• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:

    公开号:SE1050884A1
    申请号:SE1050884
    申请日:2010-08-31
    公开日:2012-03-01
    发明作者:Peter Juhlin-Dannfelt；Anders Larsson
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    10As described above and shown in Figure 1, there are usually a plurality of dampers 1 (throttle dampers 1,EGR damper 1, exhaust damper 1) to control the gas fate of engines 10 of the modem type. Thesedamper 1 usually has a position sensor 3 for determining the position of the damper. Figure 2 shows oneexample of a system in which a throttle damper 1 is arranged in an intake pipe 2 connected to aengine 10 for regulating a gas fate therein. Furthermore, the system comprises acontrol device for controlling the position of the throttle damper 1 in the intake pipe 2, which is done with aarrangements where actuators driven by compressed air 20 via a valve 21 actuate a spring 24which is connected to a control member 25 which in turn is mechanically connected to the throttleWith this arrangement, the throttle damper 2 can be brought into different positions in the intake pipe 2. It isIt is also common for actuators to be powered by electric motors in certain types of motor vehicles. The systemalso comprises a position sensor 3 which is arranged to communicate with a control unit110 by means of communication signals (output and input signals 22, 23).
    Usually throttle damper 1 and other types of damper 1 are arranged to occupy a number of positions betweena first end position and a second end position i.a. depending on a current speed o) of the engine, desired motor torque, etc. The first end position is a completely open position which means that onemaximum gas fl fate is obtained in the pipe 2, and the second end position is a completely closed position in which aminimal gas fl fate is obtained in the pipe 2. Figure 2 shows how the throttle damper 1 occupies an intermediateposition between a fully open and a fully closed position.
    Furthermore, most dampers 1 are arranged to assume different positions in the tube 2 with varying speed vsince the position of the damper 1 in the tube 2 must, for example, follow the engine speed o) in order to through fl fateof air in the engine 10 shall be adapted to the desired combustion in the cylinders. Themselvesthe control of the control means and thus the damper 1 is most often performed by a control unit 110 (not shown inFigure 2), usually by a so-called ECU (Electronic Control Unit) set up to control miscellaneousfunctions of a motor vehicle.
    The system in figure 2 comprises a position sensor 3 whose function is to measure the throttle damper 1position in the intake pipe 2 by registering signals when the throttle damper 1 assumes its different positionsin the suction pipe 2. Due to the spread between different individuals of the same type of damper 1the end positions of the dampers 1 must be adapted to position sensor 3 because position sensor 3 does notknow which sensor values correspond to the end positions of the dampers 1. This depends, among other things, on on that signalfor an end position usually changes with time for example due to that electronics inthe position sensor 3 ages, as well as wear and fouling of the damper 1. The signal for end positionscan also be changed depending on the temperature of the damper 1.
    An adaptation usually takes place by controlling the damper 1 to its two end positions (the fully open one)respectively the completely closed position) in succession and that the sensor signal for these end positions is saved. Theactuators used to bring the damper 1 to different positions are usually very powerful andtherefore, there is a significant risk that people in the vicinity where the adaptation takes place may experiencepersonal injury when the damper l moves between its end positions, for example if the persons in question haveany body part in the vicinity of the damper 1, such as a finger in the tube 2 when the damper 1 moves.
    Brief description of the inventionAn object of the present invention is to provide a method for initiating oneadaptation of a damper which completely or partially solves problems with known technology. EspeciallyThe invention intends to reduce the risk of personal injury in such an adaptation.
    Another object of the invention is to provide an alternative method of initiating oneadaptation of a damper. A further purpose of the invention is to provide onemethod for initiating an adaptation of a damper and adaptation thereof.
    According to one aspect of the invention, the above-mentioned object is achieved by a method of initiatingan adaptation of a damper, which damper is arranged in a tube and is arranged to take up a number ofpositions between a first end position and a second end position whereby a fl uid fl fate through the piperegulated, the first end position being a completely open position at which a maximum fl uid fl fateobtained in the tube and the other end position is a completely closed position at which a minimum fl uid fl fateobtained in the tube; wherein an adaptation of the damper is initiated based on a speed o) of an engine,wherein the damper is caused to assume at least one of said end positions during the adaptation.
    Various embodiments of the above method are found in the dependent appendices to the methodpatent claims.
    According to another aspect of the invention, the above-mentioned object is achieved with a damper forregulation of a flow in a pipe, which damper is arranged to assume a number of positions between a firstend position and a second end position whereby a fl uid fl fate through the tube is regulated, the firstthe end position is a completely open position at which a maximum fl uid fl fate is obtained in the tube and the otherthe end position is a completely closed position at which a minimum fl uid fl fate is obtained in the pipe; whereby the spallin the case of an adaptation is arranged to assume at least one of said end positions based on a speed o)in an engine.
    According to yet another aspect of the invention, the above-mentioned object is achieved with asystem comprising at least one damper as above and at least one control unit which is arranged tocontrol the damper, the system being set up to initiate an adaptation of the damper based on onespeed o) of an engine.
    The damper or system above can be part of an engine system which also includes the engine. Mentionedengine systems can, for example, be set up for marine or industrial use, but can also be includedas part of a motor vehicle.
    With the present invention, injuries can be avoided or reduced when adaptingdampers arranged in pipes for regulating a flow therein. This is especially relevant thenmechanics perform maintenance or repair of motor vehicles, or when fitters install the samemotor systems or motor vehicles in the production of these. With the invention can alsocleaning of dampers takes place in a controlled manner because adaptation of dampers also contributes todirt that can form on pipes at the dampers is removed.
    Additional advantages and applications of the invention will become apparent from itthe following detailed description.
    Brief description of gurusThe present invention will be described with reference to the accompanying figures in which:figure 1 schematically shows a gas fate in an engine system;figure 2 schematically shows a system comprising a throttle damper arranged in onesuction pipe for air, a control device for the throttle, and a position sensor forthrottle damper;Figure 3 shows a fate diagram for an embodiment of the invention; andfigure 4 schematically shows a control unit for controlling a damper.
    Detailed description of the inventionFrom the previous description it appears that there is an obvious risk of personal injuryadaptation of dampers 1. This risk is particularly pronounced when the mechanics are busyrepair and / or maintenance of, for example, an engine system in which a damper 1 is set up.
    The usual time to perform adaptation of damper 1 is at start-up of the motor 10, ie. so fastthe ignition is switched on. This means that the adaptation can take place before the engine 10 has been started.
    As it is common for the ignition to be switched on during repair / maintenance or production ofmotor systems or motor vehicles, there is thus a significant risk that people, for examplehas a hand at a damper 1 that is adapted.
    To reduce the risk of personal injury when adapting such dampers 1, an adaptation is initiatedof a damper 1 according to the invention based on a speed o) of a motor 10.
    According to an embodiment of the invention, an initiation takes place if the engine 10 has been started, whichmeans that the speed o) of the motor 10 must be greater than zero for an initialization to take placeaccording to this embodiment. It is obvious to a person skilled in the art that one should not be in the vicinityof adaptable dampers 1 when the motor 10 is running and the dampers 1 thereby move.
    In general, a current engine speed co can be compared with a limit value wT to determinewhether an adaptation is allowed or not. If the motor speed co is greater than the limit value coT is allowed(initiated) an adaptation according to another embodiment of the invention.
    To further reduce the risk of accidents in connection with the adaptation of damper 1 canadditional conditions are set for when an adaptation is allowed. According to another embodiment ofthe invention therefore initiates an adaptation if the engine speed o) is greater than the limit valueLOT during a time period P, which means that the engine speed o) must not be less than the limit value(nT during the time period P if an initialization is to be allowed. Preferably, the time period P assumes avalue between 1 - 10 seconds. With this embodiment, the risk is further reduced to aaccident must occur during adaptation.
    Regarding the actual adaptation of the damper 1, this is done according to an embodiment by:the damper 1 is first caused to assume a first end position (fully open) and then to assume a secondend position (completely closed) in quick succession, or vice versa. According to another embodiment, the damper is 1arranged to occupy different positions in a pipe 2 it is mounted with varying speed v, which meansthat a movement of the damper 1 between the first end position and the second end position takes place with aspeed v which is a function of the current position of the damper 1 in relation to the first end positionand / or the other end position.
    According to a further preferred embodiment of the invention, the speed v of the damper 1 is lowerat the second end position than at the first end position, which means that the damper 1 is closed with a lowspeed when it is in the closed position. The lower speed v can preferablybe between 1-20 degrees / second, while a higher speed can be around 500-1000degrees / second for damper type 1 of plate type depending on adaptation of gas fl the fate of the pipe 2 inwhich damper l is set up. This embodiment enables a person who has onefinger or any other body part in the damper 1 has time to remove it before any pinch damageoccurs.
    If the damper 1 is arranged in a pipe 2 for a motor vehicle, the pipe 2 is preferably one ofintake pipe 2 for air, exhaust pipe 2 or EGR pipe 2, and also connected to the engine 10.
    According to a further embodiment, the damper 2 is a throttle damper 1 arranged in an intake pipe 2coupled to a diesel engine 10 or other type of suitable engine 10.
    The method of the invention may further comprise the steps:registration of a first signal when the damper 1 occupies the first end position, where the firstthe signal represents the position of the damper 1 in the first end position;registration of a second signal when the damper 1 occupies the second end position, where the secondthe signal represents the position of the damper 1 in the second end position; anduse of the first signal and the second signal when adapting the damper1.
    The above-mentioned positions for the end positions are registered by a position sensor 3 which transmitssignals, which represent the end positions occupied by the damper 1, to a control unit 110. Typicallyare signals representing the position a damper 1 occupies in a tube 2 a voltage signal between 0 -Volt. The first and second signals above are then used by the controller 110 todefine the span that a signal representing the current position of the damper 1 in the tube 2 can touchwithin, for example, between 0.5 - 4.5 Volts. Is there a linear relationship betweenthe signal of the position sensor 3 and the position of the damper 1 in the tube 2 come the first and the secondthe signal thereby defining the end points of a linear function where the position of the damper 1 in the tube 2 is onefi operation of the position sensor 3 signal.
    Furthermore, Figure 3 shows a fate diagram for an embodiment of the invention. In the step Flcheck if adaptation of a damper is not initiated and if not the case is checked instep P2 whether the motor 10 has been running, which is done by comparing a current onemotor speed co with a limit value (nT (in this case zero) .In step P2, in addition, controlwhether the engine speed co has been greater than the limit value GOT during a time period P ofan initiation should be allowed according to an embodiment of the invention.If the motor speed co is greater than the limit value (QT in step P2, the system waits in step P3 ifother conditions for initiating the adaptation are met, e.g. that the engine temperature is withincertain intervals because this i.a. affects the viscosity of engine oil. Furthermore, adaptation should notof dampers 1 in engine systems, such as throttle dampers 1 and EGR dampers 1, occur at a time whenthe adaptation noticeably affects Other functions of the engine system, as it may be the case thatin some situations, an adaptation of throttle l and EGR damper l can lead to engine stalling.
    In step P4, it is checked whether these and any other conditions are met and are notthe procedure returns to step P3, otherwise in step P5 the damper is adjusted by firstcontrol the damper l so that it occupies a completely open position, after which the signal 3 of the sensor 3 is checkedstep P6 so that it is stable i.e. has not changed its value over a specified period of time,typically one or a few seconds. If the signal does not assume a stable value in step P6, it returnsthe procedure to step P5, but if the signal is stable, the sensor signal is saved in step P7 andis then used as a reference signal for the open mode.
    Then, in step P8, the damper 1 is controlled so that it assumes a completely closed position, after which the sensor 3signal is checked in step P9 so that it is stable and if so, the sensor signal is saved andis used as a reference signal for the closed position. Both reference signals are usedthen to translate / interpret the current position of the damper 1 in the tube 2 as above. If the signal does notassumes a stable value in step F9, the procedure returns to step P8.
    As will be appreciated by those skilled in the art, a method of the present invention may additionallyis implemented in a computer program, which when executed in a computer causes the computerperforms the method. The computer program is included in the computer readable of a computer program productmedium, said computer readable medium consisting of a suitable memory, such asfor example: ROM (Read-Only Memory), PROM (Programmable Read-Only Memory),EPROM (Erasable PROM), Flash memory, EEPROM (Electrically Erasable PROM), andhard disk drive, etc.
    Furthermore, the invention relates to a system comprising at least one damper 1 according to any oneembodiment above and at least one control unit 110 arranged to control the damper 1. The system is in itsluck set up to initiate an adaptation of the damper 1 based on a speed co of an engine 10.
    According to an embodiment, the system may further comprise a position sensor 3 arranged toregister the end positions of the damper 1 when adapting it.
    Such a system as above may preferably be arranged in a motor vehicle or be part of oneengine system comprising an engine 10. The engine system may be arranged for marine or forindustrial use (for example, reserve units for electricity), which will be well understood by those skilled in the artthe area. Furthermore, it should be understood that a damper 1, system and motor system according to the presentinvention can be modified according to various embodiments of the method according to the inventionthrough appropriate adjustments.
    Regarding the control unit 110, Figure 4 schematically shows one for controlling a damper 1.
    The control unit 110 comprises a calculation unit 111, which may consist of substantially anysuitable type of processor or microcomputer, e.g. a digital signal processing circuit (DigitalSignal Processor, DSP), or a circuit with a predetermined specific function (ApplicationSpecific Integrated Circuit, ASIC). The calculation unit 111 is connected to a, ithe control unit 110, memory unit 112, which provides the calculation unit 111for example the stored program code and / or the stored data computing unit 111 need forto be able to perform calculations. The calculation unit 111 is also arranged to store partial orend result of calculations in memory unit 112.
    Furthermore, the control unit 110 is provided with devices 113, 114, 115, 116 for receivingrespectively transmitting input and output signals. These input and output signals can containwaveforms, pulses, or other attributes, which of the devices 113, 116 for receivinginput signals can be detected as information and can be converted into signals, which canprocessed by the calculation unit lll. These signals are then provided to the computing unitlll. The devices 114, 115 for transmitting output signals are arranged to convert signalsobtained from the calculation unit 111 for creating output signals by e.g. modulatethe signals, which can be transmitted to other parts of the down andgear points. One skilled in the art will appreciate that the above-mentioned computer may be comprised ofthe calculation unit III and that the above-mentioned memory may be constituted by the memory unit 112.
    Each of the connections to the devices for receiving and transmitting the inputrespective output signals may be one or more of a cable; a data bus, such as a CANbus, a Media Orientated Systems Transport (MOST) bus, or someone elsebus configuration; or by a wireless connection. Also the connections 70, 80, 90, 100 in figure1 may consist of one or more of these cables, buses, or wireless connections.
    Finally, it should be understood that the present invention is not limited to those described aboveembodiments of the invention without referring to and including all embodiments within themattached scope of independent requirements.
    权利要求:
    Claims (19)
    [1]
    Method for initiating an adaptation of a damper, which damper (1) is arranged in a pipe (2) and is arranged to assume a number of positions between a first end position and a second end position, whereby an fl uid fl fate through the pipe (2) is regulated , the first end position being a completely open position at which a maximum fl uid fl fate is obtained in the tube (2) and the second end position is a completely closed position at which a minimum fl uid fl fate is obtained in the tube (2); characterized in that an adaptation of the damper (1) is initiated based on a speed o) of a motor (10), the damper (1) being caused to assume at least one of said end positions during the adaptation.
    [2]
    A method according to claim 1, wherein the adaptation is initiated if the speed 0) of the motor (10) is greater than a limit value coT for the motor speed
    [3]
    A method according to claim 2, wherein the limit value (oT is zero.
    [4]
    A method according to claim 2 or 3, wherein the adaptation is initiated if the speed (0 of the motor (10) is greater than the limit value wT during a time period P.
    [5]
    The method of claim 4, wherein the time period P is between 1 to 10 seconds.
    [6]
    A method according to any one of the preceding claims, wherein the adaptation further comprises causing the damper (1) to assume the first end position and then to assume the second end position, or vice versa.
    [7]
    The method of claim 6, further comprising the steps of: - recording a first signal when the damper (1) occupies the first end position, the first signal representing the position of the damper (1) in the first end position; recording a second signal when the damper (1) occupies the second end position, the second signal representing the position of the damper (1) in the second end position; and - using the first signal and the second signal in the adaptation of the damper (1). 10 15 20 25 30 11
    [8]
    A method according to any one of claims 6-7, wherein a movement of the damper (1) between the first end position and the second end position takes place at a speed v which is a function of the current position of the damper (1) in relation to the first the end position and / or the other end position.
    [9]
    A method according to claim 8, wherein the speed v is lower at the second end position than at the first end position.
    [10]
    The method of claim 9, wherein the lower v speed is in the range of 1-20 degrees / second.
    [11]
    A method according to any one of the preceding claims, wherein the pipe (2) is connected to the engine (10) and is something of an intake pipe for air, exhaust pipe or EGR pipe.
    [12]
    A method according to claim 11, wherein the damper (1) is a throttle damper (1) and the engine (10) is a diesel engine.
    [13]
    Computer program comprising program code, which when said program code is executed in a computer causes said computer to perform the method according to claims 1-12.
    [14]
    A computer program product comprising a computer readable medium and a computer program according to claim 13, wherein said computer program is comprised in said computer readable medium belonging to any of the group comprising: ROM (Read-Only Memory), PROM (Programmable ROM), EPROM (Erasable PROM), Flash memory, EEPROM (Electrically EPROM) and hard disk drive.
    [15]
    A damper for regulating a fl fate in a pipe, which damper (1) is arranged to assume a fl number of positions between a first end position and a second end position, whereby an fl uid fl fate through the pipe (2) is regulated, the first end position being a completely open position at which a maximum fl uid fl fate is obtained in the tube (2) and the second end position is a completely closed position at which a minimum fl uid fl fate is obtained in the tube (2), characterized in that the damper (1) in an adaptation is arranged to occupy at least one of said end positions based on a speed o) of an engine (10). 10 15 12
    [16]
    A system comprising at least one damper (1) according to claim 15 and at least one control unit (110), wherein the control unit (110) is arranged to control the damper (1), characterized in that it is arranged to initiate an adaptation of the damper (1). based on a speed u) of an engine (10).
    [17]
    The system of claim 16, further comprising a position sensor (3) adapted to register the end positions of the damper (1) during adaptation.
    [18]
    Engine system comprising a motor (10) and one or fl your dampers (1) according to claim 15, and / or one or fl your systems according to claims 16-17.
    [19]
    A motor vehicle, such as a passenger car, truck or bus, comprising an engine system according to claim 18.
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    同族专利:
    公开号 | 公开日
    WO2012030286A1|2012-03-08|
    EP2612011A1|2013-07-10|
    SE536886C2|2014-10-21|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
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    JP3084929B2|1992-06-01|2000-09-04|株式会社デンソー|Throttle reference opening detection device|
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    JPH10176550A|1996-12-19|1998-06-30|Toyota Motor Corp|Throttle control device|
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    US6539918B1|2001-10-09|2003-04-01|Visteon Global Technologies, Inc.|Electronic throttle servo hard stop detection system|
    DE102004057612B4|2003-12-03|2010-04-08|Continental Automotive Systems US, Inc. , Auburn Hills|Electronic control system for a throttle body and method|
    JP2006257923A|2005-03-16|2006-09-28|Denso Corp|Electronic throttle control device of internal combustion engine|DE102013105340A1|2013-05-24|2014-11-27|Vorwerk & Co. Interholding Gmbh|Electrically operated device, method for calibrating a sensor and computer program product|
    法律状态:
    2017-05-02| NUG| Patent has lapsed|
    优先权:
    申请号 | 申请日 | 专利标题
    SE1050884A|SE536886C2|2010-08-31|2010-08-31|Method of initiating an adjustment of a damper|SE1050884A| SE536886C2|2010-08-31|2010-08-31|Method of initiating an adjustment of a damper|
    EP11822221.5A| EP2612011A1|2010-08-31|2011-08-31|Method for initiation calibration of a damper|
    PCT/SE2011/051039| WO2012030286A1|2010-08-31|2011-08-31|Method for initiation calibration of a damper|
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