A reduction device for temporarily reducing the torque and / or power of a vehicle engine, and a vehicle including such a device

Abstract

Reduction device (10) for temporarily reducing the maximum rated torque and / or maximum rated power of an internal combustion engine (50) of a vehicle (100), the reduction device (10) being configured to be located within a passenger compartment (102) of the vehicle (100) and to be controlled by a driver (A) of the vehicle (100), the reduction device (10) comprising a human-machine interface (12) Figure for abbreviation: Fig. 1.

Description

Title of the invention: Reduction device for temporarily reducing the torque and / or power of a vehicle engine, and vehicle comprising such a device Technical field

[0001] The present disclosure relates to a reduction device for temporarily reducing the rated maximum torque and / or the rated maximum power of a vehicle internal combustion engine, and to a vehicle comprising such a device. Prior art

[0002] In view of climate change, restrictions on emissions of polluting gases such as CO2 or NOx and increasing the lifespan of engines is a constant concern for the Holder of this disclosure. Also, in order to obtain an engine that is as energy-efficient and environmentally friendly as possible with a view to reducing the environmental consequences of the transport sector, particularly road transport, the Holder takes into account all the elements that may have an impact to this effect. Statement of the invention

[0003] One embodiment relates to a reduction device for temporarily reducing the nominal maximum torque and / or the nominal maximum power of a vehicle internal combustion engine, the reduction device being configured to be arranged within a passenger compartment of the vehicle and to be controlled by a driver of the vehicle (i.e. in the driving position), the reduction device comprising a human-machine interface.

[0004] Hereinafter and unless otherwise indicated, "reduction device" means "reduction device for temporarily reducing the maximum nominal torque and / or the maximum nominal power of a vehicle internal combustion engine".

[0005] As a reminder, the torque C provided by an engine is the force applied by the pistons to the crankshaft (i.e. the lever arm) to make it turn. In other words, the torque C, expressed in Newton-meters (Nm) results from the product of the force F, expressed in Newton (N), exerted by the pistons, by the distance D, expressed in meters, between the axis of rotation of the crankshaft and the connection point between each of the pistons (or each connecting rod connecting the piston itself to the crankshaft) and the crankshaft, i.e. C = F x D. The torque C varies according to the engine speed (or rotational speed), and has a maximum at a certain speed. Each engine is designed to provide a maximum torque at a predetermined speed: this is the nominal maximum torque.

[0006] Also as a reminder, the power P supplied by a motor, expressed in Watts (W) results from the product of the torque C, expressed in Newton-meters (Nm), by the engine speed R, expressed in radians per second (rad / s), or P = C x R. The power P varies according to the engine speed, and has a maximum at a certain speed. Each engine is designed to provide maximum power at a predetermined speed: this is the nominal maximum power. Note that the torque and the power are generally not maximum simultaneously, at the same speed. In other words, in general, the torque can be maximum for a speed RI while the power can be maximum for a speed R2, different from the speed RI. In general, RI is less than R2.

[0007] Hereinafter and unless otherwise indicated, by "torque" and "power" we mean "nominal maximum torque" and "nominal maximum power", respectively. Any other parameter is, unless otherwise indicated, considered at its instantaneous value (i.e. instantaneous parameter). As a reminder, an instantaneous value corresponds to the value of a parameter at a specific time. For example, the instantaneous values ​​of a parameter can be determined (e.g. calculated) or measured continuously in real time.

[0008] The reduction device may, for example, take the form of a box of any shape and size, arranged in the passenger compartment of a vehicle and be controlled (i.e. activated / deactivated) directly by the driver of the vehicle, for example according to his needs for driving the vehicle, via the human-machine interface. The reduction device is a device configured to be positively controlled by the driver, by a command from the driver aimed at activating or deactivating the reduction device. The reduction device is not controlled automatically, but by a voluntary action in this direction by the driver, via the human-machine interface. For example, the reduction device is configured to be controlled by a driver, only via the human-machine interface.

[0009] By activating / deactivating the reduction device, the driver can temporarily reduce, for example during the time the reduction device was activated, the torque and / or the power of the engine.

[0010] For example, by reducing the rated maximum torque and / or the rated maximum power, it is also possible to reduce the torque and / or the power respectively over the entire engine speed range over which the reduction device is active when it is actuated. For example, the reduction device is configured to be active over the entire engine speed range, from standstill to maximum speed.

[0011] For example, the torque and / or power are reduced when the reduction device is actuated, and the torque and / or power are not reduced when the reduction device is deactivated. The reduction device may have a all-or-nothing control of the on / off type, or may have one or more intermediate configurations, continuous or discrete, between an “off” or “off” configuration where the reduction device does not reduce the torque and / or power of the motor, and a “maximum” configuration where the reduction device reduces the torque and / or power of the motor to the maximum of what is intended.

[0012] For example, the reduction device may comprise a control unit comprising for example a microprocessor and a recording medium, which may be any entity or device capable of storing a program and / or pre-recorded data. For example, the medium may comprise a storage means, such as a ROM, for example a CD-ROM or a microelectronic circuit ROM, or a magnetic recording means, for example a floppy disk or a hard disk. Alternatively, the recording medium may be an integrated circuit or a dedicated electronic card in which the program is incorporated, the circuit or card being adapted to execute or to be used in the execution of the method in question. The control unit may be configured to react to a command received via the human-machine interface.The reduction device may also include means of communication with an ECU (or engine control unit, or "engine central unit" in English) of the engine of the vehicle on which the reduction device is mounted, for example to exchange data and commands.

[0013] Such a driver-controlled reduction device can allow the driver, by voluntary and deliberate control, to reduce fuel consumption while retaining control over the management of the torque and / or power of the engine so that they are adapted as closely as possible to his needs and driving style. For example, when the vehicle is a heavy goods vehicle, the driver can activate the control device (i.e. activate the torque and / or power reduction) when the heavy goods vehicle is empty, and deactivate the control device (i.e. deactivate the torque and / or power reduction) when the road conditions are more demanding for the engine, for example when going uphill, or when starting off. For example, the reduction device can be deactivated when the heavy goods vehicle is loaded, and be deactivated when going downhill or when cruising on a motorway or equivalent (e.g.constant speed on a flat road). The driver can therefore adjust the engine's consumption as closely as possible to his needs without being restricted in his driving. This helps to minimize exhaust gas emissions, and for example CO2 and / or NOx emissions. Furthermore, in the case where the engine is a single- or dual-fuel hydrogen engine, by reducing the torque and / or power, the thermal stresses within the engine are significantly reduced. This can help to avoid unnecessary wear on the engine, for example. parts such as cylinders, pistons and cylinder liners. Indeed, the combustion of hydrogen within an engine is very demanding and thermally demanding, so reducing power and / or torque using the reduction device can have a positive impact on engine wear and significantly extend its lifespan. Such a reduction device can therefore help reduce the environmental impact of internal combustion engines for vehicles.

[0014] In some embodiments, the reduction device may be configured to regulate the quantity of fuel injected (i.e. into the combustion chamber(s) of the engine, at each injection instant during the engine cycle), the fuel injection instant (i.e. the fuel injection instant during the engine cycle), the air flow rate entering the engine (i.e. into the combustion chamber(s) of the engine) and / or the ignition instant (i.e. the ignition instant during the engine cycle) in order to reduce the rated maximum torque and / or the rated maximum power of the engine. For example, regulating the quantity of fuel injected and / or the quantity of air entering the engine may be a reduction.

[0015] The reduction device may be configured to regulate one or more parameters among the quantity of fuel injected, the fuel injection time, the air flow entering the engine and the ignition time. The ignition time is a parameter particularly suitable for gasoline or hydrogen engines.

[0016] These parameters are linked to the combustion phase within the engine cycle and have a direct impact on the torque and / or the power. For example, a first set of parameters can be regulated over a first engine speed range, for example to preferentially regulate one of the torque and the power, and a second set of parameters, different in whole or in part from the first set of parameters, can be regulated over a second engine speed range, different in whole or in part from the first range, to preferentially regulate the other of the torque and the power.

[0017] These parameters can be relatively easy to control, which allows for example to mount the reduction device on already installed engines. Such a reduction device can therefore make it possible to reduce the environmental impact of internal combustion engines for vehicles already in circulation as well as new vehicles (or new engines for example in the case of replacing the engine of a vehicle already in circulation, for example in the case of an upgrade or "retrofit" in English).

[0018] In some embodiments, the reduction device may be configured to regulate, for example to reduce, the amount of fuel injected by regulating, for example by reducing, the duration of fuel injection. For example, the reduction device may be configured to regulate, for example to reduce, only the amount of fuel injected by regulating, for example by reducing, only the fuel injection duration.

[0019] For example, the engine may comprise a constant flow injection device. By adjusting the fuel injection duration, the quantity of fuel injected, and therefore the torque and / or power, is adjusted. For example, the reduction device may be configured to reduce the fuel injection duration, and therefore the quantity of fuel injected, in order to reduce the torque and / or power. The regulation, for example the reduction, of the injection duration may make it possible to reduce the torque and / or power independently of other parameters such as the fuel injection time, the air flow entering the engine and the ignition time. Such regulation may be particularly reliable, in particular due to its reduced or even zero impact on the other parameters linked to the combustion phase within the engine cycle, whereby fuel consumption may be optimized as closely as possible.

[0020] In some embodiments, the reduction device may be configured to determine an adjustment value of a first parameter, for example an adjustment value of the fuel injection duration, as a function of the value of a second parameter, for example the engine speed, distinct from the first parameter, to reduce the nominal maximum torque and / or the nominal maximum power.

[0021] The adjustment value of the first parameter may be an instantaneous value, determined continuously and in real time to adjust, continuously and in real time, the current value of the first parameter determined by the engine ECU. For example, the determination may be carried out using a predetermined adjustment table or map, in order to adjust a value of the first parameter determined by the engine ECU, for example using a predetermined engine table or map. For example, determining the adjustment of the fuel injection duration as a function of the engine speed allows a very fine and optimized reduction of the reduction in torque and / or power. This can allow a very fast response time, and lead to particularly reliable regulation, whereby fuel consumption can be optimized as precisely as possible.

[0022] In some embodiments, the human-machine interface may comprise a controller for activating / deactivating the reduction of the nominal maximum torque and / or the nominal maximum power of the motor, the controller being for example a manual, tactile or voice controller.

[0023] According to one example, the reduction device may comprise a controller for activating and another controller for deactivating. According to another example, the reduction device may comprise a single controller for activating / deactivating, for example a switch or a push button of the on / off type. According to yet another example, the reduction device may comprise several controllers for gradual torque and / or power reductions, or a single controller with step(s). or continuous, for gradual reductions in torque and / or power by step(s) or continuous. If several controllers are implemented, they may be of different types: for example, there may be one or more manual controllers, one or more touch controllers, and / or one or more voice controllers. Such controllers are particularly suitable for rapid, reliable and easy control by a driver within a vehicle cabin in the driving position, and can therefore help to optimize the reduction of the environmental impact of internal combustion engines for vehicles

[0024] In some embodiments, the reduction device may be configured to be electrically connected to an ECU (or engine control unit) of the engine.

[0025] For example, the reduction device may be configured to interact directly with the ECU of the engine of the vehicle on which it is mounted. An electrical connection between the reduction device and the engine ECU may allow for improved reliability and responsiveness of the interaction between the engine and the reduction device, and thus optimize the reduction of environmental impact of internal combustion engines for vehicles.

[0026] In some embodiments, the reduction device may be configured to temporarily reduce the rated maximum torque and / or rated maximum power of a hydrogen engine or a hydrogen / diesel, hydrogen / bio-ethanol, hydrogen / B 100 dual-fuel engine.

[0027] B100 is a fuel composed of up to 100% fatty acid methyl esters, well known to those skilled in the art. The reduction device may be particularly suitable for single-fuel hydrogen or dual-fuel hydrogen / diesel, hydrogen / bioethanol or hydrogen / B 100 engines, to reduce consumption but also to improve the lifespan of such engines.

[0028] One embodiment relates to a vehicle comprising an internal combustion engine and a reduction device according to any of the embodiments described herein.

[0029] The combustion engine may be an engine for propelling the vehicle. The reduction device may be operatively connected to the engine. Brief description of the drawings

[0030] The object of the present disclosure and its advantages will be better understood upon reading the detailed description given below of different embodiments given as non-limiting examples. This description refers to the appended pages of figures, in which:

[0031] [Fig.l] [Fig.l] represents a vehicle equipped with a reduction device

[0032] [Fig.2] [Fig.2] schematically represents the reduction device, and

[0033] [Fig.3] [Fig.3] represents a functional diagram of the reduction device. Description of the embodiments

[0034] [Fig.l] shows a vehicle 100, in this example a road tractor, comprising an internal combustion engine 50 and a reduction device 10 for temporarily reducing the maximum rated torque and / or the maximum rated power of a vehicle internal combustion engine. In this example, the engine 50 may be a hydrogen engine (i.e. only hydrogen, or hydrogen mono-fuel) or a hydrogen / diesel, hydrogen / bio-ethanol or hydrogen / B100 dual-fuel engine. The reduction device 10 is arranged in a passenger compartment 102 of the vehicle 100. An electrical harness 30 electrically connects the reduction device 10 to an ECU 52 of the engine 50.

[0035] The reduction device 10 is described in more detail with reference to Figures 2 and 3. The reduction device is configured to be arranged within a passenger compartment 102 of a vehicle 100 and to be controlled by a driver A of the vehicle 100. In this example, the device 10 may have a substantially parallelepiped housing shape, and is arranged on a dashboard 104 of the vehicle 100, for example within reach of the driver A when he is in the driving position. The reduction device 10 comprises a human-machine interface 12, in this example a rotary knob 12. The rotary knob 12 forms an example of a manual controller for activating / deactivating the reduction of the nominal maximum torque and / or the nominal maximum power of the engine 50.According to a variant not shown, the rotary button 12 can be replaced by a voice controller, comprising for example a microphone, or by a touch controller, comprising for example a capacitive screen. In this example, the rotary button 12 can take three distinct positions, a first position “0” to deactivate the reduction of torque and / or power, a second position “I” to activate a first reduction of torque and / or power, and a third position “II” to activate a second reduction of torque and / or power, the first and second reductions being distinct, for example the first reduction being less than the second reduction.According to a variant not shown, the rotary button 12 can take only two positions, for example the position “0” and the position “II”, or more than three positions, for example the positions “0”, “I” and “II”, as well as other positions corresponding to different reductions in torque and / or power.

[0036] In this example, the reduction device 10 may comprise a control unit 14 comprising for example a microprocessor 14A and a recording medium 14B, for example a microelectronic circuit ROM. The micro processor 14A can be electrically connected to the recording medium 14B via an electrical connection not shown. The control unit 14 is connected to the ECU 52 of the engine 50 via the electrical harness 30, the arrows in [Fig. 2] symbolizing the exchange of information between the control unit 14 and the ECU 52. For example, the control unit 14 can collect engine parameters such as for example the instantaneous torque, the instantaneous power, the instantaneous engine speed, the instantaneous quantity of fuel injected, the actual fuel injection time, the instantaneous flow of air entering the engine and / or the actual ignition time.For example, the control unit 14 may transmit data or commands to the ECU 52 to regulate engine parameters such as, for example, instantaneous torque, instantaneous power, instantaneous engine speed, instantaneous quantity of fuel injected, effective fuel injection time, instantaneous flow of air entering the engine and / or effective ignition time, in order to reduce the rated maximum torque and / or the rated maximum power of the engine.

[0037] For example, the reduction device 10 may be configured to regulate the amount of fuel injected, the fuel injection timing, the air flow rate entering the engine and / or the ignition timing in order to reduce the rated maximum torque and / or the rated maximum power of the engine. For example, the reduction device may be configured to regulate the amount of fuel injected by regulating the fuel injection duration. For example, a computer program comprising instructions which, when the program is executed by a computer, cause the computer to regulate the amount of fuel injected, the fuel injection timing, the air flow rate entering the engine and / or the ignition timing in order to reduce the rated maximum torque and / or the rated maximum power of the engine. For example, the computer program may be recorded on the recording medium 14B and be executed by the microprocessor 14A.

[0038] For example, the reduction device 10 can be configured to determine an adjustment value VA of a first parameter, for example an adjustment value of the fuel injection duration, as a function of the value V of a second parameter, for example the engine speed, distinct from the first parameter, to reduce the nominal maximum torque and / or the nominal maximum power.

[0039] For example, one or more predefined adjustment maps (or predefined adjustment tables), in this example two maps CI and Cil (see [Fig. 3]), can be recorded on the recording medium 14A. These adjustment maps can each make it possible to determine in real time and continuously an adjustment value VA of the first parameter, for example as a function of the value V of the second parameter recovered from the ECU 52. A current value VC of the first parameter can be determined, for example also as a function of the value V of the second parameter, by the ECU 52 of the engine 50, from an engine map CM recorded in the ECU 52. The adjustment value VA is in this example summed to the current value VC when the reduction device 10 is activated. According to a variant, any other combination (sum, product, quotient, more complex function, etc.) can be envisaged between the values ​​VA and VC. In this example, the first parameter being the fuel injection duration, the ECU 52 controls the injector(s) 54 of the engine 50 according to the value VR resulting from the combination of the values ​​VA and VC. In this example, the injectors 54 are constant flow injectors. According to a variant, the injectors can be variable flow injectors, and the flow rate of the injectors is adjusted instead of the injection duration.

[0040] In this example, the reduction device 10 is configured to make no adjustment to the value VC of the first parameter from the engine mapping CM when the rotary knob 12 is in position “0” so as not to reduce the torque and / or the power of the engine 50 (for example VA = 0 or no signal is sent by the reduction device 10 to the ECU52). The reduction device 10 is configured to adjust the value VC of the first parameter from the engine mapping CM using the adjustment mapping CI when the rotary knob 12 is in position “I” (VA = VAI) so as to effect a first reduction in the torque and / or the power of the engine 50.The reduction device 10 is configured to adjust the VC value of the first parameter from the engine map CM using the adjustment map Cil when the rotary knob 12 is in position “II” (VA = VAII) to operate a second reduction in the torque and / or power of the engine 50. For example, the microprocessor 14A detects the position “0”, “I” or “II” of the knob 12, and selects the corresponding map (no map, CI map or Cil map, respectively) to determine the associated VA adjustment value (VA = 0, VA = VAI or VA = VAII, respectively), to be sent to the ECU 52.

[0041] Thus, the driver A can, at will, and depending on his needs and his driving style, reduce or not the torque and / or the power of the engine 50 by manipulating the rotary button 12 by selecting the desired reduction (position “I” or “II”), or no reduction (position “0”).

[0042] Although the present invention has been described with reference to specific embodiments, it is obvious that modifications and changes may be made to these examples without departing from the general scope of the invention as defined by the claims. In particular, individual features of the various illustrated / mentioned embodiments may be combined in additional embodiments. Therefore, the description and drawings should be considered in an illustrative rather than restrictive sense.

[0043] It is also obvious that all the characteristics described with reference to a method are transposable, alone or in combination, to a device, and conversely, all the characteristics described with reference to a device are transposable, alone or in combination, to a method.

Claims

Claims

1. Reduction device (10) for temporarily reducing the nominal maximum torque and / or the nominal maximum power of an internal combustion engine (50) of a vehicle (100), the reduction device (10) being configured to be arranged within a passenger compartment (102) of the vehicle (100) and to be controlled by a driver (A) of the vehicle (100, the reduction device (10) comprising a human-machine interface (12).

2. A reduction device (10) according to claim 1, configured to regulate the quantity of fuel injected, the fuel injection time, the air flow entering the engine and / or the ignition time in order to reduce the nominal maximum torque and / or the nominal maximum power.

3. A reduction device (10) according to claim 1 or 2, configured to regulate the amount of fuel injected by regulating the duration of fuel injection.

4. Reduction device (10) according to any one of claims 1 to 3, configured to determine an adjustment value of a first parameter, for example an adjustment value of the fuel injection duration, as a function of the value of a second parameter, for example the engine speed, distinct from the first parameter, to reduce the nominal maximum torque and / or the nominal maximum power.

5. Reduction device (10) according to any one of claims 1 to 4, wherein the human-machine interface (12) comprises a controller for activating / deactivating the reduction of the nominal maximum torque and / or the nominal maximum power, the controller (12) being for example a manual, tactile or voice controller.

6. A reduction device (10) according to any one of claims 1 to 5, configured to be electrically connected to an ECU (52) of the engine (50).

7. Reduction device (10) according to any one of claims 1 to 6, configured to temporarily reduce the maximum nominal torque and / or the maximum nominal power of a hydrogen engine or a hydrogen / diesel, hydrogen / bio-ethanol or hydrogen / B 100 dual-fuel engine.

8. A vehicle (100) comprising an internal combustion engine (50) and a reduction device (10) according to any one of claims 1 at 7.

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