WO2015149227A1 - Système et procédé pour une commande d'accélération basée sur une charge - Google Patents

Système et procédé pour une commande d'accélération basée sur une charge Download PDF

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Publication number
WO2015149227A1
WO2015149227A1 PCT/CN2014/074411 CN2014074411W WO2015149227A1 WO 2015149227 A1 WO2015149227 A1 WO 2015149227A1 CN 2014074411 W CN2014074411 W CN 2014074411W WO 2015149227 A1 WO2015149227 A1 WO 2015149227A1
Authority
WO
WIPO (PCT)
Prior art keywords
acceleration demand
input
acceleration
limit
operating mode
Prior art date
Application number
PCT/CN2014/074411
Other languages
English (en)
Inventor
Pan WANG
Roger S. ZHANG
Joey WANG
Keyi SHU
Original Assignee
Cummins, Inc.
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 Cummins, Inc. filed Critical Cummins, Inc.
Priority to PCT/CN2014/074411 priority Critical patent/WO2015149227A1/fr
Publication of WO2015149227A1 publication Critical patent/WO2015149227A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
    • F02D11/105—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the function converting demand to actuation, e.g. a map indicating relations between an accelerator pedal position and throttle valve opening or target engine torque
    • 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
    • F02D41/10—Introducing corrections for particular operating conditions for acceleration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/18—Control of the engine output torque
    • F02D2250/26—Control of the engine output torque by applying a torque limit

Definitions

  • the present invention relates generally to the field of control systems for internal combustion engines, and more particularly to control systems for internal combustion engines including load-based acceleration control.
  • IC engines Internal combustion (IC) engines generate power necessary to propel a vehicle and/or to power auxiliary loads.
  • An IC engine's power output is a function of its torque multiplied by its engine speed.
  • Torque performance is typically illustrated by a torque curve, which is a plot of an engine's maximum load (e.g., torque) capacity across a range of engine speeds. For every engine speed, there is a maximum torque capacity.
  • IC engine performance, fuel efficiency, and emissions are optimized when engine torque requirements are matched to specific engine speeds. Thus, as torque demands change, it is desirable to control engine speed to the most efficient speeds for particular torque demands.
  • One embodiment relates to a method of controlling acceleration of an internal combustion engine.
  • the method includes receiving an engine speed input and a load parameter input.
  • the method also includes determining a requested acceleration demand and determining an acceleration demand limit based on the engine speed and the load parameter.
  • the method includes limiting the requested acceleration demand to the acceleration demand limit if the requested acceleration demand exceeds the acceleration demand limit.
  • the system includes a vehicle including an internal combustion engine and a transmission, and a processor coupled to the internal combustion engine and to the transmission.
  • the processor is configured to receive an engine speed input and a load parameter input.
  • the processor is also configured to determine a requested acceleration demand and to determine an acceleration demand limit based on the engine speed input and the load parameter input.
  • the processor is configured to limit the requested acceleration demand to the acceleration demand limit if the requested acceleration demand exceeds the acceleration demand limit.
  • Still another embodiment relates to a tangible, non-transitory computer-readable storage medium having machine instructions stored therein, the instructions being executable by a processor to cause the processor to receive an engine speed input and a load parameter input.
  • the instructions also cause the processor to determine a requested acceleration demand and to determine an acceleration demand limit based on the engine speed input and the load parameter input.
  • the instructions also cause the processor to limit the requested acceleration demand to the acceleration demand limit if the requested acceleration demand exceeds the acceleration demand limit.
  • FIG. 1 is a block diagram of a vehicle capable of load-based acceleration control according to an example embodiment of the present disclosure.
  • FIG. 2 is a flow diagram of a method of load-based acceleration control according to example embodiments of the present disclosure.
  • FIG. 3 is a block diagram of a load-based acceleration control module configured to determine an acceleration demand limit according to an example embodiment of the present disclosure.
  • FIG. 4 is a block diagram of a load-based acceleration control module according to an example embodiment of the present disclosure.
  • an internal combustion (IC) engine generates torque to propel the vehicle and/or to power auxiliary loads.
  • IC internal combustion
  • an operator adjusts an accelerator pedal or throttle lever to directly demand a particular torque from the engine.
  • other vehicle systems may independently demand additional torque from the engine.
  • heavy-duty equipment such as trucks, tractors, construction equipment and the like may include auxiliary loads such as power take-offs (PTOs) and pumps that demand additional torque from the engine.
  • PTOs power take-offs
  • other engine-powered devices e.g., air-conditioner compressors, alternators, servo pumps, etc.
  • air-conditioner compressors e.g., air-conditioner compressors, alternators, servo pumps, etc.
  • Torque demand during vehicle operation can be highly variable based on variable loads applied to the engine.
  • a loader performing a digging operation experiences significant variations in load and, therefore, the loader's engine experiences significantly variable torque demand.
  • torque demand increases sharply as the loader positions a tool (e.g., a bucket) to engage a load (e.g., earth), and decreases sharply when the loader dumps the load.
  • An engine must accelerate or decelerate engine speed to reach a desired engine speed that is different from its current speed.
  • Engine acceleration refers to a rate of change of engine speed, which is typically expressed in terms of revolutions per minute per second (i.e., RPM/s). Colloquially, engine acceleration is commonly referred to as "Ndot.”
  • the variable n is commonly used to represent engine speed, therefore "Ndot" represents the time derivative of engine speed, i.e., engine acceleration.
  • Engine acceleration has been found to have a significant influence on an engine's fuel efficiency and exhaust emissions performance.
  • high engine acceleration rates such as those experienced during free acceleration (e.g., wide-open throttle) contribute significantly to overall fuel consumption and to the formation of diesel particulate matter (e.g., soot or "black smoke").
  • the present disclosure provides systems and methods for controlling an IC engine based on engine acceleration.
  • the present disclosure provides systems and methods of load-based acceleration control of an IC engine.
  • improved fuel efficiency may be realized when engine acceleration is limited (e.g., to 200 RPM/s) without any appreciable changes to operational efficiency.
  • load-based acceleration control reduced exhaust emissions to the extent that load-based acceleration control may be utilized instead of oxygen/fuel control (OFC) to control free acceleration smoke for engine platforms that do not include a temperature manifold absolute pressure (TMAP) sensor.
  • OFC oxygen/fuel control
  • TMAP temperature manifold absolute pressure
  • Engine acceleration control involves a trade-off between engine responsiveness (e.g., transient response) versus fuel efficiency and emissions.
  • engine responsiveness e.g., transient response
  • stricter engine acceleration limits result in improved fuel efficiency and emissions, but result in diminished responsiveness.
  • operators place different priorities on fuel efficiency, emissions, and responsiveness depending on particular applications and/or operating conditions. For example, an operator driving a long distance on a highway may select an "economy" mode to place a high priority on fuel efficiency and emissions and a low priority on responsiveness.
  • a heavy-equipment operator may select a "power" mode to place a high priority on responsiveness and a low priority on fuel efficiency and emissions.
  • the present disclosure provides systems and methods for load-based acceleration control of an IC engine including optimizations based on priorities associated with particular applications.
  • FIG. 1 a block diagram of a vehicle 100 capable of load-based acceleration control is illustrated according to an example embodiment of the present disclosure.
  • the vehicle 100 includes a powertrain 102, numerous vehicle sensors 104, and an electronic control system 106.
  • the powertrain 102 includes an IC engine 108 operatively coupled to a transmission 110.
  • the IC engine 108 can be powered by any of several different types of fuel, such as gasoline, diesel, or natural gas, among others.
  • the transmission 110 includes a plurality of gears through which torque is transferred from the IC engine 108 to satisfy various torque demands 112. In other embodiments, the transmission 110 is a continuously variable transmission.
  • torque demands 112 can include propulsion torque demands 114, auxiliary load torque demands 116, and/or other torque demands 118.
  • the electronic control system 106 is operatively coupled to the powertrain 102 and to the vehicle sensors 104 via a bus, such as a Communications Area Network (CAN) bus 120.
  • the electronic control system 106 receives signals (e.g., vehicle parameter inputs) from the vehicle sensors 104, which can include hundreds of sensors that measure a wide range of vehicle operating parameters and operator inputs 122 (e.g., accelerator position, operating mode selection, etc.).
  • the electronic control system 106 analyzes the signals received from the vehicle sensors 104 and outputs control signals to control various aspects of the powertrain 102 and other vehicle components.
  • the electronic control system 106 includes various control modules such as an Engine Control Module (ECM) 124, a Transmission Control Module (TCM) 126, and/or other control modules 128, such as a body control module, a telematics control module, and the like.
  • the electronic control system 106 also includes a load-based acceleration control (LBAC) module 130.
  • LBAC load-based acceleration control
  • the LBAC module 130 is incorporated into the ECM 124; however, in other example embodiments, the LBAC module 130 is a stand-alone module or is incorporated in other control modules, such as the TCM 126.
  • certain control modules are integrated into a single module.
  • the ECM 124 and TCM 126 are integrated into a Powertrain Control Module (PCM).
  • PCM Powertrain Control Module
  • the ECM 124, the TCM 126, the other control modules 128, and the LBAC module 130 are in operative communication with each other via the CAN bus 120.
  • the electronic control system 106, including the ECM 124, the TCM 126, and the LB AC module 130 provide systems and methods for load-based acceleration control of the IC engine 108.
  • the load-based acceleration control includes further optimizations based on external factors (e.g., altitude and/or temperature) and/or based on priorities associated with particular applications.
  • FIG. 2 a flow diagram of a method 200 of load-based
  • the method 200 can be performed, for example, by the electronic control system 106 or, more specifically, by the LB AC module 130 of FIG. 1. For clarity and brevity, the method 200 will be explained with respect to the LBAC module 130 of FIG. 1. However, the method can be performed by the electronic control system 106 in general or, more specifically by the ECM 124, the TCM 126, the other control modules 128, the LBAC module 130, or any combination thereof.
  • the LBAC module 130 receives input signals (e.g., vehicle parameter inputs).
  • the input signals can be received over the CAN bus 120 or directly from other devices.
  • the input signals can include the torque demands 112 and speed of the IC engine 108, other inputs from the vehicle sensors 104 (e.g., compressor inlet density, coolant temperature, etc.), and/or operator inputs 122 (e.g., accelerator position, operating mode, etc.), among others.
  • the LBAC module 130 determines a requested acceleration demand. To do so, the LBAC module 130 determines a total torque (i.e., load) demand 112 on the IC engine 108, and determines an optimal engine speed to produce that torque demand 112. The LBAC module 130 then compares the current engine speed to the optimal engine speed and calculates a requested acceleration demand to cause the engine to reach the optimal engine speed.
  • a total torque (i.e., load) demand 112 on the IC engine 108 determines an optimal engine speed to produce that torque demand 112.
  • the LBAC module 130 then compares the current engine speed to the optimal engine speed and calculates a requested acceleration demand to cause the engine to reach the optimal engine speed.
  • the LBAC module 130 determines an acceleration demand limit. To do so, the LBAC module 130 analyzes the current engine speed and a load parameter based on the current total torque (i.e., load) demand 112.
  • the load parameter is a percentage of the maximum load capacity of the engine at the current engine speed (i.e., percent load at current speed). However, in other example embodiments, the load parameter may simply be load or any parameter relating to load.
  • the LBAC module 130 determines an acceleration demand limit based on the current engine speed and the load parameter. In an example embodiment, the LBAC module 130 accesses look-up tables that specify optimal acceleration demand limits based on particular engine speeds and load parameters.
  • the LBAC module 130 includes a plurality of look-up tables, each corresponding to priorities associated with particular operating modes. For example, an "economy" mode may have stricter acceleration demand limits than a "power" mode.
  • the operating mode is selected by an operator (e.g., via the operator inputs 122 of FIG. 1). However, in other example embodiments, the electronic control system 106 (via, e.g., the ECM 124) automatically determines the operating mode based on vehicle operating parameters (via, e.g., the vehicle sensors 104).
  • the LBAC module 130 adjusts the acceleration demand limit based on external factors such as altitude and temperature. For example, an altitude adjustment may be made based on a compressor inlet density measurement value. In another example, temperature adjustments may be made based on an engine coolant temperature measurement value. In these examples, the LBAC module 130 compares such measurement values to respective look-up tables to determine a gain multiplier that is then applied to the acceleration demand limit to adjust its value based on those external factors.
  • the LBAC module 130 determines if the requested acceleration demand of block 204 exceeds the acceleration demand limit of block 206. If the result of block 208 is "yes,” at block 210, the LBAC module 130 outputs a control signal (via, e.g., the ECM 124 of FIG. 1) to cause the IC engine 108 to accelerate at the acceleration demand limit of block 206. If the result of block 208 is "no,” at block 212, the LBAC module 130 outputs a control signal (via, e.g., the ECM 124 of FIG. l)to cause the IC engine 108 to accelerate at the requested acceleration demand of block 204.
  • the method 200 of load-based acceleration control repeats at block 202 at the next instant.
  • FIG. 3 a block diagram of an example LBAC module 300 (e.g., the
  • the LBAC module 300 includes LBAC enable conditions 302, which indicate whether or not to enable LBAC.
  • the LBAC enable conditions 302 are determined based on an operator input (e.g., the operator inputs 122 of FIG. 1).
  • the LB AC enable conditions 302 are determined automatically based on vehicle operating parameters (via, e.g., the vehicle sensors 104 of FIG. 1).
  • the LB AC module 300 analyzes the current engine speed 304 and a load parameter 306 (e.g., percent load at current speed) according to look-up tables 308 to determine a base engine acceleration limit 310.
  • the LBAC module 300 determines which of a plurality of look-up tables 300 to analyze based on an operating mode 312.
  • An example embodiment includes a "standard” mode, an "economy” mode, and a "power” mode.
  • the look-up tables 308 for each of the operating modes 312 are specific to each respective operating mode 312 based on responsiveness priorities associated with each respective operating mode 312.
  • the operating mode 312 is selected by an operator (e.g., via the operator inputs 122 of FIG. 1). However, in other example embodiments, the electronic control system 106 (e.g., via the ECM 124) automatically determines the operating mode 312 based on vehicle operating parameters (e.g., via the vehicle sensors 104).
  • the LBAC module 300 adjusts the acceleration demand limit based on external factors. For example, an altitude adjustment 314 gain multiplier and/or a temperature adjustment 316 gain multiplier can be applied to the base engine acceleration limit 310 to determine an adjusted acceleration demand limit 318.
  • the LBAC module 300 outputs the base acceleration demand limit 310 or the adjusted acceleration demand limit 318 to an ECM (e.g., the ECM 124 of FIG. 1), which limits engine acceleration to the base acceleration demand limit 310 or the adjusted accelerated demand limit 318.
  • ECM e.g., the ECM 124 of FIG.
  • the LBAC module 400 receives vehicle operating parameters 402, which can include signals from vehicle sensors (e.g., the vehicle sensors 104 of FIG. 1) and/or from other components of the electronic control system (e.g., the electronic control system 106 of FIG. 1).
  • vehicle operating parameters 402 include engine speed 404, a load parameter 406, coolant temperature 408, and/or compressor inlet density 410.
  • a lead/lag compensator 412 receives the engine speed 404 and the load parameter 406. The lead/lag compensator 412 is implemented to account for potential driveline oscillation and to improve the transient response, stability, and steady-state error of the LB AC module 400.
  • the LBAC module 400 includes an engine speed and load adjust sub-module 414.
  • the engine speed and load adjust sub-module receives as inputs the engine speed 404 and the load parameter 406 from the lead/lag compensator 412, and analyzes those values with respect to an Ndot table 416 to determine a baseline engine acceleration demand (e.g., Ndot) limit 418.
  • a baseline engine acceleration demand e.g., Ndot
  • the LBAC module 400 also includes a coolant temperature adjust sub-module 420 and/or an altitude adjust sub-module 422.
  • the coolant temperature adjust sub-module 420 analyzes the coolant temperature 408 with respect to a temperature gain table 424 to determine a temperature gain multiplier 426.
  • the altitude adjust sub-module 422 analyzes the compressor inlet density 410 with respect to an altitude gain table 428 to determine an altitude gain multiplier 430.
  • the temperature gain multiplier 426 and the altitude gain multiplier 430 are applied to the baseline engine acceleration demand limit 408 at the junction 432 to produce an adjusted engine
  • the LBAC module 400 outputs the baseline engine acceleration demand limit 418 or the adjusted engine acceleration demand limit 434 to an ECM (e.g., the ECM 124 of FIG. 1), which limits engine acceleration to the base acceleration demand limit 418 or the adjusted accelerated demand limit 434.
  • ECM e.g., the ECM 124 of FIG. 1
  • the LBAC module forms a processing system or subsystem that includes one or more computing devices having memory, processing, and communication hardware.
  • the LB AC module may be a single device or a distributed device, and the functions of the processor may be performed by hardware and/or as computer instructions on a non-transient computer (or machine) readable storage medium.
  • Such computer- readable media can be any available media that can be accessed by a general purpose or special purpose computer or other machine with a processor.
  • such computer-readable media can comprise RAM, ROM, EPROM, EEPROM, CD-ROM or other optical disk storage, magnetic disk storage or other magnetic storage devices, or any other medium which can be used to carry or store desired program code in the form of machine-executable instructions or data structures and which can be accessed by a general purpose or special purpose computer or other machine with a processor.
  • the LBAC module includes one or more modules structured to functionally execute the operations described herein. The description herein including the components of the LBAC module emphasizes the structural independence of the aspects of the LBAC module, and illustrates one grouping of operations and responsibilities of the LBAC module. Other groupings that execute similar overall operations are understood within the scope of the present application. Modules may be implemented in hardware and/or as computer instructions on a non-transient computer readable storage medium, and modules may be distributed across various hardware or computer based components.
  • Example and non-limiting module implementation elements include sensor (e.g., sensors 110) providing any value determined herein, sensors providing any value that is a precursor to a value determined herein, datalink and/or network hardware including communication chips, oscillating crystals, communication links, cables, twisted pair wiring, coaxial wiring, shielded wiring, transmitters, receivers, and/or transceivers, logic circuits, hard-wired logic circuits, reconfigurable logic circuits in a particular non-transient state configured according to the module specification, any actuator including at least an electrical, hydraulic, or pneumatic actuator, a solenoid, an op-amp, analog control elements (springs, filters, integrators, adders, dividers, gain elements), and/or digital control elements.
  • sensor e.g., sensors 110
  • sensors providing any value that is a precursor to a value determined herein
  • datalink and/or network hardware including communication chips, oscillating crystals, communication links, cables, twisted pair wiring, coaxial wiring, shielded wiring, transmitters

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

Abstract

L'invention porte sur un procédé de commande d'accélération d'un moteur à combustion interne (108). Le procédé met en œuvre la réception d'une entrée de vitesse de moteur (304) et une d'entrée de paramètre de charge (308). Le procédé met également en œuvre la détermination d'une demande d'accélération demandée et la détermination d'une limite de demande d'accélération (310) sur la base de l'entrée de vitesse de moteur (304) et de l'entrée de paramètre de charge (306). De plus, le procédé met en œuvre la limitation de la demande d'accélération demandée à la limite de demande d'accélération (310) si la demande d'accélération demandée dépasse une limite de demande d'accélération (310).
PCT/CN2014/074411 2014-03-31 2014-03-31 Système et procédé pour une commande d'accélération basée sur une charge WO2015149227A1 (fr)

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Application Number Priority Date Filing Date Title
PCT/CN2014/074411 WO2015149227A1 (fr) 2014-03-31 2014-03-31 Système et procédé pour une commande d'accélération basée sur une charge

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PCT/CN2014/074411 WO2015149227A1 (fr) 2014-03-31 2014-03-31 Système et procédé pour une commande d'accélération basée sur une charge

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Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112228232A (zh) * 2020-10-16 2021-01-15 潍柴动力股份有限公司 一种车辆发动机的运行控制方法及装置
CN114258458A (zh) * 2019-08-07 2022-03-29 卡特彼勒公司 基于检测到的机械负载要求来控制机械的发动机
US20240141842A1 (en) * 2022-09-14 2024-05-02 Cummins Power Generation Inc. Dual fuel engine system and method for controlling dual fuel engine system

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CN102235252A (zh) * 2010-05-06 2011-11-09 通用汽车环球科技运作有限责任公司 用于根据系统能量减小动力系扰动的系统和方法
JP2012011935A (ja) * 2010-07-02 2012-01-19 Advics Co Ltd 車両の制御装置及び車両の制御方法
DE102011120570A1 (de) * 2010-12-13 2012-06-14 GM Global Technology Operations LLC Drehmomentsteuersystem und -verfahren für Beschleunigungsänderungen
EP2568148A1 (fr) * 2010-05-07 2013-03-13 Komatsu Ltd. Véhicule utilitaire et procédé de commande d'un véhicule uilitaire
US20130096808A1 (en) * 2011-10-12 2013-04-18 Ford Global Technologies, Llc Method for controlling an engine for a motor vehicle

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Publication number Priority date Publication date Assignee Title
CN102235252A (zh) * 2010-05-06 2011-11-09 通用汽车环球科技运作有限责任公司 用于根据系统能量减小动力系扰动的系统和方法
EP2568148A1 (fr) * 2010-05-07 2013-03-13 Komatsu Ltd. Véhicule utilitaire et procédé de commande d'un véhicule uilitaire
JP2012011935A (ja) * 2010-07-02 2012-01-19 Advics Co Ltd 車両の制御装置及び車両の制御方法
DE102011120570A1 (de) * 2010-12-13 2012-06-14 GM Global Technology Operations LLC Drehmomentsteuersystem und -verfahren für Beschleunigungsänderungen
US20130096808A1 (en) * 2011-10-12 2013-04-18 Ford Global Technologies, Llc Method for controlling an engine for a motor vehicle

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114258458A (zh) * 2019-08-07 2022-03-29 卡特彼勒公司 基于检测到的机械负载要求来控制机械的发动机
CN114258458B (zh) * 2019-08-07 2024-05-03 卡特彼勒公司 基于检测到的机械负载要求来控制机械的发动机
CN112228232A (zh) * 2020-10-16 2021-01-15 潍柴动力股份有限公司 一种车辆发动机的运行控制方法及装置
CN112228232B (zh) * 2020-10-16 2023-03-21 潍柴动力股份有限公司 一种车辆发动机的运行控制方法及装置
US20240141842A1 (en) * 2022-09-14 2024-05-02 Cummins Power Generation Inc. Dual fuel engine system and method for controlling dual fuel engine system

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