EP0668439A1 - System zur Verminderung des Klopfvorgangs in einem Brennraum einer Brennkraftmaschine - Google Patents

System zur Verminderung des Klopfvorgangs in einem Brennraum einer Brennkraftmaschine Download PDF

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Publication number
EP0668439A1
EP0668439A1 EP95102008A EP95102008A EP0668439A1 EP 0668439 A1 EP0668439 A1 EP 0668439A1 EP 95102008 A EP95102008 A EP 95102008A EP 95102008 A EP95102008 A EP 95102008A EP 0668439 A1 EP0668439 A1 EP 0668439A1
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EP
European Patent Office
Prior art keywords
block
combustion chamber
control
exhaust gases
pipe
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP95102008A
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English (en)
French (fr)
Inventor
Cesare Pancotti
Pierluigi Poggi
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Marelli Europe SpA
Original Assignee
Magneti Marelli SpA
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Magneti Marelli SpA filed Critical Magneti Marelli SpA
Publication of EP0668439A1 publication Critical patent/EP0668439A1/de
Withdrawn legal-status Critical Current

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D21/00—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas
    • F02D21/06—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air
    • F02D21/08—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air the other gas being the exhaust gas of engine

Definitions

  • the invention relates to a system for reducing detonation phenomena in a combustion chamber of an endothermic engine.
  • a detonation i.e. an explosion due to anomalous combustion of the air/fuel mixture, takes place in a combustion chamber in the presence of elevated temperatures at particular hot spots in the chamber and in the presence of high internal pressure levels.
  • the detonation is particularly damaging in that it leads to high thermal and metallurgical fatigue of the material of which the chamber is made and the components (such as the valves) installed in the combustion chamber.
  • the object of the invention is to produce a system which permits the detonation phenomena to be reduced so as to prevent the above-mentioned disadvantages.
  • a system for reducing detonation phenomena in a combustion chamber of an endothermic engine of an engine assembly which comprises an air intake manifold, a multiplicity of cylinders, a first pipe for conveying exhaust gases from the said cylinders, a system for electronic ignition and a system for electronic injection, characterized in that it comprises :
  • Fig. 1 partially illustrates an engine assembly denoted in its entirety by 1 and comprising : an endothermic engine 2 having a block 3 and a multiplicity of cylinders 4, only one of which is partially illustrated;
  • the unit 16 is provided with an electronic injection system 19 capable of controlling electronic injectors 17, only one of which is shown, which from the manifold 13 inject fuel into the final section of the manifold 5 where the air/fuel mixture is produced. Via an intake valve 18 this final section of the manifold 5 opens into the combustion chamber 21 defined in the cylinder 4.
  • the unit 16 is also provided with an electronic ignition system 20 capable of controlling the sparking of the arc between the plug electrodes 22, electrodes located inside the combustion chamber 21 between the valve 18 and an exhaust valve 23 from which the exhaust gases are introduced into the pipe 14.
  • a system which permits the reduction of the detonation phenomena which may occur in the chamber 21 as a result of anomalous combustion.
  • the system 31 prevents the recurrence of the conditions which trigger the detonation phenomenon; conditions which chiefly consist of the elevated temperature at particular points of the chamber 21 and of the high internal pressure.
  • the system 31 controls the introduction into the manifold 5 of an amount of exhaust gas taken from the pipe 14.
  • the combustion chamber 21 will be supplied with an amount of air/fuel mixture and an amount of exhaust gas which is, as we will recall, an inert gas which takes no part in the combustion process taking place in the chamber 21.
  • the exhaust gases introduced into the chamber 21 reduce the pressure values inside the chamber 21 and remove energy derived from the combustion insofar as these exhaust gases perform the function of a "thermal sponge" which absorbs some of the calories derived from the combustion.
  • This function of the exhaust gases determines the reduction of the maximum peak of the combustion temperature and hence discourages the creation of particularly hot spots inside the chamber 21.
  • the presence in the chamber 21 of exhaust gases prevents the recurrence of the conditions which trigger the detonation phenomenon; conditions which, we will recall, chiefly consist of the high temperature at particular spots in the chamber 21 and of the high internal pressure.
  • the system 31 comprises :
  • the device 35 may form part of the unit 16 or it may be a separate device which nonetheless "talks" to the unit 16.
  • the sensor 34 is fitted to a wall of the cylinder 4 and is constituted by an accelerometer capable of detecting the vibrations to which this wall of the cylinder 4 is subjected in the course of the operation of the engine 2.
  • the intensity of the vibrations to which the cylinder 4 is subjected is regarded as an indicator of the detonation phenomenon insofar as experimental trials have shown that in the presence of detonations, peak values of the intensity of the vibrations are detected at certain frequencies.
  • the device 35 manages the functioning of the system 31 according to a functional flow illustrated in Fig. 2 and comprising a starting block 51 from which one passes to a block 52 in which the signals received from the sensor 34 are filtered.
  • This filtering consists of eliminating the signals corresponding to the vibrations which are regarded as typical of a correct operation of the engine 2 and therefore a correct combustion of the air/fuel mixture.
  • the signals which are outside a frequency band of predetermined width are eliminated and the only signals considered valid are the +Vfilt and -Vfilt signals which occur inside that band on the positive and negative side.
  • From the block 52 we reach a block 53 in which the absolute value IVfiltl of the + Vfilt and -Vfilt signals considered valid in the block 52 is calculated.
  • a is the engine angle.
  • the integral is calculated for a 90 ° rotation of the drive shaft from a pre-determined point such as the top dead centre for example.
  • a is the engine angle.
  • the integral is calculated for a 90 ° rotation of the drive shaft from a pre-determined point such as the top dead centre for example.
  • a block 55 in which the value produced by the integration calculated in the block 54 is converted into a digital value Vdet.
  • a block 56 in which the value Vdet and a threshold value Vsol are compared. If the engine 2 is operating for the first time a pre-determined magnitude set on the basis of laboratory experiments is allocated to the value Vsol. If the value Vdet is greater than the value Vsol it is assumed that there is a detonation phenomenon, for which reason we pass from the block 56 to a block 57, whereas if the value Vdet is not greater than the value Vsol it is assumed that there is no detonation phenomenon, for which reason we pass from the block 56 to a block 58.
  • From the block 62 we pass to the block 63 in which the value Ks is calculated on the basis of an equation which takes account of the number of engine revolutions and the engine load and essentially the engine conditions. These data are taken from the unit 16 which, as is known, carries out a whole series of processing operations of the findings of the above-mentioned sensors and is capable of supplying all the data available in it on request. From the block 63 we reach a block 64 in which a new threshold value Vsol is calculated using the equation Vsol VmedxKs. From the block 64 we pass to a block 65 in which the value Vsol calculated in the block 63 is stored and this value Vsol replaces the previous threshold value in the block 56.
  • a block 66 in which a check is made as to whether there is a correction phase of the fluid conveyed towards the chamber 21 and thus whether a pre-determined amount of exhaust gas is currently being conveyed into the chamber 21, through the pipe 32 and the manifold 5, in addition to the air/fuel mixture.
  • a check is made as to whether the solenoid valve 33 is in the opening phase. If there is a correction phase we pass from the block 66 to a block 67 whereas if there is not, we return to the block 52 from the block 66.
  • Cor Cor - Kzn%
  • the value Cor relates to the amount of exhaust gas currently being introduced into the chamber 21
  • the value Kzn% is a percentage value, deduced on the basis of laboratory experiments, which is subtracted from the value Cor so as to define a new value Cor denoted by Corn and relating to a lower amount of exhaust gas than the amount of exhaust gas currently being introduced into the chamber 21 and calculated in a preceding cycle of the operational flow.
  • the value Cor relates to the amount of exhaust gas currently being introduced into the chamber 21 whereas the value Kz% is a percentage value, deduced on the basis of laboratory experiments, which is added to the value Cor in order to define a new value Cor indicated as Corn and relating to a larger amount of exhaust gas than the amount of exhaust gas currently being introduced into the chamber 21 and calculated in a preceding cycle of the operational flow.
  • a block 74 in which the new value Vcor is compared with a pre- determined and stored value Vcormax relating to a maximum value of the amount of exhaust gas that it is possible to introduce into the chamber 21.
  • This maximum value may depend, for example, on the maximum quantity that it is possible to convey along the pipe 32 when the solenoid valve 33 is in the position of maximum opening. If the new value Vcor is not less than the value Vcormax we pass from the block 74 to a block 75 and from there to the block 73, whereas otherwise we move directly to the block 73 from the block 74.
  • a check is made as to whether, following a series of cycles in each of which the amount of exhaust gas introduced into the chamber 21 has increased gradually because of the persistent presence of detonation phenomena, a new value Vcor has been calculated which is not less than the value Vcormax corresponding to the maximum amount of exhaust gases which it is possible to introduce into the chamber 21.
  • the law which determines the amount and/or the variation in that amount of exhaust gases to be introduced into the air intake manifold may be different from that described with reference to Fig. 2.
  • an amount of exhaust gas to be introduced for a pre-determined time or an amount of exhaust gas which decreases in a pre-determined time according to a pre-determined method may be pre-determined.
  • the amount of exhaust gas may be equal for all the cylinders in the engine or an amount of gas which is different for each cylinder may be introduced; in this case a respective detonation detection sensor may be applied to each cylinder.
  • the duration of the correction phase may be correlated to the persistence of the detonation and/or the engine conditions of the engine assembly such as number of engine revolutions, engine load, temperature of air taken in, etc. It is then possible to provide the engine assembly with an element by means of which the user can control the correction and with a device capable of recording a series of engine parameters recorded before, during and after the correction phase so that these parameters can be processed to produce a diagnosis of the engine assembly.
  • a different fluid interception device may be used such as, for example, an on/off choking device or a choking device with proportional control.
  • a battery of interception devices each strictly dedicated to a corresponding cylinder, may be installed.
  • an interception device with pneumatic, mechanical, magnetic or optical control may be installed in place of the solenoid valve 33.
  • the means of detecting the detonation may comprise a single sensor 34 installed in correspondence with a cylinder or on the engine block, or they may comprise a multiplicity of sensors 34 each installed in correspondence with a respective cylinder.
  • the detection means may comprise one or more sensors of a type different from that described.
  • the sensor 34 may comprise a pressure sensor installed in one or in several combustion chambers, an acoustic sensor which detects the acoustic waves generated by the engine assembly, an element which analyzes the composition of the combustion products, an element which analyzes the thermal and/or kinematic state of the combustion products, or elements such as load cells installed on components of the engine assembly which record the vibrations of the engine structure.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Exhaust Silencers (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
EP95102008A 1994-02-17 1995-02-14 System zur Verminderung des Klopfvorgangs in einem Brennraum einer Brennkraftmaschine Withdrawn EP0668439A1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ITBO940063 1994-02-17
ITBO940063A IT1273807B (it) 1994-02-17 1994-02-17 Sistema per la riduzione dei fenomeni di detonazione in una camera di combustione di un motore endotermico

Publications (1)

Publication Number Publication Date
EP0668439A1 true EP0668439A1 (de) 1995-08-23

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP95102008A Withdrawn EP0668439A1 (de) 1994-02-17 1995-02-14 System zur Verminderung des Klopfvorgangs in einem Brennraum einer Brennkraftmaschine

Country Status (3)

Country Link
EP (1) EP0668439A1 (de)
BR (1) BR9500587A (de)
IT (1) IT1273807B (de)

Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5578155A (en) * 1978-12-07 1980-06-12 Nippon Denso Co Ltd Control device for internal combustion engine
GB2054037A (en) * 1979-07-12 1981-02-11 Nissan Motor Detonation suppression in i.c. engines by supply of anti-knock fluids
GB2055961A (en) * 1979-07-24 1981-03-11 Bosch Gmbh Robert Control System for an Internal Combustion Engine
JPS5632053A (en) * 1979-08-22 1981-04-01 Nissan Motor Co Ltd Controller for internal-combustion engine
JPS5825559A (ja) * 1981-08-10 1983-02-15 Nippon Denso Co Ltd 内燃機関のノツキング低減装置
JPS5937254A (ja) * 1982-08-25 1984-02-29 Toyota Motor Corp 排気還流制御方法
US4561389A (en) * 1982-04-26 1985-12-31 Mazda Motor Corporation Engine operation control means for suppressing rough engine operations
JPH03246360A (ja) * 1990-02-26 1991-11-01 Nippondenso Co Ltd 排気ガス再循環装置の自己診断装置
JPH04325752A (ja) * 1991-04-24 1992-11-16 Nissan Motor Co Ltd 内燃機関の排気還流制御装置

Patent Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5578155A (en) * 1978-12-07 1980-06-12 Nippon Denso Co Ltd Control device for internal combustion engine
GB2054037A (en) * 1979-07-12 1981-02-11 Nissan Motor Detonation suppression in i.c. engines by supply of anti-knock fluids
GB2055961A (en) * 1979-07-24 1981-03-11 Bosch Gmbh Robert Control System for an Internal Combustion Engine
JPS5632053A (en) * 1979-08-22 1981-04-01 Nissan Motor Co Ltd Controller for internal-combustion engine
JPS5825559A (ja) * 1981-08-10 1983-02-15 Nippon Denso Co Ltd 内燃機関のノツキング低減装置
US4561389A (en) * 1982-04-26 1985-12-31 Mazda Motor Corporation Engine operation control means for suppressing rough engine operations
JPS5937254A (ja) * 1982-08-25 1984-02-29 Toyota Motor Corp 排気還流制御方法
JPH03246360A (ja) * 1990-02-26 1991-11-01 Nippondenso Co Ltd 排気ガス再循環装置の自己診断装置
JPH04325752A (ja) * 1991-04-24 1992-11-16 Nissan Motor Co Ltd 内燃機関の排気還流制御装置

Non-Patent Citations (6)

* Cited by examiner, † Cited by third party
Title
PATENT ABSTRACTS OF JAPAN vol. 16, no. 41 (M - 1206) 31 January 1992 (1992-01-31) *
PATENT ABSTRACTS OF JAPAN vol. 17, no. 159 (M - 1389) 29 March 1993 (1993-03-29) *
PATENT ABSTRACTS OF JAPAN vol. 4, no. 120 (M - 028) 26 August 1980 (1980-08-26) *
PATENT ABSTRACTS OF JAPAN vol. 5, no. 83 (M - 071) 30 May 1981 (1981-05-30) *
PATENT ABSTRACTS OF JAPAN vol. 7, no. 104 (M - 212) 6 May 1983 (1983-05-06) *
PATENT ABSTRACTS OF JAPAN vol. 8, no. 140 (M - 305) 29 June 1984 (1984-06-29) *

Also Published As

Publication number Publication date
ITBO940063A0 (it) 1994-02-17
BR9500587A (pt) 1995-10-24
IT1273807B (it) 1997-07-10
ITBO940063A1 (it) 1995-08-17

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