HU203599B - Method and apparatus for detecting mementary power of the internal combustion motor, in particular of the road vehicles - Google Patents

Abstract

The present invention relates to a method for determining, in particular, the instantaneous power of an internal combustion engine of a motor vehicle, in which the temperature of the exhaust gas of the engine is measured and, if necessary, is distilled. The method according to the invention is that at the same time as the exhaust gas temperature, the motor crankshaft is also measured, and from the data obtained, the instantaneous power of the motor is determined by reference. The invention also relates to an apparatus for carrying out the above process. It has an exhaust gas temperature transmitter, a display and a built-in measuring converter. The device is designed to provide the electronic measurement converter with a parallel bus line system with a control unit connected to a clock generator, a speed / path encoder (19) or a revolution counter (20) via a bus driver, counter and filter signaling unit. and a read-only memory with an exhaust gas temperature transmitter (21) and a hyper interface describing the control and engine power via the A / D converter, amplifier and filter, and the display (22, 23) (FIG. 4). EN 203 599 B Scope of the description: 4 pages, figure 3 -1-

Description

BACKGROUND OF THE INVENTION The present invention relates to a method for determining the instantaneous internal combustion rotor power of a motor vehicle and to the present application.

For example, a measuring method is known from U.S. Patent No. 170,589, which is used to determine load-proportional operating hours of power machines, machines and vehicles. Prior to the process and to the measuring apparatus for carrying out the process, the exhaust gas temperature is converted into a proportional voltage signal by means of sensors and an electronic measuring converter, which is then displayed.

It is also known that the average temperature of the cycle of internal combustion engines is a function of the energy of the fuel entering the combustion chamber per unit time, and both of these are also dependent on the power exerted by the engine at given speeds.

Practical experience has shown that the above solution is primarily applicable to tractors, tanks and the like with regulator motors, whereas it is hardly possible to use it, for example, in road diesel engines.

It is an object of the present invention to provide an improved solution for determining the instantaneous power, in particular for road vehicles with significantly higher measurement accuracy.

The present invention was based on the premise that the economical operation of vehicles equipped with different types of internal combustion engines would require knowledge of engine load dependent on engine operating load and running mileage commensurate with engine life during operation. This would allow us to accurately determine the basic operating data and design the mechanization data for the various technologies, to provide reliable control of fuel and lubricant consumption, to schedule maintenance and repair work, and to realistically determine internal service life and depreciation period of motor vehicles.

The average cycle temperature of the internal combustion engine and other combustion temperatures in proportion to this can be understood as a power proportional parameter in a manner known per se. Changes in any of these parameters can be detected and detected, for example, by a single or multi-channel recorder, which records the signals and, where appropriate, digitizes them over time.

For road vehicles, another parameter needed to determine the instantaneous power is the crankshaft speed of the internal combustion engine. Measuring this and electronically processing it can further refine the measurement.

Therefore, in order to accomplish this object, we have started from a known method of measuring and displaying the exhaust gas temperature, which is proportional to the average temperature of the internal combustion engine cycle. This was further developed in accordance with the present invention, that is, the present invention is to measure the instantaneous crankshaft revolution of the internal combustion engine while measuring the exhaust gas temperature, and to determine the instantaneous engine power from the values obtained by , or using a matrix hyperface.

Thus, in a preferred embodiment of the method of the invention, the instantaneous exhaust temperature value and the simultaneously measured crankshaft speed value are replaced by the hyperfine equation describing the engine power and hence the instantaneous engine power is determined. In another preferred embodiment of the method of the invention, however, the hyperfine describing the engine power is stored as a reference matrix. The coordinates are used to find the instantaneous power value closest to the coordinates of the current instantaneous temperature and speed values.

It is also expedient to express the current performance as a percentage, since this provides a simple and easy-to-use parameter. Preferably, multiplied by the percentage of instantaneous power, the running kilometers are summed with the reduced running kilometers. The latter can be called the "performance kilometer".

The process according to the invention may be carried out by means of an apparatus having an exhaust gas temperature transducer, a display and a measuring converter device incorporated therein. The essence of this device is that the electronic measuring converter device has a parallel bus line with a signal generator, through which a clock generator, a bus transmitter, a counter and a filter signal forming unit, a speed / path encoder and a speed encoder, and A / Through the converter D, the amplifier and the filter, the exhaust gas temperature transmitter, as well as readable memory and display, are connected, which can be analog and / or digital.

The invention will now be described in more detail with reference to the accompanying drawings, in which an exemplary embodiment of the present invention is illustrated. In the drawing:

1-3. Figures 1 to 5 show the hyperframe used as a "reference" in various situations in a spatial coordinate system ·,

Figure 4 is a schematic diagram of an exemplary embodiment of the apparatus of the invention;

Figure 5 is a block diagram of a detail of the solution of Figure 4.

1-3. Figures 3 to 5 show in different views the hyperlink used as a reference in a three-dimensional coordinate system, denoted F. For the three-dimensional coordinate system, the horizontal axis is the engine crankshaft speed n, the other horizontal axis is the exhaust gas temperature Ik in 'C, and the vertical axis is the engine power P in kW. In this case, the hyper surface F is represented or stored in a matrix form.

4 and 5, the apparatus according to the invention is exemplified in FIG

Details of an embodiment of EN 203599 Β are shown. An essential part of the apparatus of the present invention is an electronic measuring converter device, designated K as its entirety. The meter-converter K has 1 clock generator which provides timer and clock signals. The clock generator 1 is connected via a control unit 2 to a bus 3 configured as a parallel signal cable system. The bus 3 provides the connection between the components of the meter-converter device K

The bus 3 is also connected via a filtering and signal forming unit 4 via a counter 5 and a bus interface 6 to a speed / path 19 encoder known per se, the input of which is marked 19A in FIG. Furthermore, through the filter and signal shaping unit 8, the counter 9 connected in series and the bus adapter 10, the speed transmitter 20 of the apparatus is connected to the bus 3, the input of which is marked 20A in FIG. The rotary encoder 20 is known per se to the crankshaft of the engine (not shown).

The bus 3 is connected via a filter 13, an amplifier 14 and an analog / digital converter 15 to the exhaust gas temperature transducer 21 whose input is indicated by 21 A in Figure 5,

In addition, the bus 3 is associated with a readable memory unit 7 which in this case contains a matrix of corresponding values of the hyperframe F (FIGS. 1-3), which describes the engine control program and the engine temperature in relation to the exhaust temperature.

It should be noted here that the equation of hyperfine F used in our experiments was as follows:

y-AO + AlJil + A2A2 + A3JX12 + + 4AX22 + A5.X1JC2 where:

- AO - A5 constants corresponding to the vehicle under test;

- XI denotes the crankshaft speed (n) in 1 / min

- X2 represents the exhaust gas temperature (Tk) in 'C'.

Referring to Figure 5, in the illustrated embodiment, the bus 3 is connected to the amplifier input 12 via a digital / analog converter 11 whose output 22A controls an analog pointer display device (not shown). This display instrument, however, is shown in Figure 4, denoted by 22, which, as an analogue instrument, displays the current engine power as a percentage.

5 illustrates that bus 3 is connected via interface 16 to the input of drive unit 17, which output 23A is connected to digital counter 23. The digital counter 23 in this case is configured as a decimal (electromechanical) counter whose function is to integrate and display a power proportional mileage at fixed intervals, as shown in Figure 4.

The power supply to the device is provided by a power supply 18, which may be, for example, the vehicle being tested

Your V network.

Figure 4 also shows that the exhaust temperature sensor 21 transducer sensor extends into the vehicle exhaust pipe 24 in a manner known per se.

Thus, in the exemplary embodiment of the apparatus of the invention, the instantaneous engine power is determined as follows: An evaluation signal from the speed / path encoder 19 is displayed at the input 19A which is filtered and converted by the unit 4. The signal thus filtered and converted is sent to the counter 5, and from its output a digital value proportional to the distance traveled (speed) is transmitted to the control unit 2 via bus interface 6 and bus 3. The control unit 2 provides the resetting of the counter 5 at specified intervals along the same path but in the reverse direction.

The signal from the speed encoder 20 is received at input 20A of the measuring converter device K. The signal is received by the filter and signal generator (interference protected) 8 units. From this output, the filtered and converted signal is fed to counter 9, from which output a digital value proportional to the crankshaft speed is transmitted from bus interface 10 to bus 3 and from there to control unit 2. The control unit 2 provides a reset of counter 9 at defined intervals in the same path but in the reverse direction.

An analog signal proportional to the exhaust gas temperature is transmitted from encoder 21 to input 21A of the meter converter K. This signal is received by the interference-protected and band-limited filter 13, the output of which is connected to a normalizing amplifier 14. (A power actuator known per se is used to adjust the normalized temperature-output voltage characteristic.) At the output of amplifier 14, this normalized analog appears, which is then characterized by the converter 15 with digital values at a specific sampling rate. From the output of the converter A15, this is a digital value proportional to the exhaust gas temperature via bus 3 to the control unit 2.

As already mentioned above, the hyperframe F of the engine and the engine power program as well as the exhaust gas temperature and the crankshaft speed are stored in a read-only memory unit 7 in the form of a matrix. The memory unit 7 can be accessed by the control unit 2 via bus 3.

The current power of the motor can be displayed in digital or analog form. In the case shown, the converter all receives from the control unit 2 via the bus 3 a digital value proportional to the instantaneous power at certain intervals, which it then converts to an analog signal. From the output of the All converter, this analog signal is fed to the input 12 of the drive amplifier, the output of which 22A then controls the analog pointer display 22, which can always read the current power percentage (P%).

The other parameter derived by the control unit 2, namely the value of the kilometer proportional to the power, is controlled by the control unit 2 on the bus 3.

EN 203599 Β and integrates the output unit 23A into the digital counter unit 23A output 23A by incrementing the counter unit 23 at specified intervals.

As noted above, the present invention also measures the engine crankshaft n at the same time as the exhaust gas temperature Tk and determines the instantaneous engine power from the values obtained as described above. To do this, we use the hyperface F as a "reference" in the exemplary embodiment shown. On the one hand, the hyperfine F can be used as a standard by replacing the simultaneously measured exhaust gas temperature and speed values in the equation for the hyperfillet E and determining their respective instantaneous power. Alternatively, the hyperfine F may be stored in a matrix form and always find the closest corresponding power value to the simultaneously measured temperature and speed values.

An important advantage of the present invention is that it is possible to manage higher levels of technical operation of road vehicles at relatively low cost, i.e. significantly more accurate and realistic planning, comparison and registration of maintenance, depreciation, fuel billing and other factors important to operators. . Percentage of instantaneous power multiplied by running mileage - Reduced mileage - easy to summarize according to the invention

Claims (6)

1. A method for determining the instantaneous power of an internal combustion engine of a motor vehicle in particular, wherein the exhaust temperature of the engine is measured and optionally characterized by simultaneously measuring the engine crankshaft speed (n) with the exhaust gas temperature (Tk) and to determine the instantaneous engine power (P). 5 2. The method of claim 1, wherein the reference is the exhaust gas temperature (Tk) and the crankshaft (n) as a function of the hyperfine surface (F) describing the engine power by substituting for the equation 10 simultaneously measured exhaust gas emissions. temperature (Tk) and crankshaft speed (n) and from this determine their instantaneous power (P). The method of claim 1, wherein the standard is a hyperframe describing performance 15 (F) is used to store it in a matrix form and to find the nearest instantaneous power (P) for the simultaneously measured values of exhaust temperature (Tk) and crankshaft speed (n). A process according to any one of claims 1-3, Characterized by expressing the percentage of instantaneous power (P). 5. A method according to any one of claims 1 to 5, characterized in that the percentage of instantaneous power (P) is multiplied by the mileage and summed up by the mileage kilometers thus reduced. 6. Apparatus according to claims 1-5. A method according to any one of claims 1 to 4, comprising an exhaust gas temperature transducer, a display and a measuring transducer device interposed therein, characterized in that: The electronic measuring transducer (K) has a parallel bus (3) having a signal line connected thereto and a control unit (2) coupled to a clock generator (1) and a bus yoke (6 and 10), a counter (5, 9) and a filter. via a signal forming unit (4 and 8), via a speed / distance transmitter (19) or a speed transmitter (20), and through an A / D converter (15), an amplifier (14) and a filter (13); and a read-only memory (7) comprising a control program and a motor interface describing a hyper interface (F), and the analog and / or digital displays are indirectly connected to the bus (3).