WO2008066416A1 - Procédé pour empêcher la surcharge d'un moteur à combustion interne - Google Patents

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

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Publication number
WO2008066416A1
WO2008066416A1 PCT/SE2006/001345 SE2006001345W WO2008066416A1 WO 2008066416 A1 WO2008066416 A1 WO 2008066416A1 SE 2006001345 W SE2006001345 W SE 2006001345W WO 2008066416 A1 WO2008066416 A1 WO 2008066416A1
Authority
WO
WIPO (PCT)
Prior art keywords
engine
overheat
engine speed
ohf
maximum allowed
Prior art date
Application number
PCT/SE2006/001345
Other languages
English (en)
Inventor
Mikael Larsson
Henric Isen
Original Assignee
Husqvarna Aktibolag
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 Husqvarna Aktibolag filed Critical Husqvarna Aktibolag
Priority to EP06824481.3A priority Critical patent/EP2156052B1/fr
Priority to CA2670624A priority patent/CA2670624C/fr
Priority to PCT/SE2006/001345 priority patent/WO2008066416A1/fr
Priority to CN2006800564671A priority patent/CN101573529B/zh
Publication of WO2008066416A1 publication Critical patent/WO2008066416A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D37/00—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for
    • F02D37/02—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for one of the functions being ignition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D17/00—Controlling engines by cutting out individual cylinders; Rendering engines inoperative or idling
    • F02D17/02—Cutting-out
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D31/00—Use of speed-sensing governors to control combustion engines, not otherwise provided for
    • F02D31/001—Electric control of rotation speed
    • F02D31/002—Electric control of rotation speed controlling air supply
    • F02D31/006—Electric control of rotation speed controlling air supply for maximum speed control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/101—Engine speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2400/00—Control systems adapted for specific engine types; Special features of engine control systems not otherwise provided for; Power supply, connectors or cabling for engine control systems
    • F02D2400/06—Small engines with electronic control, e.g. for hand held tools
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/22—Safety or indicating devices for abnormal conditions

Definitions

  • the present invention relates to a method for preventing an internal combustion engine from harmful engine running, where the engine speed is limited according to a maximum allowed engine speed having a start value.
  • the invention concerns limiting the engine speed N of smaller engines such that are used in hand held machines such as power cutters, chain saws, trimmers, but also in e.g. lawn mowers and the like.
  • hand held machines such as power cutters, chain saws, trimmers, but also in e.g. lawn mowers and the like.
  • These types of machines are sold at comparably low prices and it is therefore important to keep the costs down and it is therefore desirable to have as few sensors as possible. Keeping the amount of sensors as low as possible is also important due to size and weight constraints, in particular in hand held machines, but also more sensors increases the risks that one of them gets broken.
  • An engine running has a desirable temperature interval when the engine performs at its best. If the engine runs too hot higher wear may result and even a complete breakdown. Proper cooling is therefore of uttermost importance to prolong the expected life length of an engine and enhance its running performance.
  • the design and placement of the components in the engine affects the generation of heat and the consequences of it. Air, water, oil have been used to transport heat from critical components. However in some situations it is not enough to only transport heat away from the engine but rather the heat generation must be affected.
  • the purpose of the subject invention is to considerably reduce the problems outlined above by providing a method for preventing an internal combustion engine from harmful engine running, where the engine speed is limited according to a maximum allowed engine speed having a start value, the engine being run at an throttle position from zero throttle to full throttle, the method comprising the steps of: a. monitoring at least one engine parameter; b. determining if at least one of the monitored engine parameter(s) satisfies at least one corresponding potential overheat condition; c. if the potential overheat condition(s) of step b) is satisfied an overheat factor is increased; d. determining if the overheat factor exceeds an overheat factor threshold; e.
  • step d) if in step d) the overheat factor exceeds the overheat factor threshold, the maximum allowed engine speed is reduced to a reduction value during a reduced maximum allowed engine speed period, where the reduced maximum allowed engine speed period is active until at least one end reduction period condition is satisfied; f. repeating step a) to e) regularly during the engine run.
  • an internal combustion engine comprising: one or more cylinders; an ignition firing to spark plugs; an engine control unit comprising means for monitoring at least one engine parameter; the engine control unit further comprising means for limiting the engine speed (N) according to a maximum allowed engine speed, the maximum allowed engine speed having a start value; wherein the engine control unit arranged to compare the monitored engine parameter(s) to a at least one potential overheat condition and updating an overheat factor if the potential overheat condition is satisfied; the overheat factor being compared to an overheat factor threshold and where the maximum allowed engine speed is reduced to a reduction value during a reduced maximum allowed engine speed period if the overheat factor exceeds the overheat factor threshold.
  • FIG. 1 shows schematically an engine control unit connected to a fuel supply system and a ignition control system
  • FIG. 2 is a flow diagram indicating in principle a control loop in accordance with the present invention.
  • FIG. 3 is a flow diagram indicating in principle a control loop in accordance with a third embodiment of the present invention.
  • FIG. 4 shows a first embodiment of the box "Accumulate tl"
  • FIG. 1 shows schematically an Engine Control Unit 100 in controlling the Ignition System 140 and the fuel supply system 150 of an engine.
  • the Engine Control Unit 100 could e.g. be a separate unit as shown in the figure, e.g. be integrated in the Ignition System 140 or e.g. be integrated in the in the Fuel Injection System 150.
  • the Ignition System 140 and the Fuel Injection System 150 could include an Engine Control Unit of their own.
  • An Engine Control Unit 100 normally performs a number of tasks to control the engine and the invention concerns one of these tasks, namely limiting the engine speed N of the engine by having a maximum allowed engine speed N M A X -
  • the maximum allowed engine speed NMAX is an upper threshold for the engine speed N, and the Engine Control Unit 100 controls the engine speed N to be substantially below this threshold NMAX, i-e. the engine speed N may shortly exceed the threshold N M AX- AS has been described above the engine may be damaged if the engine is run at too high engine speeds N. In particular if the engine is run continuously at high engine speed N the engine temperature T may rise and eventually become too high increasing the risks of engine breakdowns.
  • the engine speed N can be limited by a number of ways, e.g. by deviating the ignition timing from the optimal ignition timing, e.g. by stop firing the ignition until the engine speed N comes below the threshold N M A X , or e.g. by stop igniting only every second, every third revolution etc.
  • the Engine Control Unit 100 receives input parameters such as the throttle position TP from the Throttle Positions Sensor(s) 120, engine speed N from the Engine Speed Sensor(s) 110, and optionally engine temperature(s) T from Temperature Sensor(s) 130.
  • a Temperature Sensor 130 could for instance be arranged to measure the temperature T of the exhaust gases from the engine, but naturally engine temperatures T could be measured at a number of different spots. From a control point of view measuring the engine temperature T to determine if the engine bears the risk of overheating would be advantageous, but additional sensors increases the costs and therefore many small engines lacks temperature sensors.
  • the engine speed N and/or the engine throttle TP can be used to determine if the engine is run at a risk of overheating.
  • the engine speed N can e.g. be derived by measuring the time period between two consecutive ignitions or measuring the rotational speed of the crank shaft. Further in the context of this application the monitored engine speed N could also be an average over several revolutions.
  • a Throttle Position Sensor 120 in its simplest form only provides a signal when the throttle vault of an engine is fully opened or not, however of course more complex Throttle Position Sensor(s) 120 could be utilized sensing the range from zero throttle to full throttle.
  • FIG. 2 is a flow diagram indicates in principle a control loop to determine the maximum allowed engine speed N MAX in accordance with the present invention.
  • the box “START” with reference number 1 relates to the start of the engine.
  • N NORALM A X infinity, indicating that normally there is no maximum speed limit at start, i.e. the any speed limits only kicks in when the engine runs long enough at high engine speed.
  • the box “MEP” 4 relates to the monitoring of engine parameters.
  • Input parameters such as e.g. the throttle position TP from the Throttle Positions Sensor(s) 120, e.g. the engine speed N from the Engine Speed Sensor(s) 110, and e.g. a temperature T from the Temperature Sensor(s) 130 are received and stored for further processing.
  • input from only one sensor may be sufficient to perform the control loop.
  • the next box following "INCREASE OHF?" 5, relates to determining if at least one of the monitored engine parameter(s) T, TP, TS satisfies at least one corresponding potential overheat condition.
  • the potential overheat condition(s) could e.g. be: 1) that the engine speed N exceeds an increase overheat factor speed threshold N I N CR EA SEOH F, 2) that the throttle position TP is at full throttle, 3) that the engine temperature T exceeds an increase overheat factor temperature threshold TIN C R EASEOHF -
  • the box "INCREASE OHF" 6 relates to an accumulation of the overheat factor OHF.
  • the box “INCREASE OHF” 6 could simply be a timer measuring the time or number of revolutions during which the potential overheat condition(s) is satisfied. But the amount of increase could also be weighted: I.e. a function of how much a potential overheat condition(s) is exceeded, e.g. the higher the temperature T and/or the engine speed N are, the larger the amount of increase.
  • the box "DECREASE OHF?" 11 relates to determining if at least one of the monitored engine parameter(s) T, TP, N satisfies at least one corresponding cooling conditions.
  • the cooling condition(s) could e.g.
  • the decrease of the overheat factor OHF at the box "DECREASE OHF" 12 could be a fixed value, but the amount of decrease could also be weighted, e.g. the lower the temperature T and/or the engine speed N are, the larger the decrease.
  • the box "MEP/ACCUMULATE TIME” 9 relates to the monitoring of engine parameters N, TP, T and/or an accumulation of the time/revolutions that has lapsed since the overheat factor OHF exceeded the overheat factor threshold 0HF LIMIT which are used to determine when the reduced maximum allowed engine speed period ends at the following box.
  • the reduction of the maximum allowed engine speed NMAX is active until at least one end reduction period condition(s) is satisfied at the box "END COOLING?" 10.
  • the end reduction period condition(s) includes at least one of the following conditions: 1) that a predetermined number of revolutions or a predetermined time have lapsed since the overheat factor OHF exceeded the overheat factor threshold OHF LIMIT , 2) that the throttle position TP is lower than full throttle, 3) that the engine speed N is lower than an end reduction period speed threshold NENDREDUCT ION , 4) that the engine temperature T is lower than an end reduction period temperature threshold T E N DRED U CTIO N-
  • FIG. 3 is a flow diagram indicates a control loop in accordance with a preferred embodiment of the present invention corresponding to the general control loop of FIG. 2. Please note that the actual values indicated in the boxes should be regarded as explanatory examples. The same reference numbers of the corresponding boxes as in FIG. 2 have been used.
  • N MAX 14000 rpm
  • N NORALMAX 14000 rpm
  • a engine speed N is monitored, i.e. in the example neither temperature T or throttle position TP are used in the control loop.
  • N M A X is kept at 13000 rpm until the loop is ended and N MAX is reset at box 2.
  • the stepwise decrease of NM AX can be performed each time the loop passes box 8, however it is also possible that the stepwise decrease is performed every second, every third etc. time that the loop passes box 8, or at any other given interval.
  • the second time t2 is accumulated, which is to ensure that it the drop of the engine speed N indicated at the box 10a is not just a temporary drop due to engine speed fluctuations.
  • the following box "ACCUMULATED TIME t2 > 5s" 10b ensures that the drop of the engine speed N is not just a temporary fluctuation. If the engine speed has been continuously below 12500 rpm for more than 5 seconds, of course as mentioned above the exact values are only to act as examples, the loop returns at box 2 and is thus restarted. If not, the reduced maximum allowed engine speed period restarts, but without resetting the second time t2.
  • the boxes 9a, 9b, 9c of FIG. 3 corresponds to box 9 of FIG. 2 and box 10a, 10b of FIG. 3 corresponds to box 10 of FIG. 2.
  • FIG. 4 shows the maximum allowed engine speed N M A X over time. Box numbers corresponding to FIG.2 and FIG.3.
  • the maximum allowed engine speed NMA X is set to NNORMALMAX-
  • the overheat factor OHF exceeds the overheat factor threshold OHFLIMIT at box 7
  • the maximum allowed engine speed N M A X starts to gradually decrease, corresponding to box 8, until it eventually reaches NRE D U CEDM A X -
  • Temperature Sensor(s) 130 Throttle Positions Sensor(s) 120 and Engine Speed Sensor(s) 110
  • other sensors could be used to determine if the engine is run at risk of overheating, such as e.g. vibration sensors, pressure sensors, combustion sensors, gas- and/or fuel flow sensors and exhausts gas sensors.

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)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

La présente invention concerne un procédé pour empêcher qu'un moteur à combustion interne ne fonctionne de manière préjudiciable, dans lequel le régime du moteur (N) est limité selon un régime de moteur autorisé maximum (NMAX) ayant une valeur de départ (NNORMALMAX), le moteur étant fait fonctionner dans une position de papillon de zéro à plein régime, ledit procédé comprenant les étapes consistant à : a. surveiller au moins un paramètre de moteur (N, TP, T) ; b. déterminer si le ou les paramètres de moteur surveillés satisfont au moins une condition de surchauffe potentielle correspondante (5) ; c. si la ou les conditions de surchauffe potentielle (5) de l'étape b) sont satisfaites, un facteur de surchauffe (OHF) est augmenté ; d. déterminer si le facteur de surchauffe (OHF) dépasse un seuil de facteur de surchauffe (OHFUMIT) ; e. si dans l'étape d) le facteur de surchauffe (OHF) dépasse le seuil de facteur de surchauffe (OHFΠMIT), le régime de moteur autorisé maximum (NMAX) est réduit à une valeur de réduction (NREDUCEDMAX) pendant une période de régime de moteur autorisé maximum réduit (8, 9, 10), ladite période de régime de moteur autorisé maximum réduit (8, 9, 10) étant active jusqu'à ce qu'au moins une condition de période de réduction finale (10) soit satisfaite ; f. répéter les étapes a) à e) régulièrement pendant le fonctionnement du moteur.
PCT/SE2006/001345 2006-11-28 2006-11-28 Procédé pour empêcher la surcharge d'un moteur à combustion interne WO2008066416A1 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
EP06824481.3A EP2156052B1 (fr) 2006-11-28 2006-11-28 Procédé pour empêcher la surcharge d'un moteur à combustion interne
CA2670624A CA2670624C (fr) 2006-11-28 2006-11-28 Procede pour empecher la surcharge d'un moteur a combustion interne
PCT/SE2006/001345 WO2008066416A1 (fr) 2006-11-28 2006-11-28 Procédé pour empêcher la surcharge d'un moteur à combustion interne
CN2006800564671A CN101573529B (zh) 2006-11-28 2006-11-28 用于防止内燃机过载的方法

Applications Claiming Priority (1)

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

Publications (1)

Publication Number Publication Date
WO2008066416A1 true WO2008066416A1 (fr) 2008-06-05

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

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EP (1) EP2156052B1 (fr)
CN (1) CN101573529B (fr)
CA (1) CA2670624C (fr)
WO (1) WO2008066416A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3661795A4 (fr) * 2017-08-04 2021-05-12 Paccar Inc Systèmes et procédés pour réguler des réglages dynamiques pour une gestion de commande de vitesse de moteur

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US5065705A (en) * 1989-07-14 1991-11-19 Honda Giken Kogyo Kabushiki Kaisha System for preventing overheat of engine for vehicle
US5724951A (en) * 1995-03-31 1998-03-10 Yamaha Matsudoki Kabushiki Kaisha Engine control system and method
US5730103A (en) * 1996-01-22 1998-03-24 Honda Giken Kogyo Kabushiki Kaisha Fuel supply control system for internal combustion engines
US5738073A (en) * 1995-11-08 1998-04-14 Sanshin Kogyo Kabushiki Kaisha Engine operation control system
US5769055A (en) * 1995-03-09 1998-06-23 Sanshin Kogyo Kabushiki Kaisha Engine overheat control system
US5921217A (en) * 1995-11-28 1999-07-13 Sanshin Kogyo Kabushiki Kaisha Two cycle engine provided with catalyst
US6015317A (en) * 1997-07-02 2000-01-18 Sanshin Kogyo Kabushiki Kaisha Marine engine overheat detection system
US6044822A (en) 1996-06-21 2000-04-04 Outboard Marine Corporation Programmed break-in mode for two-cycle engine
US20020088429A1 (en) * 2000-12-21 2002-07-11 Suzuki Kabushiki Kaisha Control system and control method of engine

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US5065705A (en) * 1989-07-14 1991-11-19 Honda Giken Kogyo Kabushiki Kaisha System for preventing overheat of engine for vehicle
US5769055A (en) * 1995-03-09 1998-06-23 Sanshin Kogyo Kabushiki Kaisha Engine overheat control system
US5724951A (en) * 1995-03-31 1998-03-10 Yamaha Matsudoki Kabushiki Kaisha Engine control system and method
US5738073A (en) * 1995-11-08 1998-04-14 Sanshin Kogyo Kabushiki Kaisha Engine operation control system
US5921217A (en) * 1995-11-28 1999-07-13 Sanshin Kogyo Kabushiki Kaisha Two cycle engine provided with catalyst
US5730103A (en) * 1996-01-22 1998-03-24 Honda Giken Kogyo Kabushiki Kaisha Fuel supply control system for internal combustion engines
US6044822A (en) 1996-06-21 2000-04-04 Outboard Marine Corporation Programmed break-in mode for two-cycle engine
US6015317A (en) * 1997-07-02 2000-01-18 Sanshin Kogyo Kabushiki Kaisha Marine engine overheat detection system
US20020088429A1 (en) * 2000-12-21 2002-07-11 Suzuki Kabushiki Kaisha Control system and control method of engine

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Title
See also references of EP2156052A4 *

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3661795A4 (fr) * 2017-08-04 2021-05-12 Paccar Inc Systèmes et procédés pour réguler des réglages dynamiques pour une gestion de commande de vitesse de moteur

Also Published As

Publication number Publication date
CN101573529A (zh) 2009-11-04
EP2156052B1 (fr) 2020-08-05
CA2670624C (fr) 2015-08-11
CA2670624A1 (fr) 2008-06-05
EP2156052A4 (fr) 2018-04-04
CN101573529B (zh) 2012-08-15
EP2156052A1 (fr) 2010-02-24

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