WO1999067521A1 - Systeme de limitation pour vehicule - Google Patents

Systeme de limitation pour vehicule Download PDF

Info

Publication number
WO1999067521A1
WO1999067521A1 PCT/GB1999/001955 GB9901955W WO9967521A1 WO 1999067521 A1 WO1999067521 A1 WO 1999067521A1 GB 9901955 W GB9901955 W GB 9901955W WO 9967521 A1 WO9967521 A1 WO 9967521A1
Authority
WO
WIPO (PCT)
Prior art keywords
signal
input
engine
speed
vehicle
Prior art date
Application number
PCT/GB1999/001955
Other languages
English (en)
Inventor
Errol Rahmon Dutton
David Willem Faul
Thomas Fanie Van Der Ness
Original Assignee
Digital Fleet Management Limited
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Digital Fleet Management Limited filed Critical Digital Fleet Management Limited
Priority to AU45196/99A priority Critical patent/AU4519699A/en
Publication of WO1999067521A1 publication Critical patent/WO1999067521A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P9/00—Electric spark ignition control, not otherwise provided for
    • F02P9/002—Control of spark intensity, intensifying, lengthening, suppression
    • F02P9/005—Control of spark intensity, intensifying, lengthening, suppression by weakening or suppression of sparks to limit the engine speed

Definitions

  • This invention relates to a method and a system for the limiting of vehicle engines.
  • the parameters that are controlled and measured may include tyre pressure and braking severity.
  • Systems may include monitoring and recordal of these parameters during the course of operation of a vehicle.
  • a feature of the invention provides for the activator means to produce a control signal that, in use, removes every second ignition spark of each cylinder in the firing order of the cylinders.
  • input conditioning means for conditioning the output from the rotor, or 'D' output, of an alternator for an engine to serve as a signal representing engine speed.
  • tamper proofing means arranged to detect the unauthorised disconnection or switching of the system.
  • the invention extends to a method of limiting an internal combustion vehicle engine with a spark ignition, comprising: deriving a signal representing vehicle road speed, and comparing this signal to a pre-set road speed and outputting a signal if the input road speed is higher than the pre-set road speed; deriving an input and signal representing vehicle engine speed, and comparing this signal to a pre-set engine speed and outputting a signal if the input engine speed is higher than the pre-set engine speed; producing a control signal if either of the output signals are present, the control signal being selectable to control one of a fuel solenoid valve and a spark ignition system to reduce engine speed.
  • a feature of this aspect of he invention provides for the control signal to be arranged to remove every second ignition spark of each cylinder in the firing order of the cylinder.
  • the derivation of the input signal representing engine speed to optionally be by the conditioning of an output from the rotor, or 'D' output, of an alternator for an engine.
  • FIG. 1 is a functional block diagram of circuitry for a vehicle limiting system in accordance with the invention.
  • Figure 2 is a schematic circuit diagram of the circuitry of Figure 1.
  • Block A provides pulse conditioning for an RPM (revolutions per minute) input signal from a vehicle engine.
  • This input is taken from the contact breaker terminal on the ignition coil of a petrol engine, as shown.
  • the input is taken from the 'D', or rotor, terminal at the alternator (not shown).
  • the input from the 'D' terminal is conventionally taken to a dashboard charging indicator light, and exhibits only very slight pulsations. For this reason, it has not hitherto been used to provide a signal representing RPM of a diesel engine, despite its ready accessibility.
  • the conditioning circuit is provided with a severable link to select between petrol and diesel applications, and is described in more detail with reference to Figure 2.
  • the frequency of a limiting output is halved by a dividing function in Block B, and passed through an OR function to operate an audible alarm (buzzer).
  • the signal is also taken further to an interrupt circuit to interrupt the ignition coil through an opto isolator.
  • the effect of the coil interruption is to cut every second spark to an engine cylinder, in firing order of cylinders. .This limits the engine RPM and thus manages the engine performance.
  • the cutting of every second spark causes a relatively smooth limiting of engine speed, without the rough running normally associated with control systems that inhibit or cut engine ignition.
  • a further two engine conditions are dealt with by the system.
  • One is the detection of a freewheel condition of the vehicle, where the vehicle speed is high, but the engine speed is low, and the other is where the vehicle is idling, with low or no vehicle speed but the engine revolutions at idle.
  • the freewheel position is dealt with by a freewheel detector function, in Block C, which is located in parallel to the RPM function Block B.
  • the freewheel detector detects when the engine speed is low relative to a pre-set standard, and compares the difference between the vehicle road speed, described below with reference to Block F, to establish the difference between engine and road speed.
  • the outputs from Block C and Block F are passed to a comparator function in Block D. Should the freewheeling condition persist for a pre-set period of time, the engine limiting will commence.
  • the road speed of the vehicle is taken from a road speed sensor indicated as "Speed sensor” in Figure 1 , into an input pulse conditioner function at Block E. After pulse conditioning, the road speed signal is taken to the speed detector for function at Block F, where the road speed derived from the signal is compared to a pre-set desired road speed at which the vehicle is to be limited. If the limit is exceeded, the speed detector function produces an output which is added in an AND function with the divided engine speed pulse in Block D, enabling the limiting to be synchronised with either road or engine speed.
  • An idle detection function is provided at Block G, in a manner similar to the freewheel detection in Block C.
  • the idle detector detects when the vehicle speed sensor indicates a low or no vehicle speed, with the engine speed running at idle or higher speed. The detector will provide a shut-off signal for the engine if the idle condition exists for a selected time interval.
  • the outputs from the engine and vehicle speed limiting legs of the system are fed through an OR' function to drive the audible alarm (buzzer) and the opto isolator for the ignition coil, or the solenoid valve in the case of a diesel engine.
  • Tamperproofing is provided by the function of Block J, as is described in detail with reference to Figure 2.
  • the signal from the 'D' terminal follows the same signal route.
  • this signal has to be further amplified and conditioned before the signal enters IC3. This is achieved by feeding the signal through a 10K resistor (R7) into the non-inverting pin of operational amplifier (IC7/1).
  • the inverting pin of 1C7/1 is connected in series to signal ground via a 10K resistor (R8) to prevent the signal going below zero volts.
  • This pin is also connected through a 1 M resistor (R9) to the output of
  • 1C7/1 to present negative feedback to the set the gain ⁇ f the operational amplifier IC7/1.
  • the output signal of IC7/1 is then fed through a 1K resistor (R10) and then via two back to back 2.7V Zener diodes (ZD3 and ZD4) to clip the voltage to 5.4V and to filter out transient voltages before the signal enters the Schmitt trigger IC3/1.
  • the jumper between the cathode of ZD1 and the input of the Schmitt trigger is removed, thus enabling the above circuitry.
  • the output of the Schmitt trigger IC3/1 is now a clean 5V square wave whose frequency conversion will alter linearly with engine revolutions.
  • Every rising edge of the pulse train triggers the monostable IC1/1.
  • the resulting output pulse width ' is determined by the setting of a 20OK potentiometer (VR1) in conjunction with a .22 microfarad capacitor (C3) whose function is to charge this timing circuit to a predetermined engine RPM limiting setpoint.
  • This output signal is then supplied t ⁇ the data input of flip flop (IC2).
  • This circuitry has processed the signal that a fixed length pulse width output from the monostable IC1 is supplied to the data input of flip flop IC2 and the variable frequency conditioned signal supplied to the clock input of flip flop IC2.
  • the logic level output state of the flip flop IC2 will be set to 'high' or 'low' depending on whether the clock input of IC2/1 is earlier to later than the fixed length pulse width signal of the monostable IC1/1. While the clock input to flip flop IC2 is later than the data input of this IC2, the final signal output (Q) will remain 'low', and if the clock input occurs earlier, the Q output will switch to 'high'. The earlier and later timing of this signal is determined by the increase in engine RPM.
  • This logic level output is then processed further to enable engine revolutions limiting.
  • This circuit is repeated in the same IC via a diode (D1) and a 82K resistor (R1) but outputs a signal at 95% of the set limit to switch a driving circuit to enable the audible signal (buzzer).
  • the value of R1 can be calculated to enable the driving circuit switch at say 80% or 99%, depending on the customers' requirements and legislation.
  • the circuitry of the RPM detecting circuitry as described above is used to detect freewheeling.
  • the logic level output that is supplied to timer IC8 is prevented from reaching the pre-set timing period by the width of a square wave pulse from the output of the speed detection circuit at the AND gate (1C10/4) output. This prevents the output of the timer (IC8) going 'high' an thus switching the HEXFET via the opto isolator into a continuous off state, which will results in engine shutdown.
  • This circuitry ensures that should the calibrated vehicle speed be exceeded whilst the engine RPM remains 'low', the device senses that the vehicle is freewheeling.
  • the output of the conditioned signal (the output from the Schmitt trigger IC3/1) from the contact breaker, or the alternator 'D' terminal as the case may be, is fed to JK flip flop (IC6/2) which devices the frequency by two. This divided output of
  • This square wave signal has a pulse width double that of the conditioned signal (the output from the Schmitt trigger IC3/1) and a frequency half of the engine
  • resistor (R5) connected in series.
  • D3 diode
  • IC3/2 the non-inverting input of a Schmitt trigger
  • this signal is amplified by a factor of 100.
  • 1C3/2 it passes via a .22 microfarad capacitor (C8) which in conjunction with
  • R4 acts as a low pass filter and is clipped to 5V by a Zener diode ZD2 whose anode is connected to signal ground.
  • the output of the Schmitt trigger IC3/2 is now a clean 5V square wave whose frequency conversion will alter linearly with vehicle speed.
  • This logic level output is then processed further to enable vehicle speed limiting.
  • This circuit is repeated in the same IC via a 82K resistor (R8) but outputs a signal at 95% of the set limit to switch a driving circuit to enable the audible signal
  • R1 can be calculated to enable the driving circuit to switch at say 80% or 99%, depending on the customers' requirements and legislation.
  • Similar circuitry as described above for the speed detecting circuitry, is used to detect idling.
  • the idling detecting circuit utilises a ten position miniature rotary switch (VR3) as a variable resistance, to set the time interval of the 555 timing device (IC9).
  • VR3 ten position miniature rotary switch
  • This timer IC9 is prevented from reaching the pre-set timing period by the presence of a square wave pulse from the output of the speed detection circuit at the AND gate (1C10/4) output. This prevents the output of the timer (IC9) going 'high' and thus switching the HEXFET via the 4N35 opto isolator into a continuous off state, which will result in engine shutdown.
  • This circuitry ensures that should no vehicle speed be detected from the speed sensor, the device senses that the vehicle is idling but not moving. Should this condition persist for a pre-selected period of time, the engine will be shut down via the HEXFET.
  • This time period is pre-selected by the setting of the miniature rotary switch VR3 from 0 to 9, in conjunction with the charging time of the 1 microfarad capacitor (C11) through the two resistors 100K (R14) and VR3 respectively.
  • Position 'O' of switching resistor VR3 overrides the idle detecting circuit, while each increment represents one minute from one to nine minutes.
  • the output from the timer IC9 pulls the one input of the 4N35 opto isolator down, thus switching the HEXFET off and hence shut down the engine.
  • the outputs from the engine RPM detecting section and the vehicle speed section are supplied to an 'OR' gate DDR2.
  • DDR1 the outputs of DDR1 is supplied to a timing device (IC8) which is the driver for the warning device (buzzer).
  • IC8 the driver for the warning device (buzzer).
  • the buzzer is enabled when the vehicle reaches 95% of the pre-set limits, and also during freewheeling detection.
  • the output of DDR2 is supplied to a driver (1C10).
  • the driver IC10 switches a HEXFET through an opto isolator.
  • the status of the HEXFET is hard 'on' during normal operational conditions, and will be switched hard 'off' when the device is limiting.
  • the HEXFET will switch the ignition off every second ignition cycle.
  • the HEXFET switches the normally closed universal solenoid valve open so that the correct amount of diesel will flow to maintain the pre-set engine RPM limit. Because the HEXFET is switched digitally, the voltage drop across it is negligible thus ensuring that the full voltage still reaches the coil. This prevents vehicle jerking because of miss and/or backfiring.
  • the tamperproofi ⁇ g circuitry referred to above uses a minute voltage present across the drain and source of the HEXFET, to detect tampering. Should a short circuit occur across these two terminals, due to power to the coil being applied by bypassing the system and/or the leads to the system being removed, the ab ⁇ vementioned voltage will alter. This change of state is detected by operational amplifier IC7/2 (which is configured as a current balance circuit), thus causing the output of 1C7/2 to go to a 'high' state. This 'high' state will turn transistor TR2 on, causing a relay in the collector circuit of TR2 to be energised.
  • the normally closed contacts of this relay are connected in series with the power from the battery to the ignition switch.
  • a second set of change over contacts is used to latch the relay on, directly from the battery thus maintaining the power interruption to the ignition switch.
  • the normally closed contacts wilt open thus cutting the power to the ignition switch, disabling the vehicle.
  • the system will automatically go into a limiting condition where approximately half of the vehicle's output power at the time of removal and/or open circuit of the inputs is available.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

Selon cette invention, un système de limitation pour véhicule possède une logique munie d'une entrée pour un signal représentatif de la vitesse de circulation du véhicule ainsi qu'un comparateur destiné à comparer un signal d'entrée à une vitesse de circulation présélectionnée et à émettre un signal si la vitesse de circulation introduite dépasse la vitesse de circulation présélectionnée. Le système comprend également une logique munie d'une entrée pour un signal représentatif du régime du moteur ainsi qu'un comparateur destiné à comparer un signal d'entrée à un régime présélectionné du moteur et à émettre un signal si le régime du moteur introduit dépasse le régime présélectionné. Il comprend aussi un actionneur possédant des entrées pour recevoir des signaux de sortie provenant des logiques et émettre un signal de commande en cas de présence de l'un des signaux d'entrée. On peut sélectionner le signal d'entrée pour commander soit une vanne électromagnétique de carburant soit un système d'allumage commandé, de manière à baisser le régime du moteur.
PCT/GB1999/001955 1998-06-22 1999-06-22 Systeme de limitation pour vehicule WO1999067521A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AU45196/99A AU4519699A (en) 1998-06-22 1999-06-22 A vehicle limiting system

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GBGB9813453.9A GB9813453D0 (en) 1998-06-22 1998-06-22 A vehicle limiting system
GB9813453.9 1998-06-22

Publications (1)

Publication Number Publication Date
WO1999067521A1 true WO1999067521A1 (fr) 1999-12-29

Family

ID=10834179

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/GB1999/001955 WO1999067521A1 (fr) 1998-06-22 1999-06-22 Systeme de limitation pour vehicule

Country Status (3)

Country Link
AU (1) AU4519699A (fr)
GB (1) GB9813453D0 (fr)
WO (1) WO1999067521A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1146215A2 (fr) * 2000-04-10 2001-10-17 Joo-Hyoung Lee Procédé et dispositif de commande d'un moteur à combustion interne
WO2007010957A1 (fr) * 2005-07-19 2007-01-25 Toyota Jidosha Kabushiki Kaisha Controleur de moteur a combustion interne

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0256268A1 (fr) * 1986-08-16 1988-02-24 Mannesmann Kienzle GmbH Limitateur du nombre de tours pour moteurs de véhicule
EP0262662A1 (fr) * 1986-10-01 1988-04-06 Hitachi, Ltd. Dispositif et méthode de réglage d'un système de commande de moteur à combustion
DE3913523A1 (de) * 1988-04-28 1989-11-09 Volkswagen Ag Verfahren und vorrichtung zur steuerung einer mehrzylindrigen brennkraftmaschine
EP0442734A2 (fr) * 1990-02-15 1991-08-21 Briggs & Stratton Corporation Limiteur de la vitesse d'un moteur

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0256268A1 (fr) * 1986-08-16 1988-02-24 Mannesmann Kienzle GmbH Limitateur du nombre de tours pour moteurs de véhicule
EP0262662A1 (fr) * 1986-10-01 1988-04-06 Hitachi, Ltd. Dispositif et méthode de réglage d'un système de commande de moteur à combustion
DE3913523A1 (de) * 1988-04-28 1989-11-09 Volkswagen Ag Verfahren und vorrichtung zur steuerung einer mehrzylindrigen brennkraftmaschine
EP0442734A2 (fr) * 1990-02-15 1991-08-21 Briggs & Stratton Corporation Limiteur de la vitesse d'un moteur

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1146215A2 (fr) * 2000-04-10 2001-10-17 Joo-Hyoung Lee Procédé et dispositif de commande d'un moteur à combustion interne
EP1146215A3 (fr) * 2000-04-10 2003-06-04 Joo-Hyoung Lee Procédé et dispositif de commande d'un moteur à combustion interne
WO2007010957A1 (fr) * 2005-07-19 2007-01-25 Toyota Jidosha Kabushiki Kaisha Controleur de moteur a combustion interne
US7406948B2 (en) 2005-07-19 2008-08-05 Toyota Jidosha Kabushiki Kaisha Internal combustion engine controller

Also Published As

Publication number Publication date
GB9813453D0 (en) 1998-08-19
AU4519699A (en) 2000-01-10

Similar Documents

Publication Publication Date Title
US4463340A (en) Anti-theft control system
US5144300A (en) Starting evice for marine propulsion engine
US4510396A (en) Method of controlling automatic stop and restart of an engine
US4319658A (en) Device for the control of the traveling speed of a motor vehicle
US5706199A (en) System for controlling engine speed in response to detection of vehicle speed signal tampering
CN103321766A (zh) 一种机动车运行状态监控方法、控制器与系统
US4546646A (en) System for diagnosing an internal combustion engine
US4684917A (en) Low oil warning circuit
US5479909A (en) Snowmobile with control system for activating electronic fuel injection
EP0754606B1 (fr) Dispositif antivol pour vehicule
US7482704B2 (en) Automatic generator starting protection
US4546647A (en) System for diagnosing an internal combustion engine
CN103072483A (zh) 工程车辆超速制止装置及其控制方法
JPH09506954A (ja) 内燃機関における失火識別のための機能監視方法
EP0402773B1 (fr) Système pour la protection de dispositif à combustion de gaz d'échappement sur des automobiles
WO1999067521A1 (fr) Systeme de limitation pour vehicule
EP0842833B1 (fr) Dispositif de commande d'allumage
KR100426140B1 (ko) 차량용전원시스템
US6377168B1 (en) Engine operation detecting circuit for a visual display
JPH03502353A (ja) 燃料フィルタの監視装置
EP0555851A2 (fr) Dispositif de commande d'allumage pour un système d'allumage électronique pour moteur à combustion interne
CN113370924B (zh) 用于车载监控终端的防拆盒及防拆系统
GB2270120A (en) Stopping i.c.engine operation.
JPH11190247A (ja) エンジン燃料供給診断装置および方法
JP2000220443A (ja) 内燃機関の制御装置

Legal Events

Date Code Title Description
AK Designated states

Kind code of ref document: A1

Designated state(s): AE AL AM AT AU AZ BA BB BG BR BY CA CH CN CU CZ DE DK EE ES FI GB GD GE GH GM HR HU ID IL IN IS JP KE KG KP KR KZ LC LK LR LS LT LU LV MD MG MK MN MW MX NO NZ PL PT RO RU SD SE SG SI SK SL TJ TM TR TT UA UG US UZ VN YU ZA ZW

AL Designated countries for regional patents

Kind code of ref document: A1

Designated state(s): GH GM KE LS MW SD SL SZ UG ZW AM AZ BY KG KZ MD RU TJ TM AT BE CH CY DE DK ES FI FR GB GR IE IT LU MC NL PT SE BF BJ CF CG CI CM GA GN GW ML MR NE SN TD TG

121 Ep: the epo has been informed by wipo that ep was designated in this application
REG Reference to national code

Ref country code: DE

Ref legal event code: 8642

122 Ep: pct application non-entry in european phase