WO2015011495A1 - Économie d'énergie dans des véhicules - Google Patents

Économie d'énergie dans des véhicules Download PDF

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Publication number
WO2015011495A1
WO2015011495A1 PCT/GB2014/052288 GB2014052288W WO2015011495A1 WO 2015011495 A1 WO2015011495 A1 WO 2015011495A1 GB 2014052288 W GB2014052288 W GB 2014052288W WO 2015011495 A1 WO2015011495 A1 WO 2015011495A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
signal
control
engine
control arrangement
Prior art date
Application number
PCT/GB2014/052288
Other languages
English (en)
Inventor
Ian Foley
Original Assignee
Equipmake Ltd
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 Equipmake Ltd filed Critical Equipmake Ltd
Publication of WO2015011495A1 publication Critical patent/WO2015011495A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B21/00—Engines characterised by air-storage chambers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/30—Conjoint control of vehicle sub-units of different type or different function including control of auxiliary equipment, e.g. air-conditioning compressors or oil pumps
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
    • 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
    • F02D41/12—Introducing corrections for particular operating conditions for deceleration
    • F02D41/123—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the present inventions relate to reducing the energy consumption of vehicles. More particularly, they concern improving the fuel economy of vehicles by operating their systems in a more efficient manner.
  • the first invention provides a compressed air supply system for a vehicle, comprising: an air compressor for compressing air drawn from the surrounding atmosphere;
  • a compressed air storage tank coupled to the air compressor to receive compressed air and store it for use by other systems of the vehicle;
  • a pressure governor which is responsive to the air pressure within the storage tank
  • control arrangement which is responsive to the operation of the vehicle; and an economiser valve which is controllable by the control arrangement, wherein the pressure governor is arranged to divert the air flow from the air compressor to the surrounding atmosphere, instead of the storage tank, when the air pressure within the storage tank exceeds a predetermined upper threshold, until a predetermined lower threshold is reached,
  • control arrangement is arranged to switch the economiser valve in response to vehicle braking and/or in response to the vehicle engine operating in a predetermined efficient operating range, which causes the air from the air compressor to flow to the storage tank.
  • the economiser valve is normally open, permitting flow therethrough, and switched to a closed condition by the control arrangement in response to the specified conditions, preventing flow therethrough.
  • the compressors tend to be mechanically controlled using a "bang bang" controlled system, which will deliver the compressor output to a storage tank when the tank pressure reaches a minimum level, and then divert the flow to atmosphere when the tank pressure reaches a maximum level.
  • the air is used to power the braking system and, in a bus for example, may open doors or raise and lower the suspension.
  • a commercial vehicle compressor may take 3 to 4 kW of power from the engine when it is operating to pump compressed air into the storage tank (rather than its output being diverted to atmosphere). When it is pumping into the tank, its power consumption is much higher. Depending on the use of the vehicle, the compressor may be pumping air into the tank for between 10% and 50% of the time, which represents a significant cost in fuel to drive the compressor.
  • the compressed air supply system is controlled to charge up the storage tank during braking events and/or when the engine is in its most efficient operating area.
  • the fuel supply to the engine is normally cut off. Accordingly, under either set of circumstances, power is drawn from the engine to drive the compressor when it is especially fuel efficient to do so.
  • the predetermined efficient operating range of the vehicle engine is defined with reference to at least one measure dependent on a parameter selected from: the engine speed, the torque generated by the engine, and the fuel efficiency of the engine.
  • the first invention also provides a method of operating a compressed air supply system of a vehicle including an air compressor for compressing air drawn from the surrounding atmosphere, and a compressed air storage tank coupled to the air compressor to receive compressed air and store it for use by other systems of the vehicle, comprising the steps of:
  • the pressure governor is responsive to the air pressure within the storage tank which is selectively coupled to the pressure governor via the economiser valve, wherein the economiser valve is switchable between a first position in which the pressure governor is coupled via the economiser valve to the storage tank pressure, and a second position in which the pressure governor is instead coupled via the economiser valve to the surrounding atmospheric pressure.
  • the control arrangement is configured to be able to switch the economiser valve so as to couple a control line between the economiser valve and the pressure governor to the surrounding atmosphere. This causes the pressure governor to close causing air flow from the air compressor to flow to the storage tank.
  • the economiser valve is switched off, the system reverts to its normal operation, with the economiser valve coupling the control line from the tank pressure to the pressure governor.
  • the system preferably includes an unloading valve which is arranged to selectively vent the air flow from the air compressor to the surrounding atmosphere.
  • this unloading valve is included in an air compressor assembly which includes the air compressor. When this valve is open, the idle power taken from the engine by the air compressor is minimised.
  • This valve may be controllable by the pressure governor to cause the diversion of airflow from the air compressor to the surrounding atmosphere instead of the storage tank.
  • the economiser valve is arranged to selectively couple to a control line controlling the switching of the unloading valve of the air compressor either (i) a control line from the pressure governor or (ii) the air pressure within the storage tank.
  • the economiser valve is operable by the control arrangement to couple the air pressure of the storage tank to the unloading valve instead of the control line from the pressure governor.
  • the control arrangement is configured, in response to vehicle braking and/or in response to the vehicle engine operating in a predetermined efficient operating range, to switch the economiser valve so that the unloading valve is coupled to the tank pressure rather than the pressure governor. This causes the unloading valve to close, with the result that the air compressor now pumps air into the tank.
  • control arrangement may be configured to switch the economiser valve so as to couple the tank pressure to the unloading valve which causes the unloading valve to open. In this way, the compressor air output is diverted to atmosphere, irrespective of the state of the regulator valve.
  • the economiser valve is switched off (that is in the state in which is couples the pressure governor to the unloading valve), the system reverts to its normal operation.
  • a vehicle alternator control arrangement which comprises a controller having:
  • a braking input for receiving a braking signal responsive to application of the brakes of the vehicle
  • a battery input for receiving a battery status signal responsive to the vehicle battery voltage
  • an alternator control output for outputting an alternator signal to indicate when power is to be generated by the alternator
  • the controller is arranged to a output an alternator signal to indicate that power is to be generated by the alternator in response to a braking signal which indicates that the vehicle is braking and/or in response to a battery status signal which indicates that the battery voltage is below a predetermined threshold. Accordingly, the controller may output an alternator signal to instigate energising of the field winding of the alternator when it is particularly fuel efficient to do so and/or when the battery voltage is below a pre-determined threshold.
  • a commercial vehicle will usually be fitted with an alternator which has a separately excited field winding. This winding is supplied with voltage (typically 24V) from the vehicle battery.
  • the controller may include an engine load input for receiving an engine load signal responsive to the load on the engine or another parameter indicative thereof, such as the engine speed or power output.
  • the controller may then be arranged to output an alternator signal to indicate that power is not to be generated by the alternator in response to an engine load signal which indicates that the engine load is below a predetermined threshold.
  • the alternator output current may be controlled directly by fitting a switch in the power output of the alternator, between the alternator and battery.
  • the switch may be responsive to the alternator signal outputted by the controller so as to be closed when power is to be supplied by the alternator.
  • This switch may be either an electromechanical contactor, or a solid state switch, for example.
  • a transient voltage suppression diode is preferably coupled or fitted across the alternator positive and negative terminals. Such a diode prevents the voltage at the terminals exceeding the rated voltage of the internal voltage regulator.
  • the second invention also provides a method of controlling a vehicle alternator comprising the steps of:
  • a vehicle engine control system which comprises a throttle control arrangement having a torque demand input arranged to receive a torque demand input signal responsive to torque demands from a driver, an acceleration input arranged to receive an acceleration signal responsive to the actual acceleration of the vehicle, and a torque reduction output for outputting a torque reduction signal,
  • control arrangement is configured to compare the acceleration signal with a predetermined threshold value, and when the threshold value is exceeded, calculate the value of a torque reduction parameter with reference to the torque demand input signal, and output a torque reduction signal at its torque reduction output which is responsive to the torque reduction parameter.
  • the vehicle accelerator pedal includes a potentiometer or other electrical position sensing device, which is electrically connected to the engine control system.
  • the engine control system then decides how much torque the engine will produce as a response to the pedal position.
  • a bus will have an engine and gearbox system sized so as to allow acceptable vehicle performance when the vehicle is fully laden. This means that the driver may drive the vehicle using excessive torque when unladen.
  • a throttle control arrangement which monitors the acceleration of the vehicle and the torque demands from the driver. If the driver demands excessive torque resulting in excessive acceleration, the control arrangement will reduce the torque of the vehicle, to allow an acceptable level of acceleration only. This will save fuel and result in more consistent vehicle operation.
  • a vehicle pneumatic compressor monitoring arrangement is provided which comprises:
  • a duty cycle signal input for receiving a duty cycle signal which is indicative of the on-time of the compressor
  • a controller for monitoring the duty cycle signal and calculating an on-time parameter dependent on the duty cycle signal
  • an alert signal output for outputting an alert signal when the controller determines that the on-time parameter exceeds a predetermined threshold.
  • the pneumatic compressor system on a vehicle tends to consume a considerable amount of fuel. Many commercial vehicles will tend to repeat the same routes and have a very well-defined duty cycle. Therefore, during normal routine operation, the consumption of air via the use of brakes and door openings and the like will be constant, within a reasonable tolerance. In the event that an air leak develops, the vehicle will consume considerably more fuel, but will otherwise be operating normally.
  • a controller monitors the duty cycle of the pneumatic compressor either directly or indirectly. If the compressor on-time increases significantly, this may be sensed and indicated by outputting an alert signal. This may be sent by the communication network of the vehicle. It may trigger a visual indication on a fuel save ECU for example, or on an existing display or monitoring system on the vehicle.
  • the duty cycle signal may be responsive to the on-time of the compressor. It may be generated with reference to the actual operation of the compressor. Alternatively, it may be dependent on the air pressure within the pneumatic system that includes the compressor. The duty cycle signal may be dependent on an air pressure signal that is responsive to this system pressure.
  • a method of monitoring a vehicle pneumatic compressor comprising: receiving a duty cycle signal indicative of the on-time of the compressor;
  • a cooling fan control arrangement for use in a vehicle to control the operation of a cooling fan, the control arrangement comprising a fan controller having an input for receiving a signal responsive to application of the brakes of the vehicle, and an output for outputting a control signal, wherein the controller is arranged to output a control signal in response to application of the brakes to cause the cooling fan to be driven.
  • a vehicle fan is usually sized for vehicle operation at extremes of climate and loading. It therefore tends to be oversized for operation under normal conditions. Also, an engine has a considerable thermal inertia. Therefore, it is possible to run the vehicle with the fan operating intermittently.
  • the thermal inertia means that it will take minutes for the engine to coolant temperature to increase significantly. Therefore, the fan can be turned off under acceleration. Under braking, the fan will be turned on, possibly at a higher level than that needed for continuous operation, providing the cooling mass flow required.
  • the fan will primarily be driven under fuel cut conditions, when the vehicle is braking.
  • the kinetic energy of the engine is therefore used to drive the fan.
  • the fan will be deactivated. If the braking fuel cut events are not frequent enough to cool the engine sufficiently, then the controller may operate to activate the fan during periods of optimal engine efficiency.
  • a predetermined efficient operating range of the engine may be defined with reference to at least one measure dependent on a parameter selected from: the engine speed, the torque generated by the engine, and the fuel efficiency of the engine.
  • a method of controlling the operation of a cooling fan is also provided, the method comprising:
  • Figure 1 is a block diagram of a known commercial vehicle air system
  • Figure 2 is a block diagram of a commercial vehicle air system which has been modified according to an embodiment of the first invention
  • Figure 3 is a block diagram of a known vehicle control system
  • Figure 4 is a block diagram of a vehicle control system modified according to an embodiment of the first invention
  • Figure 5 is a flow diagram relating to control of a vehicle air supply system according to an embodiment of the first invention
  • Figure 6 is a block diagram of a known commercial vehicle air system similar to that of Figure 1;
  • Figure 7 is a block diagram of the air system of Figure 6 which has been modified according to a further embodiment of the first invention.
  • FIG. 8 is a block diagram of another known commercial vehicle air system
  • FIG. 9 is a block diagram of the air system of Figure 8 which has been modified according to another embodiment of the first invention.
  • Figure 10 illustrates a vehicle alternator control arrangement according to an embodiment of the second invention
  • Figure 11 is a block diagram of a known vehicle engine control system
  • Figure 12 is a block diagram of a vehicle engine control system modified according to an embodiment of the third invention.
  • Figure 13 illustrates a throttle control arrangement according to an embodiment of the third invention
  • Figure 14 is a block diagram representing a control algorithm for a throttle control arrangement according to an embodiment of the third invention
  • Figure 15 is a diagram representing a known vehicle fan drive arrangement
  • Figures 16 and 17 are cross-sectional side views of part of a known variable swash plate hydraulic pump
  • Figure 18 is a diagram representing a known cooling fan control arrangement
  • Figure 19 is a cooling fan control arrangement according to an embodiment of the fourth invention.
  • Figure 20 is a flow diagram relating to the operation of a cooling fan control arrangement according to an embodiment of the fifth invention.
  • FIG. 1 shows a representation of a known commercial vehicle air system.
  • An air compressor 2 is mechanically driven and directly connected to the vehicle engine. It feeds compressed air via an air dryer 4 to a compressed air storage tank 6 (often referred to as a "wet tank").
  • the air pressure in the tank 6 is maintained by a nonreturn valve 10 located in the fluid path between it and the air dryer 4.
  • the pressure in the tank is monitored by a pressure governor 12 (via a coupling not shown in the Figure).
  • the pressure governor is a mechanical valve system which holds a valve shut using spring pressure. When this valve is open, air is allowed to flow from the compressor 2 to an unloading valve 14.
  • FIG. 1 A compressed air system which has been modified according to an embodiment of the first invention is shown in Figure 2.
  • An "economiser valve” 8 is inserted in the air flow path between the pressure governor 12 and the unloading valve 14. The operation of the economiser valve is controlled using a controller 16 which is electrically coupled to other electrical systems on the vehicle.
  • valve 8 is a normally-open electrically operated valve, and in particular a 2/2 way pneumatic solenoid valve, which is electrically operated by the controller 16. It may be a 24V solenoid for example.
  • valve When de-energised, the valve adopts its open position, allowing air to flow from the pressure governor 12 to the unloading valve 14. When the valve is energised, flow from the pressure governor is blocked by the valve.
  • the controller 16 is an electronic control unit (“ECU” which may be denoted as a “fuel save ECU”) comprising a microprocessor.
  • the controller is preferably connected to other bus systems via an industry standard controller area network (“CAN”) bus data link. In this way, the controller is able to receive information relating to the state of other vehicle systems.
  • ECU electronice control unit
  • CAN controller area network
  • the controller is arranged to close the economiser valve 8 in response to receipt of a signal indicating that the vehicle is braking. This signal may be generated in response to the engine operating in a fuel cut mode.
  • control arrangement is arranged to close the economiser valve when the vehicle engine is operating in a pre-defined efficient operating range. This may be determined by the controller 16 with reference to stored information regarding the engine efficiency. This may be in the form of a three- dimensional map of engine speed, torque and specific fuel efficiency, for example.
  • the controller therefore operates to close the economiser valve so that the storage tank 6 is charged when it is particularly fuel efficient to do so.
  • a flow diagram representing a control algorithm for implementation in the controller 16 to operate the economiser valve as discussed above is shown in Figure 5.
  • Figure 3 Part of a known vehicle control system is shown in Figure 3. It has a number of microprocessor control units controlling different functions on the vehicle.
  • Figure 3 shows an engine ECU 20, a transmission ECU 22 and a brake system ECU 24 by way of example. These units are inter-connected via a data bus 26 leading to other systems of the vehicle control system.
  • One industry standard for such a communication system is CAN, but others may be used.
  • Systems connected to the communication network will measure various vehicle parameters, such as vehicle speed, brake pressure, activation of an engine fuel cut mode, and the like.
  • controller 16 is added to the system, namely controller 16, which may be denoted as a "fuel save ECU". Controller 16 is coupled to the vehicle communication system and/or other data buses on the vehicle. It is also electrically coupled to the economiser valve 8 in order to control its operation as described above.
  • FIG. 6 A vehicle air system similar to that of Figure 1 is shown in Figure 6.
  • the pressure governor is coupled to the output line from the air compressor via a line 3.
  • Control line 5 couples the pressure of the storage tank 6 to the pressure governor.
  • Pressure governor 12 is a pilot operated regulating and unloading valve. When the pressure along line 5 from the storage tank exceeds a preset pressure threshold, the pressure governor opens a flow path from the air compressor along line 3 to the unloading valve 14.
  • FIG 7 shows an embodiment of the first invention which is a modified version of the system shown in Figure 6.
  • An economiser valve 8 has been inserted in the control line 5.
  • the operation of the economiser valve is controlled using a controller 16 similar to that shown in Figure 2.
  • the controller is able to switch the economiser valve to connect the pressure along line 5 to the pressure governor to the pressure of the surrounding atmosphere. This causes the pressure governor to close, causing the storage tank to be pressurised by airflow from the air compressor.
  • the economiser valve is switched off by the controller 16, the system reverts to normal operation.
  • Figure 8 shows a further known vehicle air system. It is similar to that of Figure 6, except that an additional unloading valve 7 is associated with the air compressor 2.
  • This additional valve may be integrated in the air compressor. When this valve is open, it causes the flow from the air compressor to be diverted to atmosphere.
  • the pressure governor 12 When the pressure governor 12 is switched to cause the airflow from the air compressor to be vented to the surrounding atmosphere, it also pressurises a control port of the unloading valve via a control line 9. This means that the compressor flow is directed immediately to the surrounding atmosphere. As a result, the idle power taken from the engine by the air compressor whilst its output is being vented to the surrounding atmosphere is reduced, thereby further reducing the power consumption of the air compressor.
  • FIG 9 shows a system according to Figure 8 which has been modified according to a further embodiment of the first invention.
  • an economiser valve 8 is coupled in the control line 9 between the pressure governor 12 and the unloading valve 7 of the air compressor 2.
  • the economiser valve is also coupled to a further control line 11, which extends from the pressure tank 6.
  • the economiser valve couples the pressure governor control line 9 to the control port of the unloading valve 7.
  • the control line 11 from the pressure tank is instead coupled to the unloading valve 7.
  • the economiser valve is initially in its normal state as shown in Figure 9 whilst the pressure governor 12 is causing the unloading valve 7 to be in its closed state.
  • the flow from the compressor is directed to the tank.
  • the control arrangement 16 is configured to switch the economiser valve into its other state, so that the tank pressure is coupled to the unloading valve 7. This causes the unloading valve to switch to its open state, diverting the airflow from the air compressor to the surrounding atmosphere.
  • FIG 10 shows a diagram representing a controller for a vehicle alternator according to an embodiment of the second invention.
  • the controller 30 may be embodied within the "fuel save ECU" described above. Alternatively, it may be provided as a separate electronic control unit dedicated to the alternator.
  • the controller is arranged to receive a number of signals relating to the operation of the vehicle. They may be provided over a shared communication network of the vehicle.
  • the controller is arranged to receive a braking input signal 32 responsive to application of the brakes of the vehicle and a battery input signal 34 which is responsive to the vehicle battery voltage.
  • An output signal 36 indicates that the alternator should be energised.
  • the controller is arranged to output an alternator signal to indicate that the alternator should be energised when the vehicle is braking with the engine fuel cut active, or when the measured battery voltage is below a value which indicates that the battery is in a low state of charge, this value being preset in software.
  • the alternator When the vehicle is idling or under low load, the alternator will be disabled. During these periods, the vehicle electrical system will be discharging the vehicle battery.
  • a known vehicle engine 40 control system is illustrated in Figure 11.
  • the vehicle engine typically a diesel-fuelled engine in a commercial vehicle, will be controlled via a microprocessor operated engine control unit, "engine ECU” 42.
  • Unit 42 takes its primary demand (that is, the throttle demand from the vehicle driver) from a fly- by-wire coupled throttle pedal 44.
  • the engine ECU 42 will also receive input signals via the vehicle's communication network regarding the operation of the engine, from a crankshaft position sensor, a fuel pressure sensor, and the like.
  • the engine ECU controls the timing of the fuel delivery to the engine by generating injector pulse duration and timing signals.
  • Other signals may be received by the engine ECU from a gearbox ECU 46 (over a CAN data link for example).
  • the engine ECU converts the driver's demanded throttle input into a required torque and calculates the amount and timing of the delivery of fuel to achieve the required torque.
  • the engine ECU 42 may have the ability to interface with other control systems such as a gearbox controller 46.
  • This control may use an industry standard CAN protocol, such as a J1939, which will specify specific CAN addresses and scalings for specific functions, such as a torque reduction.
  • a torque reduction parameter may therefore be defined which reduces the driver demanded torque. This may be used to reduce the torque demanded by the driver during a gear change, to enable a smooth gear change to take place.
  • FIG. 12 An engine control system modified according to an embodiment of the third invention is shown in Figure 12.
  • a throttle control arrangement in the form of "throttle control ECU” 48 is added and coupled to the vehicle communication network (which may be in the form of a CAN system for example).
  • FIG 13 An embodiment of the throttle control arrangement is shown in Figure 13. It is arranged to receive a torque demand input signal 52 responsive to torque demands from the driver and an acceleration input signal 50 responsive to the actual acceleration of the vehicle. In response, a torque reduction signal 54 is outputted by the control arrangement to the engine ECU via the vehicle communication network.
  • the control arrangement 48 stores an algorithm which calculates the required torque reduction when appropriate and outputs this onto the CAN bus to be inputted to and processed by the engine ECU 42.
  • An embodiment of such an algorithm is illustrated in Figure 10. The algorithm has an acceleration limiting branch and a torque filtering branch.
  • Figure 14 includes the following parameters:
  • Ki the gain on the integral part of the acceleration limiting branch of the algorithm
  • Kpl the gain on the proportional part of the acceleration limiting branch
  • Kp2 the gain on the proportional part of the torque filtering branch of the algorithm
  • Limit function - a fixed parameter which limits the amount by which the algorithm can reduce the torque
  • s - represents a parameter in accordance with the use of this symbol in Laplace transform technology.
  • the parameter "Max Accel” can be set by the user to specify the absolute maximum vehicle acceleration that will be permitted. This is compared with the actual acceleration of the vehicle by a comparator 60. The actual acceleration may be transmitted over a communication network of the vehicle to the throttle control arrangement. It forms the feedback element in a closed loop control system.
  • the comparator 60 will generate a positive error output. This output is reduced to 0 by an operator 62. If the actual acceleration is greater than Max Accel, the comparator 60 will generate a negative error output which is unmodified by operator 62. A gain is applied to this error by the proportional part 64 of the acceleration limiting branch. This branch also has an integral function 66, to reduce steady state errors to 0. The outputs of the proportional part and the integral part are combined in an adding operator 68.
  • the algorithm also includes a torque filtering branch to filter the torque requested from the driver. It receives a signal 70 indicative of the torque demanded by the driver from the vehicle communication system. This signal is fed to a comparator 72 and also via a proportional part 74. This operates to limit the frequency response of the torque applied to the engine with reference to filter time constant T. This serves to inhibit aggressive throttle input from the driver which may otherwise result in excessive fuel consumption.
  • the output of the proportional part 74 is combined with the demanded torque 70 at the comparator 72 and the result fed into the adding operator 68.
  • the output of the operator 68 is fed via a limit function 76 to cap the amount by which the algorithm can reduce the torque demanded from the engine.
  • a schematic diagram of a known fan drive arrangement is shown in Figure 15.
  • a pump 80 is driven directly from the engine by mechanical means such as a belt and pulley (not shown).
  • the pump is connected via hydraulic hoses 82 to a hydraulic fixed displacement motor 84.
  • the motor is then directly connected to a cooling fan 86.
  • Pump 80 is a variable swash plate hydraulic pump.
  • the angle of the swash plate on the pump is controlled by a fan control ECU 88.
  • This is in turn coupled to the vehicle communication network, which may be a CAN type of network for example. It may be integrated into the vehicle engine ECU.
  • the hydraulically driven fan 86 directs air through a heat exchanger to control the temperature of the engine and gearbox water or oil coolant.
  • Pistons 90 and 92 are able to slide in and out of their respective bores 94 and 96. Their outer ends are pivotally coupled to a swash plate 98. The swash plate is rotatable together with a drive shaft 100.
  • the required fan speed signal is fed to a PWM generator 108 which in turn outputs a control signal to the swash pump 80. This governs the swash plate angle of the pump which in turn determines the fan speed.
  • a feedback loop 110 adjusts the input signal to the PWM generator with respect to the actual fan speed. Alternatively the system may be driven "open loop", whereby the fan speed is not included in a feedback loop.
  • the fan control ECU aims to control the swash plate angle so as to maintain a constant fan speed with variable engine speed (for a given coolant temperature).
  • FIG. 19 A block diagram of a cooling fan control arrangement according to an embodiment of the fifth invention is shown in Figure 19. It includes a modified fan control ECU 102 configured to determine the required fan speed. It has a further input 112 for receiving a signal responsive to application of the brakes of the vehicle, when the fuel supply to the engine is cut. The controller 102 may also have a signal input 114 which is response to one or more current operating parameters of the engine. Controller 102 will drive the fan primarily under fuel cut conditions when the vehicle is braking. If the braking fuel cut events are not frequent enough to cool the engine sufficiently (as determined with reference to temperature input 106), then the controller will also operate to activate the fan during periods when the engine is operating in a predetermined efficient operating range.
  • the predetermined efficient operating range of the vehicle engine may be defined with reference to at least one parameter such as the engine speed, the torque generated by the engine, the fuel efficiency of the engine, and the like.
  • the efficient operating range may be a space mapped with reference to selected parameters within the controller 102.
  • FIG. 20 An algorithm to govern operation of the controller 102 in accordance with an embodiment of the fifth invention is shown in Figure 20.
  • Embodiments described above relate to a cooling fan driven by a pump via a hydraulic fixed displacement motor, but in other embodiments, the fan may be driven directly by an electric motor. In that case, the electric motor is controlled by the modified fan control ECU 102 is response to the control parameters discussed above.
  • hydraulic swash plate pump other types of pump may be employed. If a pump is used which is hydraulic, but without the variable capacity of a swash plate pump, the present concept may be implemented by including a bypass valve fitted in parallel with the motor 84, between the pressure and return sides of the system. The fan control ECU would then control the bypass valve (instead of the swash plate angle). Energising the valve would cause the hydraulic pump to circulate the fluid flow via the valve, stopping the motor 84.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Abstract

Systèmes de commande de véhicules permettant d'augmenter les économies de carburant de ces derniers par une utilisation plus efficaces desdits systèmes. Selon l'invention, un système d'arrivée d'air comprimé de véhicule, un système de commande d'alternateur, un système de commande de papillon des gaz, un système de commande de cycle opératoire de compresseur pneumatique et un système de commande de ventilateur sont conçus pour chercher à réduire la consommation de carburant du véhicule.
PCT/GB2014/052288 2013-07-26 2014-07-25 Économie d'énergie dans des véhicules WO2015011495A1 (fr)

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GB1313354.1A GB2519054A (en) 2013-07-26 2013-07-26 Energy saving in vehicles
GB1313354.1 2013-07-26

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GB2519054A (en) 2015-04-15

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