Vehicle control instrument

FIELD: automotive industry.

SUBSTANCE: invention relates to automotive control instrumentation. Proposed control instrument controls the device incorporated with the vehicle to generate setting for vehicle device, control the latter using said setting and settle conflicts between several settings for one device. In the case of conflict, at least one of two settings is expressed in units other than those of another setting. Control instrument converts physical magnitudes of settings to unify units. Prior to converting physical magnitude of setting, the latter is memorised by control instrument. Conflict settled and setting required inverse conversion of physical magnitude, control instrument outputs memorised setting to make a device setting. Said device can made a vehicle traction force source. In setting generation, first and second settings are generated. First setting is base don driver manipulations (S100). Second setting is not based on driver manipulations. When engine makes the vehicle traction force source, first setting "a" is expressed in torque units (S200). Second setting "A" is expressed in traction force units (S400). On converting physical magnitudes, conversion into units of traction forces (S500) is carried out. First setting "a" (S300) is memorised. If first setting is selected after conflict settling (no S600), memorised first setting "a" (S900) is set for the engine.

EFFECT: better vehicle controllability.

3 cl, 3 dwg

 

The technical field

The present invention relates to a control device for a vehicle containing a power drive having an engine and an automatic transmission, and, in particular, to the control device for a vehicle, which is designed with the ability to control the traction force so that the output appeared traction force, the corresponding request from the driver.

The level of technology

As for the vehicle equipped with the engine and configured to control a torque of the engine and automatic transmission regardless of manipulation of the accelerator pedal by the driver, there is the concept of "traction control", according to which, based on the amount of displacement of the accelerator pedal by the driver, driving conditions, etc. expect positive or negative setpoint torque, which is being implemented through the engine torque and gear ratio of the automatic transmission. Such control circuits are called "traction on demand".

The control unit engine in the scheme of "traction on demand calculates the setpoint torque on the basis of the magnitude of the displacement of the accelerator pedal, engine speed and external load, and controls the amount of injected topliva quantity supplied to the engine air.

In this control unit engine running on a "traction on demand", in practice the torque losses, such as friction torque, which is lost in the engine or in the transmission system, when calculating the setpoint requested torque are taken into account in addition to the requested output torque. To implement the calculated setpoint generated by the torque control quantity of fuel to be injected and supplied air.

In the device management engine running on a "traction on demand, engine torque, which is a physical quantity directly involved in the operation of the vehicle is used as a reference (or reference) value for the control. This improves handling, for example, provides a constant feeling of control over the vehicle.

Publication laid patent application of Japan No. 2005-178626 disclosed integrated control system of the vehicle, which improves trouble-free operation of such a device controlling the motor based on "traction on demand". Integrated management system the vehicle contains many control units that control the movement of the vehicle on the basis of the request is, coming in the form of manipulation of the accelerator pedal, and a processing unit generating information to be used in the respective control units to prevent operation of the vehicle, on the basis of the position information of the vehicle, and feed this generated information to each control unit. Each control unit includes a sensor means for determining the request to work at least one control unit and a computing means for calculating information associated with the setpoint of the controlled parameter to manipulate the actuating mechanism associated with each unit using at least one of the information generated by the processing device, and the received request.

In such an integrated system of vehicle control many control units includes, for example, the control unit of the traction force, the control unit of the brake system and the control unit steering system. The control unit of the traction force by using the sensor perceives the manipulation of the accelerator pedal, which is the request coming from the driver, to generate the setpoint of the controlled parameter corresponding to manipulation of the accelerator pedal based on the underlying model of driver behaviour when the conversation is not, resulting management tool controls power transmission, which is the Executive mechanism. The control unit of the brake system through the sensor perceives the manipulation of the brake pedal, which is the request from the driver, to generate the setpoint of the controlled parameter, in this case, the brake system corresponding to the manipulation of the brake pedal, using a basic model of driver behaviour under braking, causing the control unit controls the braking device, which is the Executive mechanism. The control unit steering system through the sensor perceives the manipulation of the steering wheel, which is the request from the driver, to generate the setpoint of the controlled parameter, in this case, the steering system corresponding to manipulation of the steering wheel, using a basic model of driver behaviour when taxiing, causing the control unit controls the steering system, which is the Executive mechanism. This integrated control system of a vehicle includes a processing unit that operates in parallel to the control unit of the traction force, the control unit of the brake system and the control unit steering system that work offline. For example, the processing unit generates 1) information kotorayaraspolagaetsya appropriate governing means, on the basis of information about the environment around the vehicle or information about the driver and supplies the generated information to respective control units, 2) the information used by the respective governing means for a vehicle implementing a predetermined behavior, and supplies the generated information to respective control units, and 3) the information used by the respective governing means, based on the current dynamic state of the vehicle, and supplies the generated information to respective control units. Each control unit determines whether or not to consider such obtained from the manufacturing device information along with the request from the driver, in the motion control of the vehicle, and, if to consider, to what extent. Each control unit also adjusts the setpoint of the controlled parameter and passes this information to the appropriate control units. Since each control unit operates autonomously, power transmission, braking device and the steering device is ultimately controlled by the respective control units based on the target setpoint traction, the final setpoint braking and the final setpoint steering Russ is itivity on the basis of information about the manipulation of the driver, which is perceived by the sensor unit, the information processing device and information transmitted by the respective governing units. Thus, the control unit traction controls the "drive", which is the main operation of the vehicle, the control unit of the brake system controls the operation "stop", and the control unit steering system controls the "bends", all of which operate independently from each other. The processing unit is combined with these control units so that the traction force, the corresponding environmental conditions, support control actions of the driver and control the dynamic behavior of the vehicle could be carried out automatically and in parallel. Accordingly, implemented decentralised management without the main control unit, which is located at a higher level in the hierarchy of control devices, thus increasing the reliability of the system. In addition, thanks are offline, you can improve each of the control units and each processing device. If you want to add a new feature support management, it can be implemented simply by adding a new processing device or modifying an existing processing unit. In the n the basis of integrated management, without implementing the whole system of control of the vehicle, for example, in one main electronic control unit (ECU), as this is done in known systems, you can create more resilient to failure of the integrated management system of the vehicle, can be easily adapted to add control features of the vehicle. In addition, as such a processing device installed in the device that generates the information used in each control unit to prevent nuisance tripping of the vehicle and supplied to each control unit. For example, when the vehicle is parked in a free Parking space, information is generated that risk if sudden acceleration/deceleration "high", which is supplied to each control unit. With this information, each control unit controls the traction system, brake system and steering system to prevent sudden alarm. Thus, it is possible to create an integrated system of control of the vehicle, is able to avoid unintended sudden acceleration/deceleration.

In integrated management system described in the above publication No. 2005-178626, resolves the conflict between the requested traction force (setpoint tagamolila) system manipulation the calculated position of the accelerator pedal, which manipulates the driver, and requested traction force (setpoint traction) system support driving, such as cruise control to generate command a certain value for the control actuator, managing engine, which is the source of tractive effort or actuator, managing gear ratio of the transmission.

The conflict between the two setpoints (required value) of the corresponding system must be solved with the use of physical quantities expressed in the same uniform units (dimensions), such as acceleration, traction, torque, etc. Such conflict can lead to an arithmetic error or decrease the number of significant digits, which are called by the transformation and the inverse transformation when the amount to translate in the original unit values. Thus, you may experience the difference with the original requested amount. More specifically, when requested by the manipulation system torque, i.e. the original setpoint torque of the engine, is in conflict with setpoint traction from the support system driving the original setpoint engine torque must re is to read in the setpoint traction system manipulation. The resolution of the conflict between the recalculated setpoint traction system manipulation and setpoint traction from the support system is driving without the need for further conversion. If the selected setpoint traction system manipulation, this obtained value setpoint traction system manipulation is subjected to inverse transformation for the calculation of the setpoint engine torque from a system of manipulation. This setpoint engine torque from a system of manipulation calculated by the reverse transformation, is used to control the actuator motor control (for example, an electric motor throttle control). In this case concern the low accuracy of a setpoint value of the torque of the engine system manipulation, obtained by reverse transformation and actually used for motor control, in comparison with the original value of the setpoint engine torque from a system of manipulation. There is a problem, which consists in the fact that the transform in units of traction and the inverse transform in units of torque can lead to an arithmetic error or decrease the number of significant digits that the led is no error in the originally requested torque of the engine.

However, in the above-mentioned publication No. 2005-178626 not specified solutions to this problem.

Brief description of the invention

The present invention is directed to solving the above problem, and its objective is the creation of a management device for a vehicle, performing arithmetic processing, which realizes accurate processing system, where there are setpoint, expressed in many physical units, without making arithmetic errors transformation and inverse transformation, even when the conversion is done for the unification of physical units to resolve the conflict between the settings.

The management device according to the present invention controls a device built into a vehicle. The control unit generates the setpoint for the device and resolves the conflict between at least two settings for one device to set the setpoint for the same device. At least one of the at least two settings are expressed in physical units, which differs from the physical quantities of the other setpoint. The control device controls one device based on the set point. When the resolution of the conflict between the setpoints, the control unit performs the conversion of the physical setting value for the unification of physical units, remembers the Charter shall have to convert physical quantities and sets the stored setpoint as the setpoint for a single device when the result of the dispute resolution selected setpoint, requiring the inverse transform physical quantities.

According to the present invention, for example, when there are two settings for a single device is in the process of conflict resolution through the unification of the physical units of the settings, then on the basis of their size choose one of them. If the units are not uniform, carry out the transformation of physical quantities units to units were unified. At this stage setpoint remember to convert its physical size. In the conflict resolution when converted setpoint is subjected to inverse transformation to return it to its original physical size is used, the setpoint entered into the memory. This avoids specify a setpoint value which is deviated from the value of the initial set point due to the transformation and inverse transformation. More specifically, arithmetic operations when converting physical quantities can cause errors or reduction of significant digits. Arithmetic during the reverse transformation, which is performed after the conflict, when a value is selected, the physical quantity which has been subjected to conversion, and back when you need to convert is the physical value (when the value set for one device should be determined by the initial physical size), can also lead to an arithmetic error or fewer significant digits. Thus, the setting affected by the transformation and inverse transformation differs from the initial value true setting. On the other hand, since the control device for a single device sets memorized (i.e., not subjected to transformation or inverse transformation) is the setpoint that is set to the initial setting (the true value. As a result, you can create a control device for a vehicle performing exact arithmetic processing system, where there are setting in different physical units, without making arithmetic errors transformation and inverse transformation, even if conversion is performed for the unification of units to resolve the conflict between the settings.

Preferably, one device is the source of tractive effort of the vehicle. When generating setpoints generated first set point, based on the manipulation of the driver of the vehicle, and a second setting based on the manipulation of the driver. The first setpoint and the second setpoint is expressed in different physical units.

According to the present invention, for example, the setpoint source for traction (only the engine, only the transmission or on the " and / or transmission) of the vehicle is set to the first value, based on the manipulation of the driver, and the second set based on the manipulation of the driver (for example, based on the support system of driving, such as cruise control). In this case, the output torque is converted into units of traction force to resolve the conflict. The conflict is resolved between the first setpoint, the unit of measurement which are aligned with the unit tractive effort and the second setpoint. When you select the first point, as the setpoint source for traction value of the first setpoint before the conversion. Because as the setpoint no value is affected by the transformation and reverse transformation, you can specify the exact set point.

Further preferably, the source of the traction engine. The first set point is expressed in units of torque. The second setpoint in units of traction. For the unification of units is the conversion of physical quantities in units of traction. When memorizing remembered the first setpoint. When conflict resolution is selected, the first setpoint, the setpoint for the engine is set to the memorized first set.

According to the present invention, the first setpoint for the engine based on the manipulation of the driver is specified in units of torque is, and a second setting based on the manipulation of the driver is specified in units of traction. In this case, to resolve the conflict first setpoint is converted into units of traction. The conflict is resolved between the first setpoint, converted to units of traction, and the second setpoint. When you select the first point, as the setpoint source for traction value of the first setpoint before the conversion. Since undergone transformation and reverse transformation value as the setpoint is not set, you can specify the exact set point.

Brief description of drawings

Figure 1 is a General block diagram of the control system traction on request, which uses a control device according to the present invention.

Figure 2 is a conceptual view of the area of conflict resolution that is different from the area of conflict resolution with 1.

Figure 3 - chart of the sequence of actions illustrating a control structure of a program conflict resolution for traction.

The best ways of carrying out the invention

What follows is a description of a variant of implementation of the present invention with reference to the accompanying drawings. Identical elements are denoted by the same reference position. Their names and functions are also identical. The investigator is about, their detailed description is not repeated.

Figure 1 shows the General block diagram of a system 1000, vehicle controls, traction control. It should be noted that the braking system, steering system, suspension system, etc. are not shown.

System 1000 of control of the vehicle consists of a plot 1100 of perception manipulation of the accelerator module 1200 of the drive power transmission, Manager 1400 power transmission, plot 1600 engine management and land 1700 electronic control automatic transmission.

Plot 1100 perception of manipulation of the accelerator determines the position of the accelerator pedal, which is the most common device by which the driver sets the setpoint engine torque. Here, the detected position of the accelerator pedal (hereinafter called "the position of the accelerator") is displayed in the module 1200 of the drive power transmission.

Module 1200 of the drive power transmission module contains 1200 driver and plot 1220 conflict resolution. On the basis of the position of the accelerator, as defined by section 1100 of the perception of manipulation of the accelerator, on the basis of the maps and functions of the calculated reference position of the throttle of the engine. Such maps and options are non-linear. Plot 1220 resolves the conflict between, e.g. the, the position of the throttle, the requested plot 1300 support driving, such as cruise control, and the reference position of the throttle valve calculated by the module 1210 driver. Plot 1220 conflict resolution is implemented, for example, a function that gives priority to one of the requested provisions of the throttle valve calculated by plot 1300 support driving, and reference calculated by the module 1210 driver based on the current condition of the vehicle, a function that chooses a more open position, a function that chooses a less open position, etc. Although there is a conflict between the provisions of the throttle valve is performed without converting the physical quantity, the conflict resolution process between traction forces, requiring preliminary transformation of physical quantities, will be described next with reference to figure 2 and 3. Control device according to the present invention is particularly well suited for cases when the resolution of the conflict required the transformation of physical quantities.

Manager 1400 power transmission contains a plot 1410 conflict resolution, section 1420 query engine torque and the plot 1430 definition transfer for electronic control automatic transmission.

Plot 1410 RA who decides the conflict, for example, between the requested position of the throttle of the engine calculated by plot 1500 braking control/compensation vehicle dynamics, such as the control unit stability of the vehicle, the unit integrated dynamic control of the vehicle, and requested the position of the throttle valve calculated by the module 1200 of the drive power transmission. As in section 1220 of conflict resolution, section 1410, for example, implemented by a function, such as function, which gives priority to one of the requested provisions of the throttle valve on the basis of the current position of the vehicle calculated by plot 1500 braking control/compensation vehicle dynamics, and calculated by the module 1200 of the drive power transmission, a function that chooses a more open position, a function that chooses a less open position, etc. On the basis of the requested throttle position selected by the plot 1410 conflict resolution, section 1420 query engine torque is calculated requested torque TEREQ engine and the requested speed NEREQ engine, and the plot 1430 determine the transmission determines the transmission. This will be described in more detail below.

Plot 1600 engine management pack is to place the engine based on the requested torque TEREQ engine and the requested speed NEREQ engine coming from a Manager 1400 power transmission. Plot 1700 transmission control provides electronic control of an automatic transmission based on the value of transfer entered by the Manager 1400 power transmission. It should be noted that although the electronic control transmission is described as applied to a stepped automatic gear boxes, it can be used for stepless variable-speed drives, and in this case, the transmission correspond to the transfer relations. Every automatic transmission has a torque Converter. The torque Converter has an input side (pump side)connected to an output shaft of the engine, and the output side (turbine)connected to an input shaft of an automatic transmission.

Figure 2 shows the resolution of the conflict between the traction force that is different from the resolution of the conflict described with reference to figure 1. In this case it is necessary to resolve conflicts between physical quantities in a single unified unit of measure (dimensions) (this refers to traction). It should be noted that although the control unit according to the present invention is accordingly applicable in this dispute resolution process, the use of the present invention is not limited to the management of the traction vehicle when estva.

Plot 2000 of determining the position of the accelerator determines the position of the accelerator pedal, which manipulates the driver, and the plot 1100, shown in figure 1. On the basis of the position of the accelerator, as defined by section 2000, defines the setpoint engine torque from a system of manipulation.

On the other hand, the plot of 3000 support movement, such as machine constant speed, generates the setpoint traction. In the manipulation system uses torque of the engine, and the support system is driving used traction, so the units of these systems are not unified. Accordingly, here, the setpoint engine torque from a system of manipulation are transforming the physical quantities in the setting of the traction system manipulation to plot 4000 resolution of the conflict could resolve the conflict. It should be noted that it is possible to convert the physical value of the setpoint traction system support driving in the setpoint engine torque. The setpoint engine torque from the system manipulation (this setpoint torque of the engine system manipulation indicated by the reference position "a") is remembered by the selector 5000.

The setpoint engine torque from a system of manipulating podvergaetsia physical quantities in the setting of the traction system manipulation (setpoint traction system manipulation indicated by the reference position "A"), then plot 4000 resolve conflicts between setpoints traction resolves the conflict between the setpoint traction system manipulation and setpoint traction from the support system driving (setpoint traction from the support system driving denoted by the reference position "B"). Plot 4000 resolve conflicts between setpoints traction decides to select one of the settings "a" or "b" traction issued, respectively, by the manipulation system and the support system of driving. Plot 4000 resolve conflicts between setpoints traction displays the decision on the selector 5000. In addition, it outputs the selected result of the conflict resolution process setpoint traction so that when the selected setting "In" traction from the support system of driving on the selector 5000 may be submitted to the setpoint engine torque from the support system of motion, obtained by transforming the physical setting value of traction force from the support system driving (In) (setpoint torque from the support system driving denoted by the reference position "b").

When the selector 5000 will receive information about what the plot of 4000 resolve conflicts between setpoints traction chose the setting "And" system manipulation, he takes on the ECU 6000 mouth of the ku torque "and" system manipulation and stored in the selector 5000. On the other hand, if the selector 5000 does not receive from the site of 4000 information on setpoint "And" system manipulation, he takes on the ECU 6000 setpoint "b" engine torque from the support system for driving and submitted to the selector 5000.

It should be noted that the above block diagram and the corresponding description is given only for example. For example, if there is no need to perform the plot 4000 conflict resolution setpoints traction and the selector 5000 separately from each other, they can be integrated.

Figure 3 shows a diagram of the sequence of actions in a control structure of a program conflict resolution process. In the following description, it is assumed that the resolution of the conflict between the setpoints, traction is the ECU. Therefore, a plot of 4000 conflict resolution or the selector 5000 can be considered a software module executed by a program executed in the ECU.

At step 100 (hereinafter step is indicated by the position S) the ECU uses the plot of 2000 determine the position of the accelerator to determine the position of the accelerator, which manipulates the driver. At step S200, the ECU uses the model of driver behaviour for the calculation of the setpoint "and" engine torque from a system of manipulation in accordance with the detected position of the accelerator.

At step S300 ECU remembers, the mouth of the internals "and" engine torque from a system of manipulation. In the present description, the term "recall" means "storing data". At step S400, the ECU calculates the setpoint "And" traction system manipulation on the basis of the setpoint "and" engine torque from a system of manipulation. Here is the transformation of the physical torque value in traction. At step S500, the ECU allows the conflict between setpoints traction system manipulation ("A") and from the support system driving ("In") and selects one of them, giving her a higher priority.

At step S600, the ECU determines whether you choose to use the conflict resolution setting "In" traction from the support system of driving. If you select this setting ("YES" in step S600), the process proceeds to step S700. Otherwise ("NO" in step S600), the process proceeds to step S900.

At step S700, the ECU calculates the setpoint "b" engine torque from the support system of driving on the setting "In" traction from the support system of driving. Here is the transformation of physical quantities traction in torque. At step S800, the ECU outputs a setpoint "b" engine torque as the setpoint torque ECU 6000 engine.

At step S900, the ECU outputs a setpoint "and" torque engine ECU 6000 engine.

Follows based on the above structures and the sequence diagram operation description of the resolution of the conflict between setpoints traction electronic control unit (ECU), which is the control device according to the present invention.

The operation of calculating the setpoint "And" traction system manipulation

First, determine the position of the accelerator (S100). According to the position of the accelerator, using the model of driver behaviour, is calculated setpoint "and" engine torque. The calculated setpoint "and" engine torque is remembered for the case where the result of the operation (S300), the resolution of the conflict between setpoints traction will be selected setpoint traction system manipulation.

Setting "and" torque system manipulation is subjected to transformation of physical quantities and calculated (S400) setting "And" traction system manipulation. It should be noted that even if the setting is "A" traction system manipulation is subjected to inverse transformation of physical quantities, the result of the inverse transform is not equal to the set point "a" traction system manipulation. That is, because of errors in the transformation and reverse transformation, there is no reversibility.

The operation of the conflict resolution and post-processing

The conflict between setpoint "And" traction system manipulation and setting "In" traction from the support system of driving is permitted. SL what needs to be noted, that plot of 3000 support driving generates the setpoint in units of traction and, therefore, this setting does not require conversion.

If the conflict resolution is selected setpoint In" traction from the support system of driving, and physical value of this setpoint "B" is converted and calculated (S700) setpoint "b" torque from the support system of driving. This setpoint "b" traction from the support system of driving is served in the ECU 6000 engine (S800).

If the conflict resolution is selected setpoint "And" traction, the ECU 6000 engine is served (S900) stored setpoint "and" torque system manipulation. In this case, even when the selected set point "A" traction system manipulation, setting "and" torque system manipulation is not calculated by converting the physical quantity setpoint traction system manipulation, which had once been the transformation of physical quantities (torque → traction). In the transformation of physical quantities, setting "And" traction system manipulation contains an arithmetic error or has reduced the number of significant digits. If the setpoint "And" traction system manipulation, which is not the same and the true value, be subjected to inverse transformation of physical quantities to obtain the setpoint "and" traction system manipulation, there will be a high probability of additional arithmetic errors or reduce the number of significant digits. This deviation from the initial value setpoint "and" torque system manipulation (i.e. initial setting "and" system manipulation means the value "a"calculated in step S200) increases. Not using this setting "and" torque system manipulation, containing the deviation from the true value, and applying a setpoint torque to convert physical quantities, you can control the torque of the engine, using the setpoint, not deviating from the true values.

As above, in the control unit according to this variant as the setpoint for the motor vehicle manipulation system generates the setpoint engine torque (in units of torque), and the support system driving gives the value of traction force (in units of traction). Conflict resolution is carried out after the setpoint torque is converted to a setpoint traction. The conflict is resolved between the setpoint from the system manipulare the project, and the setpoint from the support system of driving, after bringing one of them in a unit of traction. If you select a setting from the system manipulation, is used as the setpoint value setpoint to its transformation. Thus, not using the setting affected by the transformation and reverse transformation, and, therefore, set exact setting.

It is obvious that the described variant embodiment of the invention is illustrative and not limiting. Scope of the present invention is defined only by the claims and not by the description, and the present example, and covers all modifications and changes falling within the scope of the claims.

1. A control device to control device embedded in the vehicle, and the control unit is configured to generate the rate for the device and the resolution of the conflict between at least two settings for one device to set the setpoint for the same device, with at least one of the at least two settings are expressed in units different from the units of the other set point, the control unit is configured to control one device based on the set point, and when the resolution of the conflict between the setpoints, the control unit Khujand which performs the transformation of the physical setting value for the unification of units, it remembers the setting to transform her physical quantities and sets the stored setpoint as the setpoint for the same device, when the conflict resolution is selected setpoint, requiring the inverse transform physical quantities.

2. The device according to claim 1, in which one device is the source of the traction vehicle, and for generating the setpoint is generated the first set point, based on the manipulation of the driver of the vehicle, and a second setting based on the manipulation of the driver, the first setpoint and the second setpoint is expressed in different units of measurement.

3. The device according to claim 2, in which the source of the traction engine, the first setpoint is expressed in units of torque, and the second set point is expressed in units of traction, while the transformation of the physical quantity converting physical values for the unification of units of measurement units of traction, when memorizing the setpoint is saved the first set point, and when setting the setpoint for the engine is set to the memorized value of the first setpoint, when the resolution of the conflict is to select the first setting.



 

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1 dwg

FIELD: mechanical engineering; internal combustion engines.

SUBSTANCE: according to proposed method, radius rk of vehicle propulsor, namely, drive wheel or drive sprocket, and vehicle gross weight G, are measured, and using load brake, engine torque Me id changed. Engine torque Me and engine speed n set by means of governor are measured for each value of torque Me, and fuel consumption for each value of engine torque Me is measured and, basing on results of measurements, curve is plotted showing dependence of power Ne from engine torque Me. Drawbar force Pdr of traction vehicle is found from expression Pdr= Metr·i/rk)-Pfmax, where ηtr is transmission efficiency; I is transmission gear ratio; Pfmax is traction vehicle maximum rolling resistance found from expression Pfmax=fmax·G, where fmax is maximum rolling resistance coefficient, and G is gross weight of traction vehicle. Skid coefficient δ of traction vehicle is found and result are transformed into electric signals which are sent to computer to plot curves showing dependence of drawbar force Pdr from engine torque Me for different gears of vehicle and dependence of skid coefficient δ from drawbar force Pdr of traction vehicle after which maximum drawbar force Pdrmax created by propulsors of traction vehicle with gross weight is determined and signals are formed and sent to computer to determine skid coefficient from dependence of skid coefficient δ from vehicle drawbar force Pdr, for each gear of vehicle signals are formed and sent to computer to determine corresponding value of torque Me1 maximum drawbar force Pdrmax dependence of drawbar force Pdr from torque Me, then signal is formed and sent to computer to determine power Ne1 for maximum drawbar force Pdrmax by value of torque Me1 from curve showing dependence of engine power Ne from engine torque Me, value of power Ne1, thus found, is compared with value of power Ne from engine specifications and if they do not coincide, engine speed n and transmission gear ratio I are adjusted.

EFFECT: improved efficiency of use of vehicle engine owing to increased accuracy of measurement of engine power with account of specific operating conditions of vehicle, reduced labor input at measurements and processing of results of measurements.

2 cl, 1 dwg

The invention relates to vehicles equipped with internal combustion engine

The invention relates to shipbuilding, in particular to the operation of vessels with diesel engines, equipped trosikom remote control

The invention relates to systems for remote automated control (DAU) main ship engines (DG) running on the propeller controllable pitch

The invention relates to the field of shipbuilding, in particular to the operation of vessels with diesel engines mainly with mechanical remote control

FIELD: mechanical engineering; internal combustion engines.

SUBSTANCE: according to proposed method, radius rk of vehicle propulsor, namely, drive wheel or drive sprocket, and vehicle gross weight G, are measured, and using load brake, engine torque Me id changed. Engine torque Me and engine speed n set by means of governor are measured for each value of torque Me, and fuel consumption for each value of engine torque Me is measured and, basing on results of measurements, curve is plotted showing dependence of power Ne from engine torque Me. Drawbar force Pdr of traction vehicle is found from expression Pdr= Metr·i/rk)-Pfmax, where ηtr is transmission efficiency; I is transmission gear ratio; Pfmax is traction vehicle maximum rolling resistance found from expression Pfmax=fmax·G, where fmax is maximum rolling resistance coefficient, and G is gross weight of traction vehicle. Skid coefficient δ of traction vehicle is found and result are transformed into electric signals which are sent to computer to plot curves showing dependence of drawbar force Pdr from engine torque Me for different gears of vehicle and dependence of skid coefficient δ from drawbar force Pdr of traction vehicle after which maximum drawbar force Pdrmax created by propulsors of traction vehicle with gross weight is determined and signals are formed and sent to computer to determine skid coefficient from dependence of skid coefficient δ from vehicle drawbar force Pdr, for each gear of vehicle signals are formed and sent to computer to determine corresponding value of torque Me1 maximum drawbar force Pdrmax dependence of drawbar force Pdr from torque Me, then signal is formed and sent to computer to determine power Ne1 for maximum drawbar force Pdrmax by value of torque Me1 from curve showing dependence of engine power Ne from engine torque Me, value of power Ne1, thus found, is compared with value of power Ne from engine specifications and if they do not coincide, engine speed n and transmission gear ratio I are adjusted.

EFFECT: improved efficiency of use of vehicle engine owing to increased accuracy of measurement of engine power with account of specific operating conditions of vehicle, reduced labor input at measurements and processing of results of measurements.

2 cl, 1 dwg

FIELD: mechanical engineering; internal combustion engines.

SUBSTANCE: invention relates to testing and regulating of internal combustion engines. According to proposed method, radius rk of vehicle propulsor is measuring and as well as vehicle gross weight G, and using load brake, engine torque Me is changed. Engine torque Me and engine speed n are measured. Fuel consumption for each value of engine torque Me is measured and basing on results of measurement curve is plotted showing dependence of engine power Ne from engine torque Me, tangential traction force Pt of vehicle propulsor on radius rk is found from expression Pt= Me·ηtr·i/rk, where ηtr is transmission efficiency; I is transmission gear ratio, speed V of vehicle engine is found from expression V=3,377·rk·n/i, maximum tangential traction force Pt max, created by propulsors of vehicle with gross weight G is found from expression Pt maxmax·G, where ϕmax is maximum adhesion coefficient of propulsors with ground. Results are transformed into electric signals, signals are sent to computer and, basing on the signals curves are plotted showing dependence of traction force Pt from engine torque Me and dependences of vehicle speeds V for different gears of vehicle from value of tangential traction force Pt and after determining maximum tangential traction force Pt max for each gear of vehicle, signals are formed and sent to computer to determine corresponding speed Vmax 1 for maximum tangential traction force Pt max from relationship of vehicle speed V and value of tangential traction force Pt and corresponding value of torque Me1 for maximum tangential traction force Pt max from dependence of tangential traction force Pt from torque Me after which signals are formed and sent to computer to determine power Ne for maximum tangential traction force Pt max by value of torque Me1 from curve showing dependence of engine power Ne from engine torque Me. If value of maximum tangential traction force Pt max exceeds value of tangential traction force Pt1 for first gear, signals are formed and sent to computer to determine power Ne1 and torque Men1 from expressions Ne1=Pt max·V1/270·ηtr1 and Men1 Pt max·rk/ ηtr1·i1, where V1 is speed of vehicle in first gear, i1 is transmission gear ratio in first gear; ηtr1 is transmission efficiency in first gear, rk is vehicle propulsor radius. Power values found by calculations and from curve, are compared, and if they do not coincide, speed n of engine and transmission gear ratio I are adjusted.

EFFECT: improved efficiency of use of vehicle internal combustion engine owing to increased accuracy of measurement of engine power with account of specific operating conditions of vehicle, reduced labor input at measurements and processing of results of measurements.

1 dwg

FIELD: motors and pumps.

SUBSTANCE: invention relates to motor engineering industry, and particularly to gas-turbine boost motors. The method of motor lifetime increase and fuel consumption decrease on motor ships with gas-turbine boost motors is specific by the motor operation set at minor revolutions as compared to the operating revolutions. Simultaneously rotation frequency and exhaust gas temperature are decreased, and travel and disc ratio of propeller screw is increased.

EFFECT: increase of motor lifetime and fuel consumption decrease.

2 cl, 4 tbl

FIELD: automotive industry.

SUBSTANCE: invention relates to automotive control instrumentation. Proposed control instrument controls the device incorporated with the vehicle to generate setting for vehicle device, control the latter using said setting and settle conflicts between several settings for one device. In the case of conflict, at least one of two settings is expressed in units other than those of another setting. Control instrument converts physical magnitudes of settings to unify units. Prior to converting physical magnitude of setting, the latter is memorised by control instrument. Conflict settled and setting required inverse conversion of physical magnitude, control instrument outputs memorised setting to make a device setting. Said device can made a vehicle traction force source. In setting generation, first and second settings are generated. First setting is base don driver manipulations (S100). Second setting is not based on driver manipulations. When engine makes the vehicle traction force source, first setting "a" is expressed in torque units (S200). Second setting "A" is expressed in traction force units (S400). On converting physical magnitudes, conversion into units of traction forces (S500) is carried out. First setting "a" (S300) is memorised. If first setting is selected after conflict settling (no S600), memorised first setting "a" (S900) is set for the engine.

EFFECT: better vehicle controllability.

3 cl, 3 dwg

FIELD: engines and pumps.

SUBSTANCE: piston engine comprises engine control system and valve timing phase variation system. Intake pipe houses blow valve while cylinder accommodates intake and discharge valves driven by camshaft. Blow receiver is arranged between blow valve and intake valve. In compliance with this invention, blow valve is opened by partial or complete displacement of throttle driven by common armature of several electromagnets in response to engine control system and valve timing variation system instructions, while intake and discharge valves are driven with no part of valve timing system. Note here that intake valve opens before blow valve to communicate combustion chamber with blow receiver but closes after, before or at a time with blow valve after BDC of intake stroke.

EFFECT: improved operating performances.

13 cl, 13 dwg

FIELD: transport.

SUBSTANCE: invention relates to working machines with ICE engaged with stepless transmission. Working machine comprises ICE (1C) and stepless transmission (IVT) engaged therewith. At least, one sensor generates output signal representing ICE load in real time. At least, one data processing electric circuit serves to control transmission power subject to ICE threshold and real loads. In compliance with one version, at least, one data processing electric circuit includes ICE control unit (ECU) connected with ICE (1C), and transmission control UNIT (TCU) engaged with stepwise transmission (IVT). Engine control unit (ECU) feeds output signal to transmission control unit (TCU) that represents load in real time. Transmission control unit controls transmission power output subject to threshold load and real time load. Invention relates to method of operating said working machine.

EFFECT: ruled out ICE engine overload.

17 cl, 3 dwg

FIELD: transport.

SUBSTANCE: invention may be used in working machines comprising internal combustion engine with stepless transmission. Working machine comprises ICE with output and stepless transmission engaged with ICE output. Stepless transmission features adjustable power input-to-power output ratio. Torque control input device controlled by operator outputs output signal. Said torque control input device is connected with one electric processing circuit configured to control ICE power output and power input-to-power output ratio depending upon aforesaid output signal of said torque control input device. Invention relates to method of operating said working machine.

EFFECT: stable engagement at low speed.

20 cl, 2 dwg

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