EP2851540B1 - Unité de commande anti-calage et anti baisse de régime - Google Patents
Unité de commande anti-calage et anti baisse de régime Download PDFInfo
- Publication number
- EP2851540B1 EP2851540B1 EP14185537.9A EP14185537A EP2851540B1 EP 2851540 B1 EP2851540 B1 EP 2851540B1 EP 14185537 A EP14185537 A EP 14185537A EP 2851540 B1 EP2851540 B1 EP 2851540B1
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- EP
- European Patent Office
- Prior art keywords
- engine
- hydraulic pump
- control unit
- amount
- engine performance
- 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.)
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Classifications
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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
- F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
- F02D29/04—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving pumps
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- E—FIXED CONSTRUCTIONS
- E02—HYDRAULIC ENGINEERING; FOUNDATIONS; SOIL SHIFTING
- E02F—DREDGING; SOIL-SHIFTING
- E02F9/00—Component parts of dredgers or soil-shifting machines, not restricted to one of the kinds covered by groups E02F3/00 - E02F7/00
- E02F9/20—Drives; Control devices
- E02F9/22—Hydraulic or pneumatic drives
- E02F9/2221—Control of flow rate; Load sensing arrangements
- E02F9/2232—Control of flow rate; Load sensing arrangements using one or more variable displacement pumps
- E02F9/2235—Control of flow rate; Load sensing arrangements using one or more variable displacement pumps including an electronic controller
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- E—FIXED CONSTRUCTIONS
- E02—HYDRAULIC ENGINEERING; FOUNDATIONS; SOIL SHIFTING
- E02F—DREDGING; SOIL-SHIFTING
- E02F9/00—Component parts of dredgers or soil-shifting machines, not restricted to one of the kinds covered by groups E02F3/00 - E02F7/00
- E02F9/20—Drives; Control devices
- E02F9/22—Hydraulic or pneumatic drives
- E02F9/2246—Control of prime movers, e.g. depending on the hydraulic load of work tools
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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
- 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
- F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
- F02D2041/1413—Controller structures or design
- F02D2041/1432—Controller structures or design the system including a filter, e.g. a low pass or high pass filter
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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
- F02D2250/00—Engine control related to specific problems or objectives
- F02D2250/18—Control of the engine output torque
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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
- F02D2250/00—Engine control related to specific problems or objectives
- F02D2250/18—Control of the engine output torque
- F02D2250/24—Control of the engine output torque by using an external load, e.g. a generator
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D31/00—Use of speed-sensing governors to control combustion engines, not otherwise provided for
- F02D31/001—Electric control of rotation speed
- F02D31/007—Electric control of rotation speed controlling fuel supply
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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
- 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
- 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
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/08—Introducing corrections for particular operating conditions for idling
- F02D41/083—Introducing corrections for particular operating conditions for idling taking into account engine load variation, e.g. air-conditionning
Definitions
- the present invention relates to a control unit which controls the output of a pump, in particular a hydraulic pump used in heavy machinery such as industrial or agricultural machinery.
- the control unit configured to vary the output of the pump to prevent stall or lug of the engine.
- Engines on heavy machinery are known to be subjected to variable demands. Such demands may vary according to the environment in which the machinery is placed and the task being performed.
- the engine on such machinery typically powers the main components of the machine including the powertrain and a hydraulic pump which controls attachments such as excavating arms and the like.
- a hydraulic pump which controls attachments such as excavating arms and the like.
- the demand on the engine is increased.
- the increased demand placed on the engine by the hydraulic system may cause the engine speed to decrease which may result in engine lug or stall, which is undesirable.
- control unit according to independent claim 1.
- the control unit may be configured to receive one or more further operating parameters, and compare the one or more further operating parameters to a predetermined range indicative of desired engine performance, and if the one or more operating parameters are outside of the predetermined range selectively varying the power supplied to the hydraulic pump until the operating parameter of the engine is within the predetermined range.
- the operating parameter may be one or more engine speed and engine torque.
- the predetermined range may be indicative of an engine stall or engine lug.
- the value of the first and second predetermined range may be different.
- the second predetermined range may be greater than the first predetermined range.
- the controller may be configured to determine the amount the power supplied to the hydraulic pump is to be varied dependent on the difference of the operating parameter and the first predetermined range.
- the control unit may be configured to incrementally decrease the power supplied to the hydraulic pump.
- the control unit may be configured to decrease the power supplied to the hydraulic pump by a maximum amount.
- the maximum amount may be 15%.
- the controller may be configured to determine the amount the power supplied to the hydraulic pump is to be varied using look-up tables.
- the controller may be configured to determine the amount the power supplied to the hydraulic pump is to be varied as a linear interpolation between a maximum and minimum engine speed.
- a vehicle may comprise the control unit.
- the control unit monitors one or more factors indicative of the current engine performance, such as torque, engine speed etc., and varies the load applied to the pump according to current engine performance. In particular if the load required by the pump would result in engine lug or stall the control unit will alter the load provided to the pump to prevent lug or stall. In a first embodiment the control unit is able to react to a change in demand, and in the event that the change in demand on the engine results in the engine performance decreasing, the load applied to the pump will allow the engine to recover.
- factors indicative of the current engine performance such as torque, engine speed etc.
- the method may further comprise the steps of:
- the engine may be a compression ignition engine, the engine may be a diesel engine or the like.
- the vehicle may be a materials handling machine such as a back hoe loader, a telehandler, an agricultural tractor, an excavator, or the like.
- the pump may provide hydraulic fluid to actuators, such as single acting hydraulic rams, double acting hydraulic rams, hydraulic motors and the like.
- the actuators may move material handling arms, telescopic arms, buckets, shovels and the like in order to handle material which is required to be moved.
- a control unit which controls the operation of an engine which powers a hydraulic pump; the control unit configured to selectively vary the power supplied to the hydraulic pump, the control unit further configured to; determine an amount of excess engine performance available at a current engine speed,
- the amount of engine performance provided to the hydraulic pump may be provided when the engine is operating at substantially said current engine speed e.g. when the engine is operating at the current engine speed, or when the engine is operating at more than 20 rpm below said current engine speed, or when the engine is operating at more than 50 rpm below said current engine speed.
- a method of controlling the operation of an engine which powers a hydraulic pump with a control unit configured to selectively vary the power supplied to the hydraulic pump, the method comprising the steps of:
- control unit which selectively controls the power supplied to various components of a vehicle in order to minimise the possibility of engine stall or lug.
- FIG. 1 is a schematic representation of the apparatus according to an aspect of the invention.
- vehicle 10 which comprises an engine 12, control unit 14, a powertrain 16, a hydraulic pump 18 and CAN bus 20.
- the vehicle 10 comprises a number of further components which would typically be found in heavy industrial or agricultural machinery, though these for the purpose of clarity are not shown.
- the engine 12 may be a compression ignition engine for example diesel engine or the like, the engine 12 configured to provide power to both the powertrain 16 of the vehicle 10, and the hydraulic pump 18 of the vehicle 10.
- the control unit 14 is configured to vary the amount of power supplied by the engine 12 to the powertrain 16 and hydraulic pump 18 according to the operation of the vehicle 10. The distribution of the power supplied by the engine 12 to either the powertrain 16 or pump 18 occurs via known means, in particular those which are found on excavating vehicles and the like.
- the hydraulic pump 18 in a preferred embodiment is a mechanical pump.
- the pump is electrically controlled by pump control circuitry with the amount of current supplied by the pump control circuitry affecting the power output of the pump.
- the control circuitry therefore does not directly power the pump rather by changing the current output regulates the power output of the pump.
- Such a method of pump control is found on commercially available products.
- the vehicle 10 may be driven, with power supplied by the engine 12 to the powertrain 16.
- the hydraulic pump 18 may also be engaged depending on the particular usage of the vehicle. Accordingly, in use the control unit 14 will allocate power from the engine 12 to the powertrain 16 and pump 18 with the amount of power allocated to each element dependent on the particular load demand.
- the load demand of the hydraulic pump 18 will vary according to the type of act performed and the particulars of the act (for example the extension and weight of material to be carried by a hydraulic arm).
- the hydraulic pump 18 will have a variable load demand and the combined demand of the powertrain 16 and hydraulic pump 18 may exceed the power output of the engine 12. In such situations, the engine may slow down resulting in stall or engine lug. Accordingly, in the present invention the control unit 14 is configured to actively change the amount of power supplied to the hydraulic pump 18 in order to prevent engine lug or stall.
- the control unit 14 receives an input from the CAN 20.
- the CAN signal from the CAN bus 20 providing an indication of the current performance of the engine 12.
- the CAN signal is indicative of the torque generated by the engine 12 thus allowing the control unit 14 to make a determination of the output of the engine 12, and to determine whether the engine 12 is capable of sustaining the output or whether it will eventually lug or stall.
- control unit 14 determines that the CAN bus 20 that the load on the engine exceeds the maximum load of the engine the amount of power supplied to the hydraulic pump 18 by the engine 12 is reduced, preferably by reducing the current supplied to the control unit of the hydraulic pump, therefore reducing the power supplied to the hydraulic pump 18 and thus allowing the engine time to recover and thus preventing engine lug or stall. This process is described below in detail with reference to Figures 2 , 3 and 4 .
- Figure 2 is a flowchart of the process of controlling the hydraulic pump 18 so as to prevent engine stall. Therefore the process in Figure 2 functions by measuring engine speed as an operating parameter of the engine.
- the engine speed is monitored by the control unit.
- the engine speed is preferable measured in RPM and provided to the control unit 14 by the CAN bus 20.
- the engine speed, as determined at step S102, is compared to an anti-stall value.
- the anti-stall value is indicative of the minimum engine speed at which the engine 12 can function for a prolonged period of time.
- the anti-stall value is 1,200 RPM with a tolerance of +/-5%, though this value will be dependent on the type and size of engine.
- step S106 the control unit determines whether the engine speed is greater than the anti-stall value. In the event that the engine speed is greater than the anti-stall value no further action need be taken and the process returns to step S102 to continue to monitor the engine speed. In the event that the engine speed is the same as, or lower than, the stall value the process proceeds to step S108.
- step S108 the system enters into a stall recovery mode in which the power supplied to the hydraulic pump 18 by the engine 12 is decreased in order to reduce the overall load on the engine 12 so that the engine may recover. Therefore, at step S 108 the control unit reduces the current supplied to the control unit of the hydraulic pump, thereby reducing the power of the hydraulic pump, in order to allow the engine to recover.
- the current supplied to the control unit 14 is reduced in a step wise manner in which the current is incrementally decreased in order to prevent a total removal of power to the hydraulic pump 18.
- the current supplied to the control unit 14 is reduced in a step wise manner in which the current is incrementally decreased in order to prevent a total removal of power to the hydraulic pump 18.
- a maximum amount by which the current is reduced preferably by 15%.
- the engine speed is determined using the CAN bus 20 and compared to a stall recovery speed.
- the stall recovery speed is greater than the anti-stall speed in order to enable the engine to recover from the stall.
- the stall recovery speed is 1,400 RPM + -5% as compared to the anti-stall speed of 1,200 RPM. In other embodiments the stall recovery speed is dependent on the type and size of engine.
- step S102 If the stall recovery speed is greater than the measured engine speed the system determines that the stall has been averted and the process returns to step S102 in which normal monitoring of the system may resume. In the event that the measured engine speed is less than the stall recovery speed the process returns to step S108 in which the current supplied to the control unit 14 of the hydraulic pump 18 is further reduced. This process continues until such time that the engine has recovered as indicated by the engine speed being greater than the stall recovery speed.
- Figure 3 is a flowchart of the process of preventing engine lug according to an aspect of the invention.
- the process in Figure 3 functions by measuring engine torque as an operating parameter of the engine.
- control unit allows the anti-stall function as described above with reference to Figure 2 , to override any function regarding the anti-lug function as described below with reference to Figure 3 .
- FIG. 3 is a flow chart of the process describing the anti-lug functionality of the control unit 14.
- step S202 the engine output torque is measured using an input signal from the CAN bus.
- the engine torque is measured using known means.
- a filtered engine torque percentage value is determined.
- the torque of an engine fluctuates over very short periods of time and such fluctuations must be accounted for in order to prevent the process from entering an anti-lug mode when a minor fluctuation occurs.
- the filtered engine torque presented value is calculated using a rolling average of the torque values over a pre-defined period of time.
- the pre-defined period of time is 100 milliseconds. In further embodiments different periods of time may be used.
- other methods for accounting for fluctuations of the torque value may also be used, for example the identification of statistical outliers and removal of said outliers.
- the filtered torque percentage value is compared to an anti-lug value.
- the anti-lug value is dependent on the type of engine used and would be different for each engine. In a preferred embodiment, the anti-lug value is 10%.
- step S208 it is determined whether at step S206 the filtered torque value is greater than or equal to the anti-lug value or whether it is less than the anti-lug value. In the event that the determination shows that the filtered torque value is less than the anti-lug value, it is indicative of the engine functioning within its normal parameters and no remedial action need be taken. Accordingly, the process returns to step S202 so that the control unit may continue to monitor the engine torque output. If the filtered torque value is less than or equal to the anti-lug value it is an indication that the engine is lugging or would shortly begin to lug if no remedial action were taken, and the process proceeds to step S210 in order to enter a lug recovery mode.
- step S210 the current supplied to the control unit 12 is reduced to the hydraulic pump. This is as described above with the equivalent step S108 in Figure 1 .
- the current is reduced by 250mA though this may be changed according to the type of control used, hydraulic pump used, envisaged applications of the machinery etc.
- a new filtered engine torque percentage value is determined.
- This filtered engine torque percentage value is determined as described above with reference to step S204.
- the filtered engine torque percentage value is subsequently compared to a lug recovery torque percentage which is indicative of the engine recovering from a period of engine lug. Accordingly, the lug recovery torque percentage is greater than the anti-lug torque percentage. In a preferred embodiment the lug recovery torque percentage is 15%. If it is determined that the filtered engine torque percentage is below the lug recovery torque percentage, it is indicative of the engine having not recovered from the period of engine lug and accordingly the process returns to step S210 in which the current percentage to the pump is further reduced. The process continues until such time that the filtered engine torque percentage value is greater than the lug recovery value thereby indicating that the engine has recovered from the period of lug.
- control unit 14 is further configured to disable the anti-lug functionality as described above with reference to Figure 3 in the event that the machine is determined to be travelling. In a preferred embodiment if the machine is determined to be travelling for more than a period of 5 seconds the anti-lug functionality is disabled.
- Figure 4 is a flowchart of the process of preventing engine lug and stall by using an engine speed.
- the engine 12 may not have sufficient power to maintain the required engine speed.
- remedial action is taken in which the loading of the hydraulic pump 18 is reduced thus allowing the engine to recover to the optimal speed.
- Figure 5 is a plot of engine speed versus hydraulic pump control current from which a reduction in hydraulic pump control current may be determined according to the speed of the engine as per the process of Figure 4 .
- Figure 4 there is shown the process of using the engine speed in order to affect any remedial action to prevent engine stall or lug.
- the engine speed is measured.
- the engine speed is measured using any number of known methods.
- the RPM of the engine may be supplied by the CAN bus to the control unit.
- the engine speed as measured at step S302 is compared to a number of predetermined values.
- An engine has a no load engine speed in which a minimum engine speed is obtained when there is no hydraulic load to be supplied by the engine.
- the no load engine speed is dependent on the type of engine used. In the embodiment shown in Figure 5 the no load engine speed is 2,050 RPM.
- a hydraulic pump backoff start engine speed is defined.
- the pump backoff start engine speed defines the speed at which any remedial action must commence.
- the value of the hydraulic pump backoff start engine speed is dependent on the type of engine and in the example shown in Figure 5 is defined as 20 RPM less than the no load engine speed.
- There is also defined the maximum pump backoff end engine speed which is defined as 70 RPM less than the no load engine speed in the preferred embodiment as shown in Figure 5 . Therefore at step S304 the engine speed is compared to the pump backoff start speed and the pump backoff end speed.
- step S306 the response of the system is determined as a result of the comparison step as S304.
- the engine speed is determined to be greater than the pump backoff start engine speed, it is an indication that the engine has sufficient power to complete the task and accordingly no action is taken.
- the process returns to step S302.
- the engine speed is determined to be less than the pump backoff end engine speed it is an indication that the engine may not have sufficient power to maintain the required engine speed.
- a maximum pump current reduction percentage is defined. This ensures that the hydraulic pump remains sufficiently powered to ensure safe operation of the pump.
- the maximum pump current reduction is 15% of the standard pump current. As shown in Figure 5 the standard pump control current is 600 mA and the maximum current reduction is 510 mA i.e. 85% of 600 mA.
- the hydraulic pump control current is reduced, the reduction of the current being dependent on the engine speed.
- a linear interpellation between the pump back off start engine speed and the pump back off end engine speed is used in order to determine the level of reduction.
- other forms of mathematical interpellations may be used, and/or lookup tables. It is the realisation that the hydraulic pump need only be reduced by a specific amount which enables the pump to function as well as ensuring that the engine speed is maintained, which ensures continued and safe operation of the vehicle.
- an engine is capable of producing different amounts of power at a particular engine speed.
- a vehicle such as a materials handling machine such as a back hoe loader may have an engine which is running at 2000 rpm. If the back hoe loader is stationary and the back hoe or loader are not being operated, then the engine is required to do very little work. In effect the engine is "idling". Clearly the fuel consumption of such an idling engine will be relatively low, demonstrating relatively little work is being done.
- the same vehicle when the back hoe is in use, for example digging ground, may have the engine running at the same speed (2000 rpm) but under these circumstances the engine is required to carry out more work, i.e. the engine is required to drive the hydraulic pump which in turn operates the hydraulic rams of the back hoe. Under these circumstances, whilst the engine is still running at 2000 rpm, nevertheless the fuel consumption will be significantly higher, demonstrating that a significant amount of work is being done.
- the engine when the engine is "idling" at 2000 rpm there will be an amount of excess engine performance available at that 2000 rpm engine speed.
- the amount of excess energy performance available is the difference between the maximum engine performance available at 2000 rpm and the engine performance with the engine at idle and running at 2000 rpm.
- Engine performance may be measured as engine power, or alternatively the engine performance may be measured as engine torque.
- the amount of excess engine performance available at a current (2000 rpm) speed is the extra amount of engine performance the engine could provide if the controller "up fuels" the engine so that it is running at its maximum performance at the current (2000 rpm) engine speed.
- an operator input device such as a joystick or the like, can be used to input a desired movement of the back hoe.
- a relatively small movement of the joystick is indicative of desire for a relatively small movement of the back hoe and/or indicative of a desire for a relatively slow movement of the back hoe.
- a relatively large movement of the joystick is indicative of desire for a relatively large movement of the back hoe and/or a relatively quick movement of the back hoe. Since the back hoe is operated via rams powered by a hydraulic pump, the desired movement of the back hoe defines a desired demand of engine performance from the hydraulic pump. Thus, the operator wishes to move the back hoe quickly, then this will require a higher amount of engine performance than if the back hoe is desired to be moved slowly.
- such an aspect of the invention ensures that no lugging or stall of the engine occurs since the engine performance used by the hydraulic pump is less than the desired energy performance that the operator wishes to apply to the pump.
- one aspect of the present invention is to determine an amount of excess energy performance and compare that with a desired demand of engine performance. If the desired demand of engine performance is greater than the amount of excess engine performance, then the desired demand of engine performance is not applied to the pump, rather an amount of engine performance less than the desired demand is applied to the hydraulic pump. This prevents engine lug or stall. Significantly, such a system does not need to wait for a reduction in engine speed and then react to that reduced engine speed to allow recovery, rather the system prevents application of an excess load, i.e. it only applies a load that the engine, at the particular engine speed, is capable of dealing with.
- This aspect of the present invention is "proactive" rather than "reactive".
- the control unit may also increase the engine performance of the engine at the particular engine speed. In response to this increasing engine performance at the particular engine speed, the control unit may then incrementally increase the amount of engine performance provided to the hydraulic pump.
- the control unit by making a comparison between the amount of excess engine performance available when the engine is idling at 2000 rpm, and the desired demand of engine performance required by the operator (i.e. the desired demand of engine performance from the hydraulic pump) will recognise that the demand, if applied quickly, will cause the engine to lug.
- the control unit therefore does not apply the whole demand to the pump quickly, rather it applies part of that demand to the pump such that the engine will not lug.
- the control unit also will increase the performance of the engine at 2000 rpm, e.g. will increase the fuel supply to the engine. As the fuel supply to the engine is increased then the performance of the engine at 2000 rpm increases and this in turn allows the controller to apply a greater amount of engine performance to the pump in response to the increasing engine performance at 2000 rpm.
- the controller will have increased the engine performance at 2000 rpm to a maximum engine performance, and this maximum engine performance will be applied to the pump.
- the engine can continually run at 2000 rpm, in other words there is no need for the engine speed to drop below 2000 rpm since at no point is the engine excessively loaded by the hydraulic pump.
- This aspect of the present invention therefore only applies engine performance to the pump which the engine is capable of delivering without lugging or stalling.
- the engine speed is 2000 rpm.
- this aspect of the invention is applicable to any engine rpm to prevent engine lug.
- this aspect of the invention also prevents engine stall.
- the engine can continually run at 2000 rpm, in other words there is no need for the engine speed to drop below 2000 rpm since at no point is the engine excessively loaded by the hydraulic pump.
- the present "proactive" approach to preventing excessive loading of the engine by a hydraulic pump still allows for relatively small drops in engine speed, for example the drop in engine speed 20 rpm, or a drop in engine speed of 50 rpm are both consistent with this aspect of the present invention, since in particular it is not necessary to monitor any relatively small drop in rpm since the system is being controlled by virtue of making a comparison between the amount of excess engine performance with the desired demand.
- the above embodiments and concepts may also be used to determine how much hydraulic load can applied and how quickly whilst ensuring that the engine's operating parameters (e.g. speed, torque etc.) remain within the desired range.
- the invention may be implemented using an onboard processor in which the instructions to implement the above processes are encoded thereon.
- the processes may be introduced as a software module which resides on an existing onboard computer which is configured to control other operations which are typically found in such machinery.
- the invention is described with reference to the hydraulic pump control current being varied in order to ensure optimal engine performance.
- the above concepts may also be used in systems which drive the hydraulic pump directly.
- the present invention ensures that the engine of the vehicle is able to function within an optimal range.
- the load required by the hydraulic pump would cause the engine to function in a non-optimal manner, for example stalling, lugging or reducing in engine speed
- the load applied to the hydraulic pump is decreased in the manner so as to allow the engine to recover.
- the invention ensures that the hydraulic pump is sufficiently powered so as to maintain safe operation of the hydraulic pump.
- Such a configuration is particularly important in heavy industrial machinery and agricultural machinery where the powering of a hydraulic pump and powertrain by the same engine requires careful management of the engine in order to ensure optimal and safe performance of the vehicle.
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Structural Engineering (AREA)
- Mechanical Engineering (AREA)
- Combustion & Propulsion (AREA)
- Mining & Mineral Resources (AREA)
- Civil Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Operation Control Of Excavators (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Claims (12)
- Unité de commande qui commande le fonctionnement d'un moteur qui alimente une pompe hydraulique,
l'unité de commande configurée pour varier sélectivement l'énergie fournie à la pompe hydraulique étant en plus configurée pour :déterminer un excédent de rendement du moteur disponible à un régime courant du moteur, l'excédent de rendement du moteur étant la différence entre un rendement maximal du moteur disponible à un régime courant du moteur et le rendement du moteur au régime de ralenti du moteur,déterminer une demande désirée de rendement du moteur par la pompe hydraulique,comparer l'excédent de rendement du moteur avec la demande désirée, et si l'excédent de rendement du moteur est inférieur à la demande désirée, fournir à la pompe hydraulique un niveau de rendement du moteur qui est inférieur à la demande désirée et augmenter le rendement du moteur en fonction du régime du moteur. - Unité de commande suivant la revendication 1, dans laquelle est fourni à la pompe hydraulique un rendement du moteur, dont le niveau est inférieur à l'excédent de rendement du moteur.
- Unité de commande suivant la revendication 1, dans laquelle est fourni à la pompe hydraulique un rendement du moteur, dont le niveau est inférieur, d'une quantité maximale, à la demande désirée.
- Unité de commande suivant la revendication 3, dans laquelle la quantité maximale s'élève à 15%.
- Unité de commande suivant une des revendications précédentes, dont le régulateur est configuré pour déterminer le niveau de rendement du moteur fourni à la pompe hydraulique en utilisant des tables de consultation.
- Unité de commande suivant une des revendications précédentes, l'unité de commande augmentant progressivement le niveau de rendement du moteur fourni à la pompe hydraulique en réponse à l'augmentation du rendement du moteur en fonction du régime du moteur.
- Unité de commande suivant une des revendications précédentes, dans laquelle le rendement du moteur est la puissance du moteur.
- Unité de commande suivant une des revendications précédentes 1 à 6, dans laquelle le rendement du moteur est le couple du moteur.
- Unité de commande suivant une des revendications précédentes, l'unité de commande régulant le fonctionnement d'un moteur qui alimente la pompe hydraulique et une chaîne cinématique d'un véhicule.
- Unité embarquée sur un véhicule incluant l'unité de commande suivant une des revendications précédentes.
- Procédé de régulation du fonctionnement d'un moteur qui alimente une pompe hydraulique au moyen d'une unité de commande configurée pour varier sélectivement l'énergie fournie à la pompe hydraulique, le procédé comprenant les étapes consistant à :déterminer un excédent de rendement énergétique disponible à un régime courant, l'excédent de rendement du moteur étant la différence entre un rendement maximal du moteur disponible à un régime courant du moteur et le rendement du moteur au régime de ralenti du moteur,déterminer une demande désirée de rendement du moteur par la pompe hydraulique,comparer l'excédent de rendement avec la demande désirée, et lorsque le niveau des excédents de rendements énergétiques est inférieur à la demande désirée, fournir à la pompe hydraulique un niveau de rendement du moteur qui est inférieur à la demande désirée et augmenter le rendement du moteur en fonction du régime du moteur.
- Procédé suivant la revendication 11, dans lequel l'étape consistant à fournir à la pompe hydraulique un niveau de rendement du moteur qui est inférieur à la demande souhaitée consiste à fournir à la pompe hydraulique un niveau de rendement de moteur qui est inférieur au niveau de rendement excédentaire de moteur.
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
GB1316755.6A GB2518413A (en) | 2013-09-20 | 2013-09-20 | Anti-lug and anti-stall control unit |
Publications (3)
Publication Number | Publication Date |
---|---|
EP2851540A2 EP2851540A2 (fr) | 2015-03-25 |
EP2851540A3 EP2851540A3 (fr) | 2016-03-09 |
EP2851540B1 true EP2851540B1 (fr) | 2020-07-01 |
Family
ID=49553176
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP14185537.9A Active EP2851540B1 (fr) | 2013-09-20 | 2014-09-19 | Unité de commande anti-calage et anti baisse de régime |
Country Status (2)
Country | Link |
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EP (1) | EP2851540B1 (fr) |
GB (1) | GB2518413A (fr) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2022251820A1 (fr) * | 2021-05-27 | 2022-12-01 | Cummins Inc. | Réglage dynamique du régime d'un moteur pendant un événement transitoire |
Families Citing this family (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US11458953B2 (en) * | 2019-12-17 | 2022-10-04 | Caterpillar Inc. | Control of an engine for a machine with a dual path powertrain |
CN112392608A (zh) * | 2020-12-03 | 2021-02-23 | 潍柴动力股份有限公司 | 收获机械的控制方法、装置和设备 |
Family Cites Families (13)
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US4180979A (en) * | 1978-06-22 | 1980-01-01 | Eaton Corporation | Anti-stall control for electrical hydrostatic transmission control system |
US4523892A (en) * | 1984-05-14 | 1985-06-18 | Caterpillar Tractor Co. | Hydrostatic vehicle control |
US5525043A (en) * | 1993-12-23 | 1996-06-11 | Caterpillar Inc. | Hydraulic power control system |
JP3039614B2 (ja) * | 1995-11-16 | 2000-05-08 | 住友建機株式会社 | クレ−ンに於けるエンジン負荷率検出用のラックセンサ異常検出装置 |
JPH10220359A (ja) * | 1997-01-31 | 1998-08-18 | Komatsu Ltd | 可変容量型ポンプの制御装置 |
US5951258A (en) * | 1997-07-09 | 1999-09-14 | Caterpillar Inc. | Torque limiting control system for a hydraulic work machine |
US6182634B1 (en) * | 1999-10-13 | 2001-02-06 | Caterpillar Inc. | Low RPM switching tachometer |
JP2002054576A (ja) * | 2000-08-08 | 2002-02-20 | Komatsu Ltd | 建設機械の油圧制御装置 |
JP4322499B2 (ja) * | 2002-12-11 | 2009-09-02 | 日立建機株式会社 | 油圧建設機械のポンプトルク制御方法及び装置 |
JP2005061298A (ja) * | 2003-08-11 | 2005-03-10 | Kobelco Contstruction Machinery Ltd | 建設機械 |
US9133837B2 (en) * | 2008-04-24 | 2015-09-15 | Caterpillar Inc. | Method of controlling a hydraulic system |
SE533307C2 (sv) * | 2008-05-29 | 2010-08-17 | Scania Cv Abp | Styrning av hydraulisk enhet |
JP2009197805A (ja) * | 2009-04-28 | 2009-09-03 | Komatsu Ltd | 作業車両のエンジンの負荷制御装置 |
-
2013
- 2013-09-20 GB GB1316755.6A patent/GB2518413A/en not_active Withdrawn
-
2014
- 2014-09-19 EP EP14185537.9A patent/EP2851540B1/fr active Active
Non-Patent Citations (1)
Title |
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None * |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2022251820A1 (fr) * | 2021-05-27 | 2022-12-01 | Cummins Inc. | Réglage dynamique du régime d'un moteur pendant un événement transitoire |
Also Published As
Publication number | Publication date |
---|---|
GB2518413A (en) | 2015-03-25 |
EP2851540A2 (fr) | 2015-03-25 |
GB201316755D0 (en) | 2013-11-06 |
EP2851540A3 (fr) | 2016-03-09 |
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