IPC분류정보
국가/구분 |
United States(US) Patent
등록
|
국제특허분류(IPC7판) |
|
출원번호 |
US-0129561
(2000-11-07)
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우선권정보 |
DE-0053767 (1999-11-09) |
국제출원번호 |
PCT/EP00/10972
(2000-11-07)
|
국제공개번호 |
WO01/34959
(2001-03-17)
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발명자
/ 주소 |
- Doelker, Armin
- Spaegele, Thomas
- Wehler, Klaus
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출원인 / 주소 |
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대리인 / 주소 |
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인용정보 |
피인용 횟수 :
7 인용 특허 :
5 |
초록
▼
A control system for protecting an internal combustion engine from overloading. The output of the internal combustion engine is adjusted with an output-determining signal according to an input signal which characterizes the desired output. According to the invention, a differential torque is calcula
A control system for protecting an internal combustion engine from overloading. The output of the internal combustion engine is adjusted with an output-determining signal according to an input signal which characterizes the desired output. According to the invention, a differential torque is calculated from the current motor torque and a maximum permissible motor torque. The differential torque in turn determines an authoritative second signal. A first signal that is determined from an input signal characterizing the desired output and the second signal are directed to a selector which selects the first or second signal as the signal that determines the output.
대표청구항
▼
1. A control system for protecting an internal combustion engine from overloading, the control system comprising: an input signal, wherein the control system computes an output-determining signal for setting an output of the engine as a function of the input signal, wherein the control system comput
1. A control system for protecting an internal combustion engine from overloading, the control system comprising: an input signal, wherein the control system computes an output-determining signal for setting an output of the engine as a function of the input signal, wherein the control system computes a differential torque from current engine torque and a maximum permissible engine torque, wherein the control system determines a first signal from the input signal, wherein the control system determines a second signal substantially by the differential torque, and wherein the control system sets one of the first signal and the second signal as the output-determining signal. 2. The control system as recited in claim 1, further comprising a selecting element that includes a minimum value selection, wherein the first signal is set as the output-determining signal if the first signal is less than or equal to the second signal, and the second signal is set as the output-determining signal if the second signal is less than the first signal. 3. The control system as recited in claim 2, further comprising a controller mode that is set to a first value via the selecting element if the first signal is dominant and is set to a second value if the second signal is dominant. 4. The control system as recited in claim 2, wherein the first signal is determined by a first controller from an engine speed, a speed differential and the second signal. 5. The control system as recited in claim 1, further comprising a function block, wherein the first signal is determined by the function block from an accelerator pedal value and additional input variables. 6. The control system as recited in claim 4, further comprising a second controller, wherein the second signal is also determined by the second controller from a controller mode and the first signal. 7. The control system as recited in claim 6, wherein the first signal is routed to the second controller. 8. The control system as recited in claim 6, wherein the second controller has an output that is routed to the first controller and the selecting element. 9. The control system as recited in claim 8, further comprising at least one of a time-delay element and a filter arranged in a signal path from the second controller to the first controller. 10. The control system as recited in claim 9, further comprising a modified second signal, which is derived by the at least one of the time-delay element and the filter from the second signal, and is an input variable of the first controller. 11. The control system as recited in claim 6, wherein the selecting element has an output that is directed to the second controller. 12. The control system according to claim 11, further comprising a time-delay element arranged in a signal path from the selecting element to the second controller. 13. The control system as recited in claim 12, further comprising a modified controller mode, which is determined by the time-delay element and represents an input value of the second controller. 14. The control system as recited in claim 13, wherein the second controller includes an integral-action controller calculating an integral-action component, and the second signal is calculated from the integral-action component. 15. The control system as recited in claim 14, wherein the integral-action component is set to the value of the first signal if the differential torque is greater than or equal to a third value one of the controller mode and the modified controller mode corresponds to the first value. 16. The control system as recited in claim 14, wherein the integral component is limited to the value of the first signal if the differential torque is smaller than at least one of a third value or one of the controller mode and the modified controller mode corresponds to the second value. 17. The control system as recited in claim 16, wherein, in the calculation of the integral-action component, an integral-action time is consid ered and the integral-action time is one of a constant and a function of an engine speed. 18. The control system as recited in claim 16, wherein the third value is calculated as a function of the maximum permissible engine torque. 19. The control system as recited in claim 16, wherein the third value is calculated as a function of engine speed. 20. The control system as recited in claim 14, wherein the second controller includes a proportional-action controller, which calculates a proportional component, and the second signal is calculated from the proportional component. 21. The control system as recited in claim 20, wherein the proportional component (ve 2 (P)) is calculated as a function of the differential torque (MK(Diff)) and a proportional-action coefficient (kp) (ve 2 (P)=f(MK(Diff), kp)). 22. The control system as recited in claim 21, wherein the proportional-action coefficient is at least one of constant, a function of at least the engine torque and a function of at least the differential torque. 23. The control system as recited in claim 21, wherein the proportional coefficient is a function of at least one of the second signal and the integral-action component. 24. The control system as recited in claim 6, wherein the first controller includes at least an integral-action controller, said integral-action controller calculating an integral-action component as a function of a first input signal, a second input signal and the speed differential. 25. The control system as recited in claim 24, wherein the second controller also has a first function block minimum value, a second function block minimum value and.engine characteristics maps. 26. The control system as recited in claim 25, wherein the first input signal is determined by the first function block minimum value from at least one of the second signal, the modified second signal and an engine-characteristics-map signal calculated by the engine characteristics maps. 27. The control system as recited in claim 26, wherein the engine-characteristic-map signal is calculated as a function of the engine speed and additional input values. 28. The control system as recited in claim 27, wherein the first signal is determined via the second function block minimum value from at least one of the engine-characteristic-map signal and at least from the integral-action component. 29. The control system as recited in claim 1, wherein the differential torque is calculated from measured input values by a mathematical model. 30. A method for protecting an internal combustion engine from overloading, the method comprising:setting engine output using an output-determining signal as a function of a desired output;calculating a differential torque from an engine torque and a maximum permissible engine torque;calculating a first signal from an input signal;calculating a second signal from the differential torque; andsetting one of the first and second signal as the output-determining signal. 31. The method as recited in claim 30, comprising:setting the first signal as the output-determining signal if the first signal is less than or equal to the second signal; andsetting the second signal as the output-determining signal if the second signal is less than the first signal. 32. The method as recited in claim 31, comprising:setting a controller mode to a first value using a selecting element containing a minimum value selection if the first signal is dominant; andsetting a controller mode to a second value using the selecting element if the second signal is dominant. 33. The method as recited in claim 30, comprising:determining the first signal via a first controller from an engine speed, a speed differential and the second signal. 34. The method as recited in claim 30, comprising:determining the first signal via a function block from an accelerator pedal value and additional input variables. 35. The method as recited in claim 33, comprisingdetermining the second signal via a second controlle r from a controller mode and the first signal. 36. The method as recited in claim 35, comprising:routing the first signal to the second controller. 37. The method as recited in claim 35, comprising:routing an output of the second controller to the first controller and the selecting element. 38. The method as recited in claim 37, comprising:arranging at least one of a time-delay element and a filter in a signal path from the second controller to the first controller. 39. The method as recited in claim 38, comprising:making a modified second signal, which is derived via at least one of the time-delay element and the filter from the second signal, an input variable of the first controller. 40. The method as recited in claim 35, comprising:directing an output of the selecting element to the second controller. 41. The method according to claim 40, comprising:arranging a time-delay element in the signal path from the selecting element to the second controller. 42. The method as recited in claim 41, comprising:making a modified controller mode, which is determined via the time-delay element, an input value of the second controller. 43. The method as recited in claim 42,wherein the second controller includes an integral-action controller calculating an integral-action component, and the second signal from the integral-action component. 44. The method as recited in claim 43, comprising:setting the integral-action component to the value of the first signal if the differential torque is greater than or equal to a third value, and setting one of the controller mode and the modified controller mode to the first value. 45. The method as recited in claim 43, comprising:limiting the integral-action component to the value of the first signal if the differential torque is smaller than a third value, and setting one of the controller mode and the modified controller mode to the second value. 46. The method as recited in claim 45,wherein in the calculation of the integral-action component, an integral-action time is considered and the integral-action time is one of a constant and a function of the engine speed. 47. The method as recited in claim 45, comprising:calculating the third value as a function of the maximum permissible engine torque. 48. The method as recited in claim 44, comprising:calculating the third value as a function of engine speed. 49. The method as recited in claim 43, comprising:configuring the second controller as a proportional-action controller, which calculates a proportional component, and calculating the second signal from the proportional component. 50. The method as recited in claim 49, comprising:calculating the proportional component as a function of the differential torque and a proportional-action coefficient. 51. The method as recited in claim 50,wherein the proportional-action coefficient is one of a constant, a function of at least the engine torque, and a function of at least the differential torque. 52. The method as recited in claim 50, comprising:calculating the proportional coefficient as a function of at least one of the second signal and the integral-action component. 53. The method as recited in claim 35, comprising:configuring the first controller as at least an integral-action controller that calculates an integral-action component as a function of a first input signal, a second input signal and the speed differential. 54. The method as recited in claim 53,wherein the second controller has a first function block minimum value, a second function block minimum value and engine characteristics maps. 55. The method as recited in claim 54, comprising:determining the first input signal via the first function block minimum value from one of the second signal and the modified second signal, and calculating an engine-characteristics-map signal via the engine characteristics maps. 56. The method as recited in claim 55, comprising:calculating the engine-characteristic-map signal as a function of the engine speed and additional input values. 57. The method as recited in claim 56, comprising:determining the first signal via the second function block minimum value from at least one of the engine-characteristic-map signal and the integral-action component. 58. The method as recited in claim 30, comprising:calculating the differential torque from measured input values via a mathematical model.
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