used in field operation. This characteristic power requirement is entered as operating point II to IV in such an editable file.
  • An aggregate for example comprising a rear mower, is assigned a file with characteristic operating points in a characteristic field. The same also applies to an aggregate, for example an attachment in the form of a front mower, to which a file is assigned. If both units are in use, ie both PTOs are occupied by a power-consuming unit, there is another file that has characteristic operating points II to IV for the power requirement of two aggregates to be connected.
  • the control and regulating device, or the control and evaluation unit, the drive unit starting from the determined operating point I, with the aid of the regulation of the fuel and air supply, automatically leads to the operating point III via the characteristic operating point II.
  • the operating point III is arranged on the one hand in a power range of the drive unit, which avoids a load-dependent engine speed reduction, after switching on the unit located at the PTO and on the other hand is in an efficient area with relatively low fuel consumption. That is, the optimized operating point III is above the expected torque and the rotational speed requirement of zuzugateden aggregate in an energy-efficient region of the characteristic field, for controlling the drive unit deposited.
  • One of the steps according to the invention therefore consists in raising the power values of the drive unit up to the optimized operating point III, predetermined in the characteristic field of a file, before the power-consuming unit is switched on.
  • the connection of an aggregate can be done via a provided for the PTO clutch.
  • this operating state of the drive unit is controlled by the evaluation of the measurement results of the sensors of the control and evaluation, the programmable logic control and evaluation sends an activation release the electronic control unit.
  • the electronic control unit then causes the connection of one or both power take-offs, or the connection of at least one power consumer, depending on what the aggregate sensor previously determined to occupy the PTO and reported to the control and evaluation.
  • the activation release thus also includes information about which of the two PTOs or whether both PTOs are to be switched on.
  • Another inventive step is that after the connection of the at least one connected power consumer, or aggregate, the programmable logic controller and evaluation unit, the drive unit, starting from the power value P in the operating point III, automatically returns to the power value P in the operating point IV, with a change of butter Schemees or a gain curve, hereinafter referred to as a characteristic, takes place at a lower power range. Further details can be found in the figure description 3 and 4. This feedback from the operating point III to the operating point IV corresponds to the running-in phase of the unit, this feedback being monitored by the sensors controlling the engine control concept.
  • the operating point IV is on the one hand in a power range of the drive unit, which corresponds to the unit in use and avoids a load-dependent engine speed reduction and on the other hand in an efficient area with relatively low fuel consumption.
  • the optimized operating point IV is stored above the expected torque and rotational speed requirement of the unit in operation in an energy-efficient region of the characteristic field for controlling the drive unit. That is, the programmable logic controller and evaluation unit regulates the operating point IV in an energy-efficient power range II, which is always above the power value P required by the unit.
  • the operating point IV is optimized such that the drive unit can keep the engine speed stable and fuel consumption low.
  • the engine control concept according to the invention has the advantage that the drive unit of the tractor or tractor always operates safely in a power range which, on the one hand, is relatively far above the required power range, so that a decrease in the engine speed is ruled out and, on the other hand, enables an energy-efficient mode of operation.
  • the control and regulating device, or the programmable logic controller and evaluation always leads the higher power value P of the operating point III to the operating point IV, the actual, required by the driving and the unit in use power value P, "coming from above” , on.
  • “Coming from above” means that the engine torque and the engine speed of the drive unit, due to the engine control concept, before the connection of an aggregate, is automatically brought to a higher power value P than needed by the aggregate. After connecting the unit, the power value P of the drive unit is then automatically reduced to a power range in which the unit can be operated safely and thus without loss of power.
  • the operating point IV of the drive unit which corresponds to an operating point, which is composed of the driving operation and the operation of the unit, be corrected independently by the control and regulating device.
  • This process is illustrated by an example.
  • the vehicle speed of the tractor should be 10 km / h and an aggregate should be connected.
  • the power value P of the drive unit during driving operation corresponds to the operating point I (see the information in FIG. 4 ).
  • the inventive device of the engine control concept now controls the power of the drive unit, according to the above information, to the operating point IV.
  • the drive unit reaches the operating point IV, according to the specifications from the family of characteristics of a file.
  • the control and regulating device would make a change in the power values in the drive unit. Either the engine torque is changed at the same engine speed, whereby a shift of the operating point IV in the power range is up or down or the engine speed is changed at the same torque, whereby a shift of the operating point IV to the right or left. Of course, a simultaneous shift of the operating point IV in positive and negative X and Y direction is possible.
  • the engine control concept according to the invention can calculate which displacement of the operating point achieves the lower fuel consumption.
  • the engine control concept can perform another calculation, uzw.
  • the engine control concept regulates the drive unit at all times in the most favorable consumption range, without neglecting the power to be provided.
  • the control and regulating unit, or the control and evaluation unit is advantageously able, in the case of a connected and in operation unit, on the basis of the ascertainable vehicle parameters, a constant driving speed of the vehicle and / or a constant engine speed of the drive unit and / or a Constant PTO speed for the unit to regulate such that the power value P of the operating point IV is always in a favorable power range.
  • a vehicle according to claim 9 is provided.
  • an apparatus for carrying out the method of the engine control concept for a vehicle according to claim 1, in claim 11 is proposed.
  • the apparatus may include operating the engine control concept in which the various controllers respond to inputs from the controller to provide output signals to a drive unit and to vary the power value P of the power unit.
  • the device for carrying out the method of the engine control concept comprises a vehicle, wherein the vehicle is a drive unit, preferably an internal combustion engine, a drive train operatively connected thereto, wherein the drive train a plurality of power consumers and one or more wheels carrying vehicle axles and at least one control and Control device and the control and regulating device has a control device which is operable to provide an activation request to a control and regulating device.
  • the controller After providing the activation request for connecting at least one connected Power consumer, the controller performs, prior to the connection of the power consumer, a verification of the power consumer and assigns the power consumer an associated file.
  • the file contains characteristics with characteristic operating points I-IV for controlling the power of a drive unit.
  • the control and regulating device adjusts the power values P of the drive unit to the operating points I-III.
  • the control and regulating device regulates the power values P for the drive unit in a certain order.
  • the control and regulating device leads the drive unit to the operating point III.
  • the control and regulating device initiates a connection of at least one connected power consumer.
  • the control and regulating device after the connection of the at least one connected power consumers, the power value P of the drive unit from the operating point III to the operating point specified in the file IV.
  • the power value P of the operating point IV corresponds to the vehicle with a connected unit in field operation. Therefore, it is necessary that the control device regulate the operating point IV of the drive unit in an energy-efficient power range II, which is always above the power value P required by the unit.
  • the Fig.1 shows a schematic representation of a concrete embodiment of a vehicle 1, equipped with a motor control concept according to the invention 30.
  • the embodiment is typically a tractor 2.
  • the tractor 2 can during operation an agricultural unit 3, for example in the form of a somähwerkes (dashed lines shown ), move across the ground 7.
  • the unit 3 is driven by the drive unit 4 of the tractor 2, which may be an internal combustion engine 5.
  • the tractor 2 is equipped with wheels, wherein two pairs 10, 11 are arranged on the front 8 and rear axle 9 of the tractor 2 in each case.
  • the paired wheels 10, 11 form a bottom-locking drive device 26, by means of which the driving force of the drive unit 4 is transmitted via a gearbox 6 to the bottom 7.
  • the tractor 2 is driven by the operator or driver in a driver's cab 12 and otherwise controlled.
  • the attached at the rear of the agricultural unit 3 3, for example, a side mower is also operated by the driver from the cab 12, operated.
  • the attached unit 3 is driven by a arranged at the rear 13 of the tractor 2 PTO 14, although the tractor 2 in this example has a arranged on the front 18 of the tractor 2 PTO 19, which also has an aggregate 23 (shown in phantom), for example a header, preferably consisting of a front mower, can drive.
  • the front PTO 19 and the rear PTO 14 can be separately switched on or off and driven by an engine output member 15, 20 of the drive unit 4 via a drive train 16, 21 indicated only schematically become.
  • a gear 17, 22 (shown in phantom) may be arranged between the engine output element 15, 20 and the PTO shaft 14, 19, in the drive train 16, 21, a gear 17, 22 (shown in phantom) may be arranged.
  • the transmission 17, 22 permits changing the fixed ratio between the engine output member 15, 20 and the PTO shaft 14, 18 by selecting a desired gear train corresponding to various units to be driven. In any case, the input speed of the respective PTO 14, 18 but have a fixed ratio to the engine speed 56, uzw. for a selected by the transmission 17, 22 fixed translation.
  • a variety of translation stages is possible, preferably up to four translations are used.
  • the tractor 2 itself has a control device 31 within the driver's cab 12 at the driver's workstation.
  • the control device 31 comprises an operating device 34, which may consist of one or more different actuating means.
  • the actuating means may consist of an actuating button 35, hereinafter referred to as PTO button, a switch or the like.
  • the actuating means can also be formed from an operable terminal 36 with an LCD display display.
  • the operating device 34 may have a keypad 37 for a device selection or aggregate selection. With the device selection button 38, the unit connected to the PTO shaft 14, 19, e.g. a mower 3, 23 are selected or preselected.
  • the operating device 34 is in the operation of the device selection button 38 of the keypad 37, the PTO button 35 or the operation of the terminal 36 with, also arranged in the cab 12 control and regulating device 71, via a data line 39 in connection.
  • the engine control concept 30 eliminates the device selection keypad 37 in the control device 34 and is replaced by a sensor 40 which is arranged in the region of the PTO shafts 14, 19.
  • FIG. 2 and 3 The individual elements of the engine control concept 30 according to the invention, which in the FIG. 1 are not or only partially listed, are in the following FIG. 2 and 3 explained in more detail. Reference numerals in the description of FIG. 1 can in the drawing of the FIG. 2 and 3 be included.
  • the FIGS. 2 to 4 complement each other and represent the complete engine control concept 30 for a vehicle 1. Corresponding designations are in the FIGS. 1 to 4 provided with the same reference numerals.
  • FIG.2 is an illustrated representation of an inventive engine control concept 30, for controlling a drive unit 4 of a vehicle 1, in a first embodiment of a control and regulating device 71, can be seen.
  • the embodiment according to the FIG. 2 shows essentially the elements of the engine control concept 30, which interact with each other and to achieve optimal control of the drive unit 4 by the control and regulating device 71, before connecting a power take-off unit 14 disposed on the power take-off units 3, 23 and after the connection 72, 73 of the at least one unit 3, 23 set a certain energy-efficient power value P in the drive unit 4.
  • the elements of the engine control concept 30 therefore include a control device 31, consisting of an actuating button 35, a first control and regulating device 71, a drive unit 4 and at least one switchable power consumers, or an aggregate 3, 23.
  • the control and regulating device 71 on the one hand a drive unit 4 before switching 72, 73 of a torque-consuming unit 3, 23 and on the other hand after the connection 72, 73 of the PTO shafts 14, 19 can control and regulate.
  • the control and regulating device 71 contains stored characteristic curves 61, 62, 63.
  • the power values P for the adaptation of the drive unit 4 to the switchable unit 3, 23 are taken from the control and regulating device 71 , After the connection 72, 73 of an aggregate 3, 23, the power of the drive unit 4 is adapted to the specific consumption of the connected unit 3, 23.
  • the power values of the drive unit 4 are monitored and regulated accordingly. The Mutual cooperation of the various elements of the engine control concept is discussed in the FIG. 3 explained in more detail.
  • FIG. 3 From the Figure 3 is an illustrated representation of an inventive engine control concept 30 for controlling a drive unit 4 of a vehicle 1, in a second embodiment of a control and regulating device 71, can be seen.
  • the embodiment according to the FIG. 3 also shows how the engine control concept 30 in the FIG. 2 , Essentially, the elements on and interact with each other to achieve optimal control of the drive unit 4.
  • the elements of the engine control concept 30 include a control device 31, comprising an operating device 34, a control and regulating device 71, consisting of a programmable logic controller and evaluation unit 32 and an electronic control unit 33. Furthermore, the engine control concept 30 comprises the elements of at least one clutch 24 , 25, at least one switchable PTO shaft 14, 19, various sensors 27, 40, 50 and a drive unit 4. The communication of the elements with each other via data lines 29, 39, 41, 44, 48, 51.
  • control and evaluation unit 32 on the one hand control a drive unit 4 before connection 72, 73 of a torque-consuming unit 3, 23 and on the other hand, in conjunction with the electronic control unit 33, the connection 72, 73 of the PTO shafts 14, 19 and, after the connection 72 , 73 of the at least one unit 3, 23, a certain energy can set eefficient power value P on the drive unit 4.
  • the electronic control unit 33 although a signal 43 via the data line 44 for connecting a or both PTOs 14, 19 receives from the operating device 34, but the electronic control unit 33 no connection 72, 73 directly more performs, but only an activation permission 45 via the CAN bus 42 (Controller Area Network) by the control and evaluation unit 32 requests , Simultaneously with the activation signal 43 of the connection 72, 73 to the electronic control unit 33, the control and evaluation unit 32 receives an activation request 46 from the operating device 34 via the data line 39.
  • This activation request 46 which is sent to the control and evaluation unit 32, triggers a sequence of different Inquiries, which must first be obtained by the control and evaluation unit 32, evaluated and implemented.
  • the tractor 2 is in the query in an operating mode, which is referred to as driving without field operation.
  • the PTO shafts 14, 19 are inoperative because they are mechanically separated, for example, by disengaging gears in the gear 17, 22, or electromechanically by disengaging an electrically actuated clutch 24, 25, the drive train 16, 21 of the engine output member 15, 20.
  • the driving operation is selected as a typical case because the tractor 2, for example, often runs on a road surface, although the tractor 2 pulls a trailer or an agricultural aggregate 3, 23 tows at non-operational PTO shaft 14, 19 or the tractor performs fieldwork that does not require a PTO shaft 14, 19 requires.
  • the sensor 40 is queried via the data line 41.
  • the connected to the PTO shaft 14, 19 unit 3, 23 is detected and reported to the control and evaluation unit 32 via the sensor 40.
  • the control and evaluation unit 32 contains for each connectable to the vehicle 1 unit 3, 23 an editable file 53, which is stored in a program directory 52 in the control and evaluation unit 32.
  • a specific file 53, 53 ', 53 ", etc. is assigned to each different aggregate up to 53 high N.
  • a file 53 has a characteristic field 55. In this characteristic field 55, for each unit 3, 23 the power requirement, resp The associated engine torque requirement, stored or stored in the form of operating points II to IV 65, 66, 67.
  • a sensor 50 for determining the first operating point I 64 detects the engine speed n 56 and reports it via the data line 51 to the control and evaluation unit 32. Furthermore, to determine the first operating point I 64 via the torque sensor 27, the associated Motor torque M 57 determined and also reported via the data line 29 to the Drivelie management 32. From the two parameters is the first operating point I 64 calculated and entered in the characteristic field 55.
  • motor characteristics 61, 62, 63 are plotted in a characteristic field 55 and stored in a program directory 52.
  • Each of the power take-offs 14, 19 connectable unit 3, 23 has when connecting and using in field operation a characteristic power requirement. This characteristic power requirement is referred to as operating points I 64 to IV 67 registered in such a characteristic field 55.
  • Each different unit 3, 23 thus has its own characteristic field 55 with its own characteristic operating points II 65, III 66, IV 67th
  • control and evaluation unit 32 will select a different characteristic (gain curve) 61, 62, 63 and thus the power range I, II, III 58, 59, 60 of the drive unit 4 change.
  • a change in the fuel and air supply 49 for the drive unit 4 causes a change in the engine speed n 56 and / or the motor torque M 57th to enter the higher power range II, III 59, 60 (see FIG. 3 ) to get.
  • a check is made via the torque sensor 27 and the rotational speed sensor 50.
  • the control and evaluation unit 32 transmits via the CAN as a result of the activation request 46 present by the electronic control unit 33 -Bus 42 an activation release 47 to the electronic control unit 33. Based on this activation release 47, the electronic control unit 33 will cause a connection 72, 73 of the PTO 14, 19, whereby the connected to the rear 13 and / or the front 18 unit 3, 23 its Can start operation.
  • FIG. 4 refers to.
  • FIG. 4 From the Figure 4 are in a schematic representation of the motor control concept 30 according to the invention underlying operating points I to IV 64, 65, 66, 67, plotted in a diagram 54, can be seen.
  • the values of the operating points 64, 65, 66, 67 from the diagram 54 are used to control the drive unit 4.
  • the diagram 54 contains a characteristic field for this purpose 55 with a horizontal coordinate X, which shows the engine speed n 56 and a vertical coordinate Y, which indicates the motor torque M 57. Between the two coordinates n 56 and M 57 are the different power ranges I to III 58, 59, 60 of the drive unit 4.
  • the three power ranges I to III 58, 59, 60 are represented by the three characteristic curves (gain curves) 61, 62, 63 the drive unit 4 on the one hand limited and on the other hand separated.
  • various operating points I to IV 64, 65, 66, 67 corresponding to a power value P are included.
  • the first power value P is composed of the engine torque M 57 and the engine speed n 56 of the drive unit 4 and corresponds to the first operating point I 64.
  • the engine speed n 56 from the first operating point I 64 was, as from FIG. 3 can be seen, determined by the speed sensor 50 and taken over the data line 51 from the control and evaluation unit 32.
  • the motor torque M 57 from the first operating point I 64 was, as also from the FIG. 3 can be seen, measured by the torque sensor 27 and fed as torque signal 28 via the data line 29 of the control and evaluation unit 32 for further processing and accepted.
  • the determined engine speed n 56 and the motor torque M 57 are used as the starting point for controlling the drive unit 4.
  • This operating point I 64 has a relatively low motor torque M 57 in the first power range I 58.
  • the control and evaluation unit 32 increases the engine speed n 56 in a first step.
  • the engine speed n 56 of the first operating point I 64 is up to the predetermined in the characteristic field 55 engine speed n 56, which represents the second operating point II 65, changed.
  • the second operating point II 65 is thus achieved via the control of the drive unit 4 by the control and evaluation unit 32. Since the power P of the drive unit 4, or the motor torque M 57, but has not yet been increased, a connection of an energy consumer would now have a load-dependent "stalling" of the drive unit result. Therefore, it is necessary that the motor torque M 57 of the drive unit 4 is increased by the control and evaluation unit 32.
  • the motor torque M 57 is increased in the drive unit 4.
  • the motor torque increase is again effected by driving the drive unit 4 with the aid of the control and evaluation unit 32.
  • the control and evaluation unit 32 contains a power value P.
  • Power value P is stored in the characteristic field 55 of a file 53. This file 53 is responsible for the arranged at the rear end 13 of the tractor 2 mower 3.
  • the increase in the engine torque M 57 is necessary to the expected additional power requirements, the connection at the connection 72, 73 of the PTO shaft 14, 19 unit , 23 is required to already stock.
  • the increase in the engine torque 57 is achieved in that the operating point II 65 of the drive unit 4 from the power range I 58 in the power range III 60, so over two characteristics (gain curves) I, II 61, 62 away, is shifted. For this it is necessary to increase the power P of the motor. Since the physical quantity power P is proportional to the physical quantity motor torque M, the total torque to be applied by the drive unit 4 can also be set here instead of the total power requirement. Based on the, from the operating point III 66 predetermined total power demand or of the total applied motor torque M 57, the power P of the drive unit 4 is increased according to the responsible program step in the control and evaluation unit 32. The engine speed n 56 is kept constant, only the motor torque M 57 is increased.
  • At least one of the motor output element 15, 20 arranged torque sensors 27 is queried via the data line 29.
  • the measured torque signal 28 is transmitted to the control and evaluation unit 32 for evaluation.
  • the control and evaluation unit 32 controls, via a data line 48, in a manner known per se, a fuel and an air supply 49 of the drive unit 4, insofar as the drive unit 4 is an internal combustion engine 5. If the power value P determined by the torque sensor 27 coincides with the predetermined power value P from the operating point III 66, the electronic control unit 33 receives the activation release 47 for connecting the PTO shafts 14, 19. If the power value P has not yet been reached or exceeded , the control and evaluation unit 32 regulates the fuel and the air supply 49 until the power value P determined by the torque sensor 27 coincides with the power value P stored in the characteristic field 55.
  • the connected unit 3, 23 is put into operation.
  • the predetermined power value P of the operating point III 66 of the drive unit 4 is now automatically shifted to the operating point IV 67,.
  • the shift again takes over the control and evaluation unit 32, according to the stored specifications in the relevant for the connected unit 3, 23 file 53.
  • the file 53 contains a stored in the characteristic field 55 Power value P in the operating point IV 67.
  • the operating point IV 67 is located in the power range II 59 between the characteristic I (gain curve I) 61 and the characteristic II (gain curve II) 62.
  • the operating point IV 67 is thus in a lower power range II 59 than that Operating point III 66.
  • the operating point IV 67 corresponds to the power P which the drive unit 4 needs to drive and operate the units 3, 23 during field operation in order to reliably determine a speed-stable drive unit 4.
  • the motor control concept 30 impressively shows, as can be seen from the diagram 54, that the drive unit 4 always operates in a safe power range I, II, II 58, 59, 60, the operating points I to IV 64, 65, 66, 67 always allow an energy-efficient operation of the drive unit 4 and thus reduce fuel consumption.

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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)
  • Hybrid Electric Vehicles (AREA)
EP11172048.8A 2010-09-27 2011-06-30 Concept de commande d'un moteur et dispositif de commande de puissance d'un véhicule motorisé Active EP2434133B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102010037780A DE102010037780A1 (de) 2010-09-27 2010-09-27 Motorsteuerunskonzept und Vorrichtung zum Steuern der Leistung eines Motorfahrzeuges

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EP2434133A1 true EP2434133A1 (fr) 2012-03-28
EP2434133B1 EP2434133B1 (fr) 2020-03-11

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Cited By (6)

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AT514396A1 (de) * 2013-05-17 2014-12-15 Set Sustainable Energy Technologies Gmbh Verfahren und Vorrichtung zum Anfahren eines Triebstranges
AT514589A4 (de) * 2013-05-17 2015-02-15 Gerald Dipl Ing Hehenberger Verfahren zum Betreiben eines Triebstranges und Triebstrang
EP3259976A1 (fr) * 2016-06-24 2017-12-27 CLAAS Selbstfahrende Erntemaschinen GmbH Engin agricole et procédé de fonctionnement d'un engin agricole
EP3243367B1 (fr) 2016-05-10 2019-11-06 CLAAS Selbstfahrende Erntemaschinen GmbH Combinaison d'appareil de véhicule de traction ayant un système d'assistance au conducteur
EP3243368B1 (fr) 2016-05-10 2019-11-06 CLAAS Tractor S.A.S. Combinaison d'appareil de véhicule de traction ayant un système d'assistance au conducteur
EP3566920A1 (fr) * 2018-05-08 2019-11-13 CLAAS Tractor S.A.S. Machine de travail agricole et procédé de fonctionnement d'une machine de travail agricole

Families Citing this family (1)

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Publication number Priority date Publication date Assignee Title
DE102012111100A1 (de) 2012-11-19 2014-05-22 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Verfahren zur adaptiven Regelung einer Momentenreserve

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GB2106278A (en) * 1981-09-14 1983-04-07 Himmelstein & Co S Optimising an automatic control system
DE4200806C1 (en) 1992-01-15 1993-01-28 Mercedes-Benz Aktiengesellschaft, 7000 Stuttgart, De Speed control for IC engine auxiliary - determines power requirement and raises idling rpm if necessary
EP0904972A2 (fr) * 1997-09-30 1999-03-31 Ford Global Technologies, Inc. Commande du couple de moteur
GB2397138A (en) * 2003-01-08 2004-07-14 Ford Global Tech Llc A method of controlling an internal combustion engine of a vehicle
EP1666711A1 (fr) * 2003-09-02 2006-06-07 Komatsu Ltd. Procede et dispositif de commande de la puissance de sortie d'un moteur pour machine de travail
US20070016355A1 (en) * 2005-07-06 2007-01-18 Mitsuhiko Kamado Engine control device of work vehicle

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DE4304779B4 (de) * 1992-06-20 2005-11-24 Robert Bosch Gmbh Vorrichtung zur Steuerung des von einer Antriebseinheit eines Fahrzeugs abzugebenden Drehmoments
DE102007018321A1 (de) * 2007-04-18 2008-10-23 Alois Pöttinger Maschinenfabrik Gmbh Erntemaschine
DE102008020497A1 (de) * 2008-04-23 2009-11-05 Claas Selbstfahrende Erntemaschinen Gmbh Betriebsverfahren für einen Verbrennungsmotor
US7945378B2 (en) * 2008-09-22 2011-05-17 Deere & Company Method of selecting engine torque curves

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Publication number Priority date Publication date Assignee Title
GB2106278A (en) * 1981-09-14 1983-04-07 Himmelstein & Co S Optimising an automatic control system
DE4200806C1 (en) 1992-01-15 1993-01-28 Mercedes-Benz Aktiengesellschaft, 7000 Stuttgart, De Speed control for IC engine auxiliary - determines power requirement and raises idling rpm if necessary
EP0904972A2 (fr) * 1997-09-30 1999-03-31 Ford Global Technologies, Inc. Commande du couple de moteur
GB2397138A (en) * 2003-01-08 2004-07-14 Ford Global Tech Llc A method of controlling an internal combustion engine of a vehicle
EP1666711A1 (fr) * 2003-09-02 2006-06-07 Komatsu Ltd. Procede et dispositif de commande de la puissance de sortie d'un moteur pour machine de travail
US20070016355A1 (en) * 2005-07-06 2007-01-18 Mitsuhiko Kamado Engine control device of work vehicle

Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT514396A1 (de) * 2013-05-17 2014-12-15 Set Sustainable Energy Technologies Gmbh Verfahren und Vorrichtung zum Anfahren eines Triebstranges
AT514589A4 (de) * 2013-05-17 2015-02-15 Gerald Dipl Ing Hehenberger Verfahren zum Betreiben eines Triebstranges und Triebstrang
AT514589B1 (de) * 2013-05-17 2015-02-15 Gerald Dipl Ing Hehenberger Verfahren zum Betreiben eines Triebstranges und Triebstrang
AT514396B1 (de) * 2013-05-17 2015-11-15 Set Sustainable Energy Technologies Gmbh Verfahren und Vorrichtung zum Anfahren eines Triebstranges
EP3243367B1 (fr) 2016-05-10 2019-11-06 CLAAS Selbstfahrende Erntemaschinen GmbH Combinaison d'appareil de véhicule de traction ayant un système d'assistance au conducteur
EP3243368B1 (fr) 2016-05-10 2019-11-06 CLAAS Tractor S.A.S. Combinaison d'appareil de véhicule de traction ayant un système d'assistance au conducteur
EP3243368B2 (fr) † 2016-05-10 2022-06-22 CLAAS Tractor S.A.S. Combinaison d'appareil de véhicule de traction ayant un système d'assistance au conducteur
EP3243367B2 (fr) † 2016-05-10 2022-08-24 CLAAS Selbstfahrende Erntemaschinen GmbH Combinaison d'appareil de véhicule de traction ayant un système d'assistance au conducteur
EP3259976A1 (fr) * 2016-06-24 2017-12-27 CLAAS Selbstfahrende Erntemaschinen GmbH Engin agricole et procédé de fonctionnement d'un engin agricole
EP3259976B1 (fr) 2016-06-24 2020-04-08 CLAAS Selbstfahrende Erntemaschinen GmbH Engin agricole et procédé de fonctionnement d'un engin agricole
EP3566920A1 (fr) * 2018-05-08 2019-11-13 CLAAS Tractor S.A.S. Machine de travail agricole et procédé de fonctionnement d'une machine de travail agricole

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