A device for detecting engine brake

Abstract: A device for detecting engine brake, the device including a memory for storing the rotating speeds of the engine corresponding to the degrees of opening the throttle valve, a detector of the degree of opening the throttle, a detector of the actual rotating speeds of the engine, and a device of discerning that the engine is an engine brake state when the actual speeds of the engine corresponding to the actual degrees of opening the throttle exceed the speeds of the engine stored in the memory.

Description: The present invention relates to a device for detecting an engine brake state, and more particularly to a device for detecting any load acting on the engine. In order to detect whether an output from an engine is positive or negative (hereinafter the latter will be referred to as "engine brake"), the common practice is to use a torque detector in an output shaft of the engine or any other transmission line, thereby ascertaining the direction of torque. However, the torque detector requires a complicated auxiliary measuring tool so as to discern in which direction the torque acts. The torque detector, which is also bulky and heavy, is not suitable for automobile engines which have limited space. As a result, it is difficult to detect a load unexpectedly acting on the engine, which makes it impossible to adjust the speed reduction ratio appropriately and regulate the engine output to optimum values suitably for the case. British patent specification with publication number GB2030661A, discloses a device for controlling the transmission of a vehicle with a view to maximizing the fuel economy and power output performance. The transmission shift control device has: a throttle sensor which generates a signal corresponding to the actual degree of throttle opening; an engine speed sensor which generates a signal corresponding to the actual speed of the engine; and a memory which stores a relationship between the throttle opening and the engine speed corresponding to maximum fuel economy operation, and which gives a target value for one of the signals when the other is inputted to the memory. A comparison is made between the target value and the corresponding actual signal and the device generates an upshift or downshift signal when the need arises in order to optimise the shift timing of the transmission of the vehicle. The present invention is directed toward a device for detecting any unexpected load acting on the engine which solves the problems pointed out with respect to the conventional torque detectors. It is desired to provide a device for detecting any load acting on the engine, the device requiring no large accommodation space and being light-weight. According to the present invention there is provided a device for detecting an engine brake state, the device comprising a memory for storing a plurality of rotating speeds of an engine under no load corresponding to the degrees of opening of the throttle valve; throttle valve opening detecting means for detecting an actual degree of opening of the throttle valve; engine speed detecting means for detecting an actual rotating speed of the engine; and determining means for determining whether the engine is in an engine brake state by comparison of the detected actual speed of the engine with an engine speed stored in said memory corresponding to the detected actual degree of opening of the throttle valve, whereby an engine brake state is judged when the detected actual engine speed exceeds the speed of the engine stored in the memory with respect to the same opening degree of the throttle valve, and for outputting an engine brake signal. The advantages of the present invention will become more apparent from the following detailed description, when taken in conjunction with the accompanying drawings which show, for the purpose of illustration only, one embodiment in accordance with the present invention. BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a block diagram showing the structure of a detector according to the present invention; Fig. 2 is a flowchart schemmatically explaining the hydraulic circuits incorporated in the device shown in Fig. 1; Figs. 3 and 4 are diagrammatic graphs explaining modes in which hydraulic pump motors are controlled; Fig. 5 is a graph showing the relationship between the rotating speed of the engine and the degree of opening an throttle valve; and Fig. 6 is a flowchart showing a state of controlling the system Referring to Figs. 2 to 6, a stepless speed reducer will be described, which incorporates the device of the present invention: The stepless speed reducer includes a first, a second and a third input/output end 1, 2 and 3, respectively. There is provided a differential gear unit 4 which has a mechanical transmission line (a) for low speeds between the first and second input/output end 1 and 2, and a mechanical transmission line (b) for high speeds between the first and the third input/output end 1 and 3. There are provided a first pump motor 7 having an input/output shaft 7a connected to the second input/output end 2 through gears 5, 6, and a second pump motor 8 having an input/output shaft 8a connected to the third input/output end 3 through gears 9, 11. The two pump motors 7 and 8 supply fluids to hydraulic transmission mains (A) and (B) in a hydraulic transmission unit 12. An end of the low-speed transmission line (a) is engageable with a rotary center boat 13 by means of a clutch 14. An end of the high-speed transmission line (b) is engageable with the center boss 13 by means of a clutch 15. The center boss 13 is connected to an output shaft 18 through gears 16 and 17. The differential gear unit 4 comprises planetary gears 21 located along an orbit, a sun gear 22 located in the center of the orbit, and a ring gear 23 located outside the orbit. The differential gear unit 4 has a gear retainer 24 which has the input/output end 1 at its center. An input shaft 25 is disposed at the input/output end 1 connected to a source of power 19. The sun gear 22 has its supporting shaft 22a whose end constitutes the input/output end 2 to which the gear 5 is fixed. The ring gear 23 has a boss 23a whose and constitutes the third input/output and 3 to which the gear 9 is fixed. In addition to the planetary gears 21, the sun gear 22, the gears 5, 6, the low-speed mechanical transmission line (a) includes a clutch 26 and gears 28, 29, the last-mentioned gear 29 having a boss 29a which functions as a transmission end. The high-speed transmission line (b) includes the planetary gears 21 and the ring gear 23, the ring gear 23 having a boss 23a which functions as a transmission end. The pump motors 7 and 8 included in the hydraulic transmission unit 12 each capable of varying capacities are connected in series to each other through a hydraulic path 31. The input/output shaft 7a of the pump motor 7 is connected to a supporting shaft shaft 22a of the sun gear 22 through the gears 5, 6. The input/output shaft 8a of the pump motor 8 is connected to the ring gear 23 through the gears 9, 11. The reference numeral 32 denotes a booster pump disposed in the fluid path 31. There is provided a changeover member 33 between the second input/output end 2 and the pump motor 7, so as to change the direction of output. The changeover member 33 connects the gear 6 to the input/output shaft 7a of the motor 7 through the clutch 26, and has a one-way clutch 35 between the gear 6 and a fixture 34. The one-way clutch 35 locks a ratchet wheel 36 by means of a pawl 37 fixed to the fixture 34 so as to prevent the second input/output end 2 from rotation only when the car is to run, backward. The clutches 14, 15 and 26 are actuated by actuators 41, 42, and 43, respectively. There are provided other actuators 44 and 45, which are designed to vary the displacement in, or the capacity of, the pump motors 7 and 8. The actuators 44 and 45 are controlled by a computer 51. The computer 51 includes a central processing unit (CPU) 52, memories 53 and an interface 54. The computer 51 includes a memory 61 for storing the rotating speed of the engine, and means 62 for discerning any load acting on the engine, The interface 54 receives various signals; that is, a signal (p) from a first sensor 55 for detecting an output rotating speed, a signal (g) from a second sensor 56 for detecting an input rotating speed, a signal (r) from a first pressure sensor 57 disposed in that circuit part 31a of a hydraulic pressure main 31 which becomes high in the low speed mode, a signal (s) from a second pressure sensor 58 disposed in that circuit part 31b of the main 31 which becomes high in the high speed mode, and a signal (t) indicating the fuel supply to the engine 19 so as to control the output thereof. The interface 45 generates various signals; that is, a signal (u) for operating the actuator 41 for the low-speed clutch 14, a signal (v) for operating the actuator 42 for the high-speed clutch 15, a signal (w) for operating the actuator 43, signals (x) and (y) for operating the actuators 44 and 45, respectively, and a signal (z) for operating the actuator 46. The memory 53 stores programs, such as the program shown in Fig. 6. Taking an example from a car which runs forward with the clutch 26 being in engagement, how the stepless speed reducer operates will be described by reference to Fig. 6: In a driving area in which the speed ratio (e) (output rotating speed/input rotating speed) is below a predetermined intermediate speed ratio (e m ), the low speed mode is selected by engaging the clutch 14 for low speed and disengaging the clutch 15 for high speed (step #101). More specifically, the speed ratio (e) is consecutively calculated on the basis of an output rotating speed detected by the first sensor 55 and an input rotating speed detected by the second sensor 56. The predetermined intermediate speed ratio (e m ) corresponds to where the transmission ends of the line (a) and the line (b) rotate at an equal speed. In this low speed mode the input side and the output side are mutually communicated through the transmission line (a) passing between the input/output ends 1 and 2, thereby transmitting power from the engine 19 to the output shaft 18 through the line (a). In this situation, the pump motor 7 functions as a motor whereas the pump motor 8 functions as a pump. The torque of the third input/output end 3 is transmitted to the output shaft 18 through a hydraulic transmission main (A) passing between the pump motors 7 and 8. In the low speed mode the displacement of the pump motor 8 is increased as shown in Figs. 3 and 4, and after the displacement reaches the maximum capacity, the other pump motor 7 progressively reduces its capacity. In this way the rotating speed of the output shaft 18 increases in accordance with the rotation of the input shaft 25. By controlling the displacements of the pump motors 7 and 8 an instruction signal is generated to the actuators 44 and 45 such that a target rotating speed corresponding to the degree of opening the throttle value may be equal to an actual rotating speed of the engine 19 detected by the sensor 56. As shown in Fig. 5, the target rotating speed of the engine 19 under no load is proportional to the degree of opening the throttle which is previously stored in the memory 53. The target rotating speed for each operation of the engine 19 is appropriately selected by signals (t) input in accordance with the varying degrees of opening the throttle valve. In the low speed mode, if the difference in speed between the low-speed clutch 14 and the high-speed clutch 15 becomes smaller than the constant (β) (step #103), the intermediate lock-up mode is reached. In this case, the displacement of the pump motor 7 is controlled such that both clutches 14 and 15 operate synchronously with each other, and then they are engaged (step #201) and locked such that the speed ratio way become the predetermined intermediate speed ratio (e m ). Immediately after the displacement of the pump motor 7 is controlled, and the pressure difference between the hydraulic transmission mains (A) and (B), that is, the lines 31a and 31b becomes zero (step #202). The control of the displacement operates the actuator 44 so as to equalize the detected values of the sensors 57 and 58 (refer to the point P in Fig. 3). When the intermediate lock-up mode is reached in the above-mentioned manner, different controls are required depending upon when the car is in a normal running state or when it is in an engine brake state. Fig. 3 shows this situation where the pump motor 7 functions as a motor whereas the pump motor 8 functions as a pump. As a result, when the intermediate mode is ready to realize, the capacity of the pump motor 7 is shifted to the point (I), and then the capacity is remedied in the increasing direction, thereby achieving the intermediate lock-up mode. When the engine 19 is in the engine brake state due to the reverse rotation of the wheels, the pump motor 7 functions as a pump, whereas the pump motor 8 functions as a motor. As a result, when the intermediate mode is ready to reach, the capacity of the pump motor 7 is shifted to the point (II), and then the capacity is remedied in the decreasing direction, thereby achieving the intermediate lock-up mode. If the conditions for shifting to the high-speed mode are satisfied, the capacity of the pump motor 7 is incremented so as to make up for leakage. When the point (II) is reached, where the torque of the low-speed clutch 14 becomes zero, the clutch 14 is released so as to shift the mode to the high-speed mode. In this situation, if the car is in the engine brake state, a further control is required or in other words, it is necessary to remedy the capacity of the engine toward the point I. It will be appreciated from this fact that if, depending upon the engine brake state or not, it is previously known whether the capacity should be controlled toward the point (I) or the point (II) upon satisfaction of the prescribed conditions, the speed can be quickly adjusted. This is a great advantage of the present invention. As shown in Fig. 5, the relationship between the degree of opening the throttle valve under non-load and the rotating speed of the engine is stored in the memory 53 of the computer 51. The open degree of the throttle at each point of time and the actual rotating speeds of the engine 19 are detected by a signal (t) from the throttle sensor 59 and a signal (q) from the rotating speed sensor 56. If the actual speed exceeds the speed of the engine under non-load with respect to the same open degree of the throttle, it is judged that the car is in an engine brake state. Whereas, if it is smaller than it, it is judged that the car is in a normal running state. If the engine 19 is equipped with any auxiliary load such as an air conditioner, it is also desirable to store in the memory (53) the relationship, under that load, between the degree of opening the throttle valve and the rotating speed of the engine, and refer to that relationship as the case may be. In the intermediate lock-up mode, if the actual speed exceeds the target speed beyond a prescribed range (α) (step #204), the mode is shifted to the high-speed mode by disengaging the low-speed clutch 14 (step #304). The situation where the actual speeds exceeds the target speed beyond the range (α) includes a special case where the speed increases because of a reduction in the load acting on the engine irrespective of the constant operation of the accelerator by the driver. In this special case, it is advisable to boost the load acting on the engine, so that the lock-up mode should be released during the intermediate lock-up mode so as to shift to the high-speed mode. In this situation, the displacement of the pump motor 7 in increased, and after the torque transmitted from the low-speed mechanical transmission line (a) to the center boss 13 becomes zero, the low-speed clutch 14 is released. When the driver deliberately steps down the accelerator to reduce the target speed far below the actual speed; in other words, when the engine brake is increased because of an external load input to the engine 19 so that the actual speed thereof is larger than the target speed, it is possible to release the lock-up mode in the intermediate lock-up mode so as to shift to the high-speed mode. In this situation, the engine 19 receives an input through the output shaft 18, thereby enabling the pump motors 7 and 8 to function oppositely from when the engine 19 receives an output. In this way when the clutches 14 and 15 are to be changed in the intermediate lock-up mode, the degree of the eccentricity of the pump motor 7 is adjusted in the opposite direction to that described above. More specifically, if it is ascertained that the car is in an engine brake state in the intermediate lock-up made, the displacement of one of the pump motors 7 is slightly reduced so as to enable no torque to act on-the center boss 13 from the mechanical transmission line (a) on the low-speed side. Then the low-speed clutch 14 is released. If in the intermediate lock-up mode the actual speed of the engine 19 detected by the sensor 56 becomes slower than the target speed beyond a predetermined range (α) (step #203), the high-speed clutch 15 is released to return to the low-speed mode (step #104). The situation where the actual speeds slows down more than the target speed beyond the range (α) includes a case where the speed does not increase up to a desired value irrespective of the constant boosting of the throttle by the driver, and another case where the speed does not increase because of an increasing load on the engine irrespective of the constant operation of the accelerator by the driver. In the latter case, it is advisable to reduce the load acting on the engine, so that the lock-up node should be released during the intermediate lock-up mode so as to shift to the low-speed mode, In shifting to the low-speed mode the displacement of one of the pump motors 7 is slightly reduced so as to allow no torque to act on the center boss 13 from the high-speed mechanical transmission line (b). Then the high-speed clutch 15 is released. When the high-speed mode is reached, the mechanical transmission line (b) is formed between the input/output ends 1 and 2 of the differential gear unit 4, and the input power is directly transmitted to the output shaft 18 through the line (b). In this situation, the pump motor 7 functions as a pump, whereas the pump motor 8 functions as a motor, whereby the second input/output end 2 of the differential gear unit 4 impart its torque to the output shaft 18 through the hydraulic transmission system (B) formed between the pump motors 7 and 8. In thin high-speed mode the displacement of one of the pump motors 7 is gradually increased, and after the displacement thereof reaches the peak, the displacement of the other pump motor 8 is gradually decreased. Thus the speed of the output shaft 18 increases in accordance with an increase in that of the output shaft 25. The displacement of the pump motors 7 and 8 is controlled by sending signals to the actuators 44 and 45 so as to equalize the speeds of the actual speed of the engine 19 detected by the sensor 56 and the target speed corresponding to the degree of opening the throttle (step #301). In the high-speed mode if the difference in speed between the low-speed clutch 14 and the high-speed clutch 15 becomes smaller than the predetermined value (β) (step #303) the intermediate lack-up mode is reached in the above-mentioned manner. In such situations, whether or not the car is in the engine brake state is easily detected by comparing between the individual target speeds previously set so as to correspond to the anticipated open degrees of the throttle and each actual speed consecutively input in accordance with the actual open degrees thereof. Under the present invention arithmetic operations are easily processed in the computer 51, and furthermore, no large space is required nor is the heavy weight involve The device of the present invention is applicable to various appliances which have an intermediate lock-up mode to enhance the efficiency of the system; more specifically, in the intermediate lock-up mode it is possible to appropriately determine the direction of controlling the pump motors 7 and 8 depending upon whether or not the engine brake occurs. If the displacement of the pump motor 7 is controlled to give no pressure difference between the circuits 31a and 31b, the power-transmission ratio between the hydraulic transmission mains (A) and (B) is made zero, and then the power is transmitted through the mechanical transmission lines (a) and (b). The present invention has made it possible to have an area in the driving mode in which the hydraulic power transmission mains (A) and (B) has no power-transmission ratio, and also it is possible to appropriately select the pump motors 7 or 8 depending upon whether or not the engine brake occurs. Thus the driving efficiency is maintained. In this way if the driving system is controlled so that no pressure difference between the circuits is attained, the pump motors 7 and 8 are less liable to leakage loss or torque loss. As a result, the hydraulic mains (A) and (B) is saved from a possible energy loss, thereby maintaining the transmission efficiency of the stepless speed reducer. Even if the actual speed of the engine becomes different from the target speed, the efficiency of the system as a whole is maintained and the mileage will be enhanced. In addition, the more occasions there are of having no pressure difference between the hydraulic mains (A) and (B), the more the pump motors 7, 8 and ancillary devices are protected against wear. In summary, a device for detecting an engine brake state is used in combination with a stepless speed reducer comprising: a differential gear unit 4 having a low-speed transmission line and a high-speed transmission line; and a hydraulic transmission unit 12 having two variable displacement pump motors 7 and 8 connected in series, the first pump motor being coupled to the low-speed transmission line and the second pump motor to the high-speed transmission line such that, at high or low speeds and in the absence of an engine brake condition, power from the engine 19 is transmitted to the output shaft 18 through the high or low speed transmission line respectively both mechanically and hydraulically with the pump motor coupled to the respective transmission line operating as a motor and with the other pump motor operating as a pump driven by the transmission line coupled thereto, wherein at intermediate speeds the displacements of the pump motors 7 and 8 are controlled in dependence on the output signal from the device so that power is transmitted mechanically through both transmission lines, there being no hydraulic power transmission. In the illustrated embodiment the detector of the present invention is applied to change the direction of controlling the pump motors 7, 8 in order to switch one clutch to another through the detection of the car being in the engine brake state, but the application is not limited to it. The feature of the invention resides in the ready detection of an engine brake, and the detecting signals can be used for many applications.

Claims: A device for detecting an engine brake state, the device comprising a memory (53) for storing a plurality of rotating speeds of an engine under no load corresponding to the degrees of opening of the throttle valve; throttle valve opening detecting means (59) for detecting an actual degree of opening of the throttle valve; engine speed detecting means (56) for detecting an actual rotating speed of the engine; and determining means for determining whether the engine is in an engine brake state by comparison of the detected actual speed of the engine with an engine speed stored in said memory corresponding to the detected actual degree of opening of the throttle valve, whereby an engine brake state is judged when the detected actual engine speed exceeds the speed of the engine stored in the memory with respect to the same opening degree of the throttle valve, and for outputting an engine brake signal. A device according to claim 1 in which a plurality of rotating speeds of the engine corresponding to an auxiliary load on the engine, in addition to the plurality of rotating speeds of the engine under no load, are stored in the memory (53) for the degrees of opening of the throttle valve such that, when the engine is driving the auxiliary load, the detected actual speed of the engine is compared with an engine speed stored in the memory corresponding to the auxiliary load as well as the detected actual degree of opening of the throttle valve.

Inventors: FUJII HIROYUKI C O SANJO-FACTO, KITA YASUO C O SANJO-FACTORY S, UZAWA HIROSHI C O SANJO-FACTOR, FUJII, HIROYUKI C/O SANJO-FACTORY SHIMADZU CORP., KITA, YASUO C/O SANJO-FACTORY SHIMADZU CORP., UZAWA, HIROSHI C/O SANJO-FACTORY SHIMADZU CORP.
Applicants: SHIMADZU CORP, SHIMADZU CORPORATION
Application year: 1989
Main classification: B60K41
IPC codes: F16H47, F16H61, G01L5, G01M15, F02D45