VEHICLE ACCESSORY CONTROL METHOD AND SYSTEM

Abstract: A vehicle with an engine (20) and a cab (14) has an air conditioning compressor (46) which is engaged and disen­ gaged by a clutch (42) so as to control the sensed tempera­ ture (Te) in the cab to a preset temperature (Td). The clutch is controlled by a microprocessor control unit (40) which, when the sensed temperature is out of range, engages or disen­ gages the clutch, as required to bring the temperature back in range. An engine load sensor (18) is sampled periodically by the control unit and a historical series of say 100 values are stored to indicate at each sampling whether the load was or was not below a preset level. The corresponding states of the clutch (42) are also stored. The control unit (40) derives a mean engine loading factor from the stored load values and a mean compressor activity factor from the stored clutch state values. The two said factors are compared and, when the controlled temperature (Te) is within range, the clutch (42) is engaged or disengaged in accordance with the results of the comparison. A similar control technique is applied to an air compressor (28) determining the pressure (P) in a pressure accumulator (26), an engine fan clutch (52) deter­ mining the engine temperature (Tc) and a field coil switch (37) of an alternator (32) determining the battery voltage (V).

Description: The present invention relates to a control method and system for controlling the operation of one or more vehicle accessories, such as an air conditioner. It is well known to use microprocessors to implement feedback control systems for such accessories (e.g. US 4,358,936, US 4,365,663 and US 4,486,837). Typically, air conditioning compressors are controlled as a function of the sensed temperature in the operator's compartment. When the sensed temperature rises above a preset high limit, the compressor clutch is engaged. When the sensed temperature falls below a low limit, the compressor clutch is disengaged. When the compressor is operating, it reduces the peak power available from the engine for other useful work. This reduces the productivity of the machine. The cycling of the compressor increases the load variance of the engine, thereby reducing the durability of the engine. Devices are available which disengage an air conditioning compressor clutch during periods of peak engine load, as sensed by an engine load sensor. One such device is known as the "Passmaster". The "Passmaster" includes a vacuum-operated switch which is attached to the manifold vacuum port on a gasoline engine. A problem associated with the "Passmaster" device is that the compartment temperature may exceed what is desired if the engine load persists above the preset limit of the switch. Another problem of systems with a preset load limit is that such systems do not anticipate changing load cycles and do not operate to minimize variance in engine loading. An object of this invention is to provide a vehicle accessory control method and system which are responsive to a loading cycle of the engine and tend to reduce variations in engine loading, especially a vehicle air conditioning control system which is responsive to load cycling of the engine and to the temperature of the controlled environment. The invention is defined in the appended claims. A preferred embodiment includes an engine load sensor, an engine coolant sensor, a cab temperature sensor, a cab temperature setting device, an accumulator pressure sensor and a battery voltage sensor. Signals from these sensors are received by an electronic control unit (E.C.U.) which generates control signals. The control signals are applied to electromagnetic clutches for the air conditioning compressor, the engine cooling system fan, the air comrpessor, and to a switch for controlling energization of the alternator field winding. The E.C.U. stores sets of values which represent the recent history of the engine loading, the recent history of the engagement status of the electromagnetic clutches and of the energisation status of the alternator field winding. The E.C.U. derives factors from each of these sets of historical values. The control signals are a function of the sensed parameters and of comparisons between the derived factors. The invention will be described in more detail by way of example and with reference to the accompanying drawings, in which: Fig 1 is a schematic diagram of an accessory control system embodying the present invention. Figs 2a-2f are logic flow digrams of the algorithm executed by the electronic control unit of Fig 1. The control system 10 includes an adjustable temperature setting device 12 which the operator sets to the desired temperature Td in the controlled environment of the vehicle cab or compartment 14 and a temperature sensor 16 for sensing the ambient temperature Te of the controlled environment in the cab 14. An engine load sensor 18 (such as a rack position sensor on a diesel engine, a manifold vacuum pressure sensor on carburetted engines or a fuel flow sensor) senses the load Ld on engine 20. Also included is a temperature sensor 22 for sensing the temperature Tc of the coolant in the engine 20. A pressure sensor 24 senses the air pressure in an accumulator 26, which is pressurized by air compressor 28 belt-driven via an electromagnetically controlled clutch 30. A belt-driven alternator 32 charges a battery 34 when the alternator field winding 36 is energized. The signals from the sensors 12, 16, 18, 22 and 24 and the battery voltage V are received by an electronic control unit (E.C.U) 40. Preferably, the E.C.U. could include a single chip microprocessor, such as described in US Patent No 4,358,936. The E.C.U. 40 generates control signals which are applied to an electromagnetic clutch 42 which is coupled to an engine-driven belt drive 44 to drive an air conditioning compressor 46 which circulates refrigerant through an evaporator 48. A fan 50 drives air past the evaporator 48 to cool and condition the interior of the vehicle compartment 14. Control signals are also applied to an electromagnetic clutch 52 which drives the engine cooling fan and the belt drive 44 and to the air compressor electromagnetic clutch 30. Finally, the E.C.U. 40 is connected to control the energization of the alternator field winding 36 via a solid state switch 37 connected in series between the ungrounded side of the coil 36 and a conventional field coil regulator circuit 39. The control signals are generated by E.C.U. 40 as a function of the sensed temperature Te and Tc, the desired temperature Td, the sensed engine load Ld, air pressure P, and voltage V according to the algorithm illustrated by the flow chart shown in Figs 2a-2f. Referring now to Figs 2a-2f, the algorithm starts at 102. Then, at 104, various factors are initialized. A plurality of engine load history memory locations, ELH(1) to ELH(100), are initialized to some initial engine load value, such as 5. Other initial values would also work since in any case, the initial values will be rapidly replaced by actual sensed values through the repeated operation of the algorithm. Similarly, air conditioner compressor clutch history memory locations ACONH(1) to ACONH(100) are initialized, preferably to a value of 1.0, which represents an "on" or "engaged" condition of clutch 42. A clutch-disengaged state is represented by a value of 0. Air compressor clutch history values ACOMH(1) to ACOMH(100) are initialized to 1.0 to represent an engaged condition of clutch 30. Values FWH(1) to FWH(100) are initialized to 1.0 to represent an energized condition of the alternator field winding 36. The cooling system fan clutch history values FCH(1) to FCH(100) are initialized at 1.0 to represent an engaged status of the fan clutch 52. It should be pointed out that the particular number of these various history memory locations is not critical as long as it is understood that more memory locations yield better resolution at an increased cost. A reasonable number of memory locations would be from 10 to 100. The example described herein will be based upon 100 history memory locations for each variable. Finally, the variable indexing integer's I, J, K, L and M are initialized equal to 100. It should be pointed out that the E.C.U. 40 also contains various pre-programmed values, such as Tv, representing an allowable variation in the temperature of compartment 14. Vmax and Vmin represents the maximum and minimum, respectively, of the battery voltage, V. Pmax and Pmin represent the maximum and minimum allowed pressure in accumulation 26. Tmax and Tmin represent the maximum and minimum, respectively, of the engine coolant temperature. In step 108, counter values A and N are both set equal to 1. Then, step 110 determines if ELH(N) is less than ELH(0). If yes, the algorithm proceeds to step 112 where the counter value A is increased by 1. If not, the algorithm proceeds to step 116 where N is compared to 100. If N is not equal to 100, N is increased by 1 at step 114, then the algorithm returns to step 110. Thus, steps 108 to 116 operate so that the counter value A will be equal to the number of engine load history values which are greater than the current load history value ELH(0). Thus, the number A can be described as a loading factor or a ranking factor which represents a comparison or ranking of the current engine load with respect to the recent history of the engine loading. If Te is greater than Td + Tv, then step 118 directs the algorithm to step 126, while if Te is less than Td - Tv, then step 120 directs the algorithm to step 128. Otherwise, the algorithm proceeds to routine 122. Routine 122 is the same as steps 108 - 116, except that a counter value B is set equal to the number of history values for clutch 42, ACOHN, which are equal to 1. Thus, B can be described as an activity or usage factor which is a historical measure of the engagement status of air conditioner compressor clutch 42 and represents the proportion of the time that the air conditioning compressor clutch must be engaged to keep the environment within the desired temperature limits. If A is not greater than B, then step 124 directs the algorithm to step 126. Otherwise, step 124 directs the algorithm to step 128. Step 126 causes clutch 42 to be engaged, after which step 130 sets ACONH(I) = 1. Step 128 causes disengagement of clutch 42, after which step 132 sets ACONH(I) = 0. Thus, the engagement of clutch 42 is controlled as a function of a comparison involving the current engine load history ranking and the recent engine loading history and the recent engagement history of clutch 42 (proportion of tine engaged). From steps 130 or 132, the algorithm proceeds to step 134 which decrements the index I by 1. Then, if the index I is not equal to 0, step 136 directs the algorithm to step 140, else, the algorithm proceeds to step 138 which sets I equal to 100. In this manner, steps 126, 130 and 134 - 138 or steps 128, 112 and 134 - 138 operate to place a 1 or a 0 in the oldest or Ith ACONH memory location. Then, the index I is decremented so that through repetition of the algorithm, the oldest history value for clutch 42 is replaced with a value corresponding to the current status of the engagement of clutch 42, as determined by step 126 or 128. In steps 140 and 142, the accumulator pressure value P is compared to Pmin and Pmax values, respectively. If P is less than Pmin, then step 140 directs the algorithm to step 148. If P is greater than Pmax, then step 142 directs the algorithm to step 152. Otherwise, the algorithm proceeds to routine 144. Routine 144 is also the same as steps 108 - 116, except that a counter value C is set equal to the number history values for air compressor clutch 30, ACOMH, which are equal to 1 (indicating clutch engagement). Thus, C is a historical measure of the engagement status of air compressor clutch 30 and represents the proportion of the time that the air compressor clutch 30 must be engaged to maintain adequate pressure in the accumulator 26. Then, if A is greater than C, step 146 directs the algorithm to steps 152 and 154. Otherwise, step 146 directs the algorithm to steps 148 and 150. Step 148 causes engagement of the air compressor clutch after which step 150 sets ACOMH(J) equal to 1. Step 152 causes disengagement of clutch 30 after which step 154 sets ACOMH(J) equal to 0. Thus, the engagement of clutch 30 is controlled as a function of a comparison involving the current engine load history ranking and the recent engagement history of air compressor clutch 3D (proportion of time engaged). Steps 156 - 160 operate the same as steps 134 - 138, except with index integer J, so that the history values for air compressor clutch 30 are updated so that the most recent clutch status value set in steps 150 to 154 replaces the oldest history value. Step 162 directs the algorithm to step 170 if the battery voltage V is less than Vmin. Step 164 directs the algorithm to step 172 if V is greater than Vmax. Otherwise, the algorithm proceeds to routine 166. Routine 166, like steps 108 - 116 and routine 122 and 144, calculates D, the number of history values for the field winding 36, which indicate that the field winding is energized. Thus, D is a historical measure of the energization status of the alternator field winding 36 and represents the proportion of the time that the winding 36 is energized. Then, if A is greater than D, step 168 directs the algorithm to steps 172 and 174. Otherwise, step 168 directs the algorithm to steps 170 and 172. Step 170 energizes the field winding 36 and step 172 sets the current field winding history value, FWH(k) equal to 1. Step 174 de-energizes field winding 36 and step 176 sets FWH(k) equal to zero. Thus, the energization of field winding 36 is controlled as a function of a comparison involving the current engine load history ranking and the recent energization history of field winding 36 (proportion of time engaged). Then, steps 178 - 182 operate the same as steps 134 - 138, except with index "k" so that the history values for the field winding are updated so that the most recent status history value FWH(k) set in steps 172 or 176 replaces the oldest field winding history value. If the coolant temperature, Tc, is greater than Tcmax, then step 184 directs the algorithm to step 192. If Tc is less than Tcmin, then step 186 directs the algorithm to step 194. Otherwise, the algorithm proceeds to routine 188, which, like steps 108 - 116, determines the number F, which is equal to the number of history values for fan clutch 52 which represents an engaged status of fan clutch 52. Thus, F is an historical measure of the engagement status of fan clutch 52 and represents the proportion of the time that the fan clutch 52 is engaged. Then, if A is greater than F, step 190 directs the algorithm to steps 196 and 198. Otherwise, step 190 directs the algorithm to steps 192 and 194. Step 192 engages fan clutch 52 and step 194 sets the current fan clutch history value FCH(L) equal to 1. Step 196 disengages clutch 52 and step 198 sets, FCH(L) equal to 0. Thus, the engagement of fan clutch 52 is controlled as a function of a comparison involving the current engine load history ranking and the recent engagement history of fan clutch 52 (proportion of time engaged). Then, steps 200 - 204 operate on index L so that the oldest fan clutch history value is always replaced by the current value, as determined in steps 194 or 198. Next, in step 206, the current engine load history value ELH(M) is set equal to the most recent engine load history value ELH(O) determined in previous step 106. Then, steps 208 - 212 operate with the index M so that the oldest engine load history value is always replaced with the newest engine load history value. In this manner, the engine load history values ELH(1) to ELH(100) will represent a continuously updated history of the engine load. After step 212, the algorithm returns to step 106 so that the sensed values can be updated before the next execution of the algorithm. The conversion of the above-described flow chart into a standard language for implementing the algorithm described by the flow chart in a digital data processor, such as a microprocessor, will be evident to those with ordinary skill in the art.

Claims: A method for controlling the operation of an accessory driven by a vehicle engine, comprising: a) periodically sensing loading of the engine and generating an engine load value (ELH(N)) representing the sensed engine load; b) storing a series of the load values (ELH(1)-ELH(100)) in a corresponding first set of memory locations; c) deriving from the stored load values an engine loading factor (A) which represents the number of the stored load values (ELH(1)-ELH(100)) which are less than a certain engine load value (ELH(0)) d) storing a series of activity values (e.g. ACONH(1)-ACONH(100)) in a corresponding second set of memory locations, each activity value representing an activity status of the engine driven accessory; e) deriving from the series of stored activity values an accessory activity factor (B) which represents a number of the stored activity values (e.g. ACONH(1)-ACONH(100)) which are equal to a certain value f) comparing the engine loading factor (A) with the accessory activity factor (B); and g) activating or deactivating the accessory, depending upon the result of the comparison. A method according to claim 1, characterised in that after activating or deactivating the accessory, an oldest one of the stored activity values (e.g. ACONH(1)-ACONH(100)) is replaced with a new activity value representing the activity status of the accessory resulting from operation of step g). A method according to claim 2, characterised in that an oldest one of the stored engine load values (ELH(1)-ELH(100)) is periodically replaced with a most recent one of the load values generated by operation of step a). A method according to any of claims 1 to 3, characterised in that the accessory controls a variable to a preset value, is activated and deactivated to this effect when the variable is out of range and is controlled in accordance with step g) when the variable is in range. A method according to claim 4, characterised in that the controlled variable is a temperature (Te or Tc). A method according to claim 5, characterised in that the controlled temperature (Tc) is the engine temperature and the accessory is a clutch (52) driving an engine cooling fan from the engine. A method according to claim 5, characterised in that the controlled temperature (Te) is ambient temperature within the vehicle and the accessory is a clutch (42) driving a refrigerant compressor (46) from the engine. A method according to claim 4, characterised in that the controlled variable is a pressure (P) and the accessory is a clutch (30) driving an air compressor (28) from the engine. A method according to claim 4, characterised in that the controlled variable is a voltage (V) and the accessory is an alternator (32) for charging a vehicle battery (34) with a switch (37) determining whether or not the alternator field coil (36) is energised. A method according to any of claims 1 to 4, characterised in that the accessory is an air-conditioning compressor (46) driven by the engine through a clutch (42) to control a temperature variable (Te), the clutch being engaged and disengaged in step g) in dependence upon the results of the comparison. A vehicle having an engine (20), an engine-driven accessory (e.g. 46) for varying a controlled variable (e.g. Te), and a control unit (40) operative to control the variable to a preset value (Td) by switching the accessory in or out of operation, when the controlled variable is out of range, in the sense such as to bring the controlled variable back into range, characterised by a load sensor (18) for sensing engine loading, the control unit (40) being connected to the load sensor and constructed to store a series of most recently acquired load values (ELH(1)-ELH(100)), to derive therefrom an engine loading factor (a) which represents the number of the stored load values (ELH(1)-ELH(100)) which are less than a certain engine load value (ELH(0)), to store a corresponding series of signals (e.g. ACONH(1)-ACONH(100)) representative of the activity status of the accessory (e.g. 46), to derive therefrom an accessory activity factor (e.g. B) which represents the number of the stored activity values (e.g. ACONH(1)-ACONH(100) which are equal to a certain value and, when the controlled variable (e.g. Te) is in-range, to switch the accessory in and out of operation in dependence upon a comparison between the two said factors (A and B).

Inventors: SHIRLEY, RALPH EDWIN
Applicants: DEERE & COMPANY
Application year: 1986
Main classification: G05D23
IPC codes: G05D23, B60H1, F02D45, F02D29