Patent Application
20160138503
The present invention relates to an apparatus and a method for controlling engine RPM (Revolutions Per Minute) for a construction machine, and more particularly, to an apparatus and a method for controlling engine RPM, which can compulsorily decrease the engine RPM when an air filter clogging signal is generated.
Generally, in a construction site where earth or particulate matter is scattered, a large amount of dust may be sucked into an internal combustion engine of a construction machine. In particular, dust that is sucked into an engine combustion chamber may be caught between a piston that performs high-speed reciprocating motion and a cylinder wall, and may not only serve as an abrasive in the engine but also cause an combustion operation to deteriorate.
An air cleaner that is used to protect the engine against dust may be classified into a dry air cleaner, an oil bath air cleaner, and a wet air cleaner, and require periodic inspection in order to heighten its efficiency as a filtering device.
On the other hand, in an engine intake line that is applied to the engine for a construction machine, an air, from which dust is removed through a filter of the air cleaner, is supplied to the engine combustion chamber through an engine intake manifold. Further, a pressure switch is mounted on the engine intake line, and an operator in a cabin is notified of a replacement or repair time of the filter of the air cleaner in accordance with pressure setting values.
On the other hand, even in the case where an engine protection function is provided to notify the operator of the filter replacement or repair time in accordance with filter clogging, a function of actually checking an engine operating time may not be provided. That is, in the case where an engine start is stopped while a work is done after the filter clogging is warned, data of the engine operating time after the warning of the filter clogging is not stored, but is erased to become zero. Due to this, exceeding of the filter replacement or repair time may frequently occur after the lapse of a predetermined time after the warning of the filter clogging.
If the filter of the air cleaner is not timely replaced due to carelessness of an operator, dust or foreign substances accumulated in the filter may get out of the filter and may be sucked into the engine due to an increase of internal pressure of the filter when an engine RPM is increased. In this case, engine components, such as cylinders, may be worn down or damaged.
Japanese Patent Laid-Open Publication No. 2005-344533 (published on Dec. 15, 2005) discloses a method for notifying an operator of an exchange time of an air cleaner for an engine through detection of clogging of the air cleaner. However, in the case where the air cleaner is damaged or leak occurs in an intake duct that is arranged between the air cleaner and the internal combustion engine, the internal combustion engine may be excessively worn out. In this case, dust leak may be overlooked until the internal combustion engine is seriously worn out, and thus an operator may miss the replacement time of the air cleaner.
Accordingly, the present invention has been made to solve the above-mentioned problems occurring in the related art, and one subject to be achieved by the present invention is to provide an apparatus and a method for controlling engine RPM, which can repair or replace an air filter when an air filter clogging signal is generated.
In accordance with an aspect of the present invention, there is provided a method for controlling engine RPM for a construction machine including an engine, an air filter filtering dust in outdoor air that is sucked into an engine combustion chamber, an air filter clogging switch sensing pressure of the air sucked into the engine combustion chamber through the air filter, an engine electronic control unit (E-ECU), and a vehicle electronic control unit (V-ECU), which includes determining whether the air filter is clogged in accordance with a signal from the air filter clogging switch; continuously accumulating an engine operating time without initializing the engine operating time even if an engine start is turned off after the air filter clogging signal is generated; determining whether the air filter is repaired or replaced if the accumulated engine operating time exceeds a predetermined time after the air filter clogging signal is generated; applying a control signal from the V-ECU to the E-ECU to compulsorily decrease the engine RPM to predetermined RPM if the air filter is not repaired or replaced in a state where the accumulated engine operating time exceeds the predetermined time; and decreasing the engine RPM to the predetermined RPM in accordance with the control signal that is applied from the E-ECU to an engine driving unit.
The method for controlling engine RPM according to the aspect of the present invention may further include notifying an operator of a repair or replacement time of the air filter through an instrument cluster electronic control unit (I-ECU) if the air filter clogging signal is generated.
The method for controlling engine RPM according to the aspect of the present invention may further include additionally decreasing the engine RPM to other predetermined RPM having a smaller value than or a different value from the predetermined RPM if the air filter is not repaired or replaced even in the case where the engine operating time exceeds another predetermined time after the engine RPM is decreased to the predetermined RPM.
The method for controlling engine RPM according to the aspect of the present invention may further include notifying an operator of information on the decrease of the engine RPM through an instrument cluster electronic control unit (I-ECU) if the engine RPM is decreased to the predetermined RPM at stages.
The engine RPM may be decreased to the predetermined RPM if the air filter is not repaired or replaced in the case where the engine operating time exceeds the predetermined time after the driving of the engine after the air filter clogging signal is generated, and the engine RPM may be additionally decreased if the air filter is not repaired or replaced even in the case where the engine operating time exceeds the other predetermined time after the driving of the engine after the engine RPM is decreased to the predetermined RPM.
In accordance with another aspect of the present invention, there is provided an apparatus for controlling engine RPM for a construction machine including an engine and an air filter filtering dust in outdoor air that is sucked into an engine combustion chamber, which includes an air filter clogging switch configured to sense pressure of the air sucked into the engine combustion chamber through the air filter; a timer configured to measure an engine operating time from a moment when an air filter clogging signal is generated from the air filter clogging switch; a memory configured to store the engine operating time measured by the timer and maintaining the stored value even if an engine start is turned off; a vehicle electronic control unit (V-ECU) configured to output a control signal for compulsorily decreasing the engine RPM to predetermined RPM if the air filter is not repaired or replaced in a state where the engine operating time exceeds the predetermined RPM after the air filter clogging signal is generated; and an engine electronic control unit (E-ECU) configured to apply a control signal to an engine driving unit to decrease the engine RPM to the predetermined RPM in accordance with the control signal from the V-ECU.
The apparatus for controlling engine RPM according to the aspect of the present invention may further include an instrument cluster electronic control unit (I-ECU) notifying an operator of a repair or replacement time of the air filter or notifying the operator of information on the decrease of the engine RPM to the predetermined RPM if the air filter clogging signal is generated.
The E-ECU may apply a control signal to the engine driving unit to decrease the engine RPM to the predetermined RPM if the air filter is not repaired or replaced after the air filter clogging signal is generated, and to additionally decrease the engine RPM to other predetermined RPM having a smaller value than or a different value from the predetermined RPM if the air filter is not repaired or replaced even in the case where the engine operating time exceeds another predetermined time after the engine RPM is decreased to the predetermined RPM.
The E-ECU may apply the control signal to the engine driving unit to decrease the engine RPM to the predetermined RPM if the air filter is not repaired or replaced in the case where the engine operating time exceeds the predetermined time after the driving of the engine after the air filter clogging signal is generated, and to additionally decrease the engine RPM if the air filter is not repaired or replaced even in the case where the engine operating time exceeds the other predetermined time after the driving of the engine after the engine RPM is decreased to the predetermined RPM.
According to the embodiment of the present invention having the above-described configuration, since the engine RPM is decreased enough to interfere with a work if the air filter is not repaired or replaced due to carelessness of the operator after the air filter clogging signal is generated, the operator can be guided to do the work after repairing or replacing the air filter, and thus the engine components (e.g., piston rings) can be protected.
The above objects, other features and advantages of the present invention will become more apparent by describing the preferred embodiments thereof with reference to the accompanying drawings, in which:
10: engine
11: air filter
12: air filter clogging switch
13: engine electronic control unit (E-ECU)
14: vehicle electronic control unit (V-ECU)
15: instrument cluster electronic control unit (I-ECU)
16: timer
Hereinafter, a method for controlling engine RPM for a construction machine in accordance with a preferred embodiment of the present invention will be described in detail with reference to the accompanying drawings.
Referring to
The method for controlling engine RPM may further include notifying an operator of a repair or replacement time of the air filter 11 through an instrument cluster electronic control unit (I-ECU) 15 if the air filter clogging signal is generated.
The method for controlling engine RPM may further include decreasing the engine RPM to a predetermined RPM if the air filter 11 is not repaired or replaced even in the case where the engine operating time exceeds a predetermined time after the air filter clogging signal is generated, and additionally decreasing the engine RPM to other predetermined RPM having a smaller value than or a different value from the predetermined RPM if the air filter 11 is not repaired or replaced even in the case where the engine operating time exceeds another predetermined time after the engine RPM is decreased to the predetermined RPM.
The method for controlling engine RPM may further include notifying an operator of information on the decrease of the engine RPM through an I-ECU 15 if the engine RPM is decreased to the predetermined RPM at stages.
The engine RPM may be decreased to the predetermined RPM if the air filter 11 is not repaired or replaced in the case where the engine operating time exceeds the predetermined time after the driving of the engine 10 after the air filter clogging signal is generated, and the engine RPM may be additionally decreased if the air filter 11 is not repaired or replaced even in the case where the engine operating time exceeds the other predetermined time after the driving of the engine 10 after the engine RPM is decreased to the predetermined RPM.
According to an embodiment of the present invention, an apparatus for controlling engine RPM for a construction machine including an engine 10 and an air filter 11 filtering dust in outdoor air that is sucked into an engine combustion chamber, includes an air filter clogging switch 12 configured to sense pressure of the air sucked into the engine combustion chamber through the air filter 11; a timer 16 configured to measure an engine operating time from a moment when an air filter clogging signal is generated from the air filter clogging switch 12; a nonvolatile memory (not illustrated) configured to store the engine operating time measured by the timer 16 and maintaining the stored value even if an engine start is turned off; a vehicle electronic control unit (V-ECU) 14 configured to output a control signal for compulsorily decreasing the engine RPM to predetermined RPM if the air filter 11 is not repaired or replaced in a state where the engine operating time exceeds the predetermined RPM after the air filter clogging signal is generated; an engine electronic control unit (E-ECU) 13 configured to apply a control signal to an engine driving unit to decrease the engine RPM to the predetermined RPM in accordance with the control signal from the V-ECU 14; and an instrument cluster electronic control unit (I-ECU) 15 notifying an operator of a repair or replacement time of the air filter 11 or notifying the operator of information on the decrease of the engine RPM to the predetermined RPM if the air filter clogging signal is generated.
The E-ECU 13 may apply a control signal to the engine driving unit to decrease the engine RPM to the predetermined RPM if the air filter 11 is not repaired or replaced after the air filter clogging signal is generated, and to additionally decrease the engine RPM to other predetermined RPM having a smaller value than or a different value from the predetermined RPM if the air filter 11 is not repaired or replaced even in the case where the engine operating time exceeds another predetermined time after the engine RPM is decreased to the predetermined RPM.
The E-ECU 13 may apply the control signal to the engine driving unit to decrease the engine RPM to the predetermined RPM if the air filter 11 is not repaired or replaced in the case where the engine operating time exceeds the predetermined time after the driving of the engine 10 after the air filter clogging signal is generated, and to additionally decrease the engine RPM if the air filter 11 is not repaired or replaced even in the case where the engine operating time exceeds the other predetermined time after the driving of the engine 10 after the engine RPM is decreased to the predetermined RPM.
According to the above-described configuration, foreign substances, such as dust and particulate matter, included in the air are filtered by the air filter 11, and the air, from which the foreign substances have been removed, is sucked into the engine combustion chamber through the air filter clogging switch 12. In this case, whether the air filter 11 is clogged is determined by a signal from the air filter clogging switch 12 (S10). The air filter clogging switch 12 is turned on/off in accordance with pressure that is generated due to dust that is accumulated in the air filter 11. That is, if the accumulated dust amount is large and the pressure becomes higher than a predetermined pressure value, the air filter clogging switch 12 is turned on (corresponding to a state where the air filter 11 is polluted and replacement or cleaning of the air filter 11 is required), whereas if the accumulated dust amount is small and the pressure becomes lower than the predetermined pressure value, the air filter clogging switch 12 is turned off.
That is, if the air filter 11 is clogged through the signal that is input from the air filter clogging switch 12 to the engine electronic control unit (E-ECU) 13 (S15), the clogging signal of the air filter 11 is transmitted to the vehicle electronic control unit (V-ECU) 14 and the instrument cluster electronic control unit (I-ECU) 15.
In this case, an operating time of the engine 10 is measured by the timer 16 from the moment when the clogging signal of the air filter 11 is generated (S20). The operating time of the engine 10 that is measured by the timer 16 is stored in the nonvolatile memory, and even in the case of turning off the engine 10 after the clogging signal of the air filter 11 is generated, the operating time of the engine 10 is continuously accumulated through counting. The nonvolatile memory may be a flash memory, an FRAM (Ferroelectric Random Access Memory), or a PRAM (Phase-change Random Access Memory).
The clogging signal of the air filter 11 is transmitted to the V-ECU 14, and after the clogging signal of the air filter 11 is generated, the V-ECU 14 determines whether the operating time of the engine 10 that is measured by the timer 16 exceeds a predetermined time (S30).
If the accumulated operating time of the engine 10 exceeds the predetermined time after the clogging signal of the air filter 11 is generated, the processing proceeds to S35, whereas if the accumulated operating time of the engine 10 does not exceeds the predetermined time, the processing proceeds to S20.
As in S35, it is determined whether the air filter 11 is repaired or replaced, and if the air filter 11 is repaired or replaced, the processing proceeds to S10, whereas if the air filter 11 is not repaired or replaced, the processing proceeds to S40.
As in S40, if the air filter 11 is not repaired or replaced in a state where the accumulated operating time of the engine 10 exceeds the predetermined time, a control signal is applied from the V-ECU 14 to the E-ECU 13 to compulsorily decrease the engine RPM to predetermined RPM.
That is, if the air filter 11 is not repaired or replaced even in a state where the accumulated operating time of the engine 10 exceeds the predetermined time (e.g., two hours) after the clogging signal of the air filter 11 is generated, a control signal is applied from the E-ECU 13 to the engine driving unit so as to compulsorily decrease the engine RPM to the predetermined RPM.
In this case, information on the decrease of the engine RPM to the predetermined RPM is notified to an operator through the I-ECU 15.
The engine RPM is primarily decreased to the predetermined RPM by the control signal that is applied from the E-ECU 13 to the engine driving unit. As an example, as shown in
As described above, if an operator does not repair or replace the air filter 11 even in a state where the accumulated operating time of the engine 10 exceeds the predetermined time after the clogging signal of the air filter 11 is generated, the engine RPM is compulsorily decreased from 2000 RPM to 1800 RPM by the control signal is applied from the E-ECU 13 to the engine driving unit (S50).
Accordingly, if the work is continuously done in a state where the operating time of the engine 10 exceeds the predetermined time after the clogging signal of the air filter 11 is generated, the engine RPM is compulsorily decreased enough to interfere with the work, and thus the user may clean or replace the air filter 11 to protect the engine.
As in S60, it is determined whether the operating time of the engine 10 that is measured by the timer 16 exceeds another predetermined time through the V-ECU 14 after the engine RPM is primarily decreased. If the operating time of the engine 10 exceeds the other predetermined time, the processing proceeds to S65, whereas if the operating time of the engine 10 does not exceed the other predetermined time, the processing proceeds to S20.
As in S65, if the air filter 11 is repaired or replaced in a state where the operating time of the engine 10 exceeds the other predetermined time, the processing proceeds to S35, whereas if the air filter 11 is not repaired or replaced in a state where the operating time of the engine 10 exceeds the other predetermined time, the processing proceeds to S70.
As in S70, if the air filter 11 is not repaired or replaced in a state where the operating time of the engine 10 exceeds the other predetermined time (e.g., 6 hours), a control signal from the V-ECU 14 is applied to the E-ECU 13 so as to compulsorily decrease the engine RPM to another predetermined RPM having a smaller value than the predetermined RPM.
As in S80, the engine RPM is secondarily decreased by the control signal that is applied from the E-ECU 13 to the engine driving unit. As an example, 1800 engine RPM in “G1” mode, 1700 engine RPM in “G2” mode, and 1600 engine RPM in “G3” mode, which have been primarily decreased, are decreased to 1000 RPM in “I1” mode (idling state).
Accordingly, if the work is continuously done in a state where the operating time of the engine 10 exceeds the other predetermined time after the clogging signal of the air filter 11 is generated, the engine RPM is compulsorily decreased so that the work is unable to be normally done by the control signal that is applied from the E-ECU 13 to the engine driving unit, and thus the user may clean or replace the air filter 11 after stopping the work to protect the engine.
Although the present invention has been described with reference to the preferred embodiments in the attached figures, it is to be understood that various equivalent modifications and variations of the embodiment can be made by a person having an ordinary skill in the art without departing from the spirit and scope of the present invention.
According to the present invention having the above-described configuration, if the air filter is not repaired or replaced even in a state where the predetermined engine operating time elapses after the air filter clogging signal is generated, the engine RPM is compulsorily decreased to be in an idling mode, and thus the operator can be guided to do the work after repairing or replacing the air filter to prevent an engine piston ring or a cylinder from being worn out or being damaged.
| Filing Document | Filing Date | Country | Kind |
|---|---|---|---|
| PCT/KR2013/005629 | 6/26/2013 | WO | 00 |
