EP0912825A1 - Method of controlling the injection process in a high-speed 2-stroke fuel injection internal combustion engine - Google Patents
Method of controlling the injection process in a high-speed 2-stroke fuel injection internal combustion engineInfo
- Publication number
- EP0912825A1 EP0912825A1 EP97937494A EP97937494A EP0912825A1 EP 0912825 A1 EP0912825 A1 EP 0912825A1 EP 97937494 A EP97937494 A EP 97937494A EP 97937494 A EP97937494 A EP 97937494A EP 0912825 A1 EP0912825 A1 EP 0912825A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- internal combustion
- combustion engine
- injection
- period
- values
- 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.)
- Granted
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/009—Electrical control of supply of combustible mixture or its constituents using means for generating position or synchronisation signals
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B63/00—Adaptations of engines for driving pumps, hand-held tools or electric generators; Portable combinations of engines with engine-driven devices
- F02B63/02—Adaptations of engines for driving pumps, hand-held tools or electric generators; Portable combinations of engines with engine-driven devices for hand-held tools
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/02—Engines characterised by their cycles, e.g. six-stroke
- F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
- F02B2075/025—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle two
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2400/00—Control systems adapted for specific engine types; Special features of engine control systems not otherwise provided for; Power supply, connectors or cabling for engine control systems
- F02D2400/04—Two-stroke combustion engines with electronic control
Definitions
- the invention relates to a method for controlling the injection process in a high-speed 2-stroke internal combustion engine with fuel injection, which 2-stroke internal combustion engine has first means for generating an angle-fixed trigger signal per revolution for the injection control and second means for generating a speed-dependent AC voltage, the period of which is a fraction (1 / n) of the time per revolution (revolution time) of the 2-stroke internal combustion engine.
- EP-A1-0 688 951 it is known to provide an injection control for small, compact four-stroke engines without a battery, in which an electromagnetic injection valve is actuated by voltage pulses, which are arranged in a proximity by a co-rotating permanent magnet arranged on a flywheel of the flywheel fixed coil arrangement are induced. While the start of injection is fixed by the position of the coil arrangement, the injection duration is limited by a time control circuit after a calculated period of time by interrupting the injection valve circuit. The problems that occur when interrupting such an injector circuit are described in EP-B1-0 543 826.
- the injection starts (ESB) for low engine speeds are in a first (hatched) area depending on the respective engine configuration ( ESB1) between 180 and 240 ° KW (angle W4 and W3) before the top dead center (TDC) of the internal combustion engine.
- ESB1 engine configuration
- ESB2 engine configuration
- ESB2 top dead center
- OT top dead center
- the trigger signal used for the idling range eg a Hall sensor
- the injection for the next revolution would not be possible or would only be possible with a high degree of error.
- the object is achieved in a method of the type mentioned at the outset in that, in addition to the trigger signal, the alternating voltage generated is also used to control the injection process.
- the alternating voltage generated is also used to control the injection process.
- a first preferred embodiment of the method according to the invention is characterized in that values of the angle of rotation associated with the individual periods of the alternating voltage generated are derived, which angle of rotation values are used together with the trigger signal for injection control. In this way it is possible to generate almost completely constant angle marks, which allow optimal control of the injection process at different and fluctuating speeds.
- a further preferred embodiment of the method according to the invention is characterized in that for the correct assignment of the angle of rotation values to the periods of the alternating voltage in the case of fluctuations in the length of the individual period durations which are constant over time, for example due to manufacturing tolerances or the like, the individual period durations are measured, a correction factor for each period is determined from the ratio of the measured period to the theoretical period, each of which is a fraction (1 / n) of the revolution time, that a relative corrected angle of rotation value is assigned to each period using the associated correction factor, and under Reference to the angle of rotation fixed trigger signal, the relative corrected rotation angle values are converted into absolute corrected rotation angle values, which are used for injection control.
- the correction factors it is possible to correct manufacturing-related irregularities without changing the internal combustion engine.
- the correction factors are determined and stored several times in succession to compensate for fluctuations in the length of the period duration, in particular caused by speed fluctuations and / or phase shifts in the AC voltage, and statistically averaged correction values are formed from the stored correction values and are used for To assign the relative corrected rotation angle values to the period durations, the influence of brief changes on the determination of the correction factors can also be largely eliminated.
- Angle diagram with the control angle for a conventional injection control with a trigger point 2 is a block diagram of an exemplary device for performing the method according to the invention
- Fig. 3 shows several timing diagrams to explain the
- FIG. 4 shows a program flow chart for the calculation of the correction values in the method according to the invention.
- the control device LO is assigned to a high-speed 2-stroke internal combustion engine 11, on which an ignition 12 and a generator 13 for generating a periodic alternating voltage are arranged in a speed-coupled manner.
- the ignition 12 comprises, for example, a rotating ignition magnet which generates a suitable ignition signal in a fixed coil, which is available as a trigger signal which is fixed in terms of the angle of rotation for the injection control.
- the periodic alternating voltage from the generator 13 and the trigger signal from the ignition 12 are applied to suitable inputs of a microcontroller 15, which cooperates with a non-volatile memory for storing calculated correction values and with an output an injection valve 14 for the 2-stroke internal combustion engine 11 controls.
- the basis for the method according to the invention is now the provision of the fixed periodic trigger signal (TS), which - as already mentioned - can be generated in connection with the ignition 12 already present and is generated as a single pulse per revolution (see FIG. 3c) .
- the generator 13 for example one on the machine
- 11 flanged generator used, which emits a certain number n of sine waves per revolution of 360 ° KW (n-10 is assumed in the further explanation; see Fig. 3a). From these sine waves, pulses can be derived (see Fig. 3b), which (for n-10) have an angular distance of 36 °.
- the generator pulses are fed to the microcontroller 15, which also has the fixed trigger pulse (TS) from the ignition
- the microcontroller 15 not only realizes the mathematical calculation of the injection quantities (start of injection, injection duration), but also has the ability to perform an angle correction of the 36 ° pulses. This correction is necessary because the pulse intervals or period durations are subject to errors due to manufacturing tolerances and phase shifts due to electrical loads on the generator. It should be noted here that the computer must use other parameters such as temperature, load signal, etc. to determine the start of injection or the injection duration, so that these variables are to be understood as the result of a corresponding calculation.
- the fixed trigger pulse (TS) (FIG. 3c), which serves as a reference variable in this system, is used as the mathematical basis for the correction of angular errors. If the microcontroller 15 recognizes that the If the internal combustion engine 11 is in the operating speed range in which the degree of uniformity of the internal combustion engine is greatest, the main program, which calculates the injection quantities for the current revolutions, is briefly left, as is shown in the self-explanatory program flow chart of FIG. 4.
- Speed measurements begin in all 36 ° angle windows.
- the synchronization of the internal combustion engine is constantly checked.
- the time windows (period durations of the generator pulses) are measured in the angle windows. If the synchronization error of the internal combustion engine has been recognized as being sufficiently small, the time window measurement (period measurement) is significant, i.e. the measured values can be used.
- the microcontroller 15 now returns to the main program, where it calculates this routine again at a predetermined interval.
- the new correction factors are processed statistically with the correction factors that have already been calculated and stored in such a way that ultimately n (here: 10) statistical There are statistical mean values for the deviation of the 36 "window from the uniformity, in such a way that these correction factors converge to the real value with increasing engine running time.
- This procedure enables the microcontroller to react to manufacturing tolerances of the generator 13 and to generate certain correction factors which tell "him" how large the individual angular sections determined by the periodic impulses are in reality.
- the arithmetical assignment of the angle window to top dead center (OT) or to the fixed trigger pulse (TS) is based on the creation of a time window between the trigger pulse (TS) and the following pulse from the generator 13, in predetermined individual revolutions of intermittent time intervals. Based on the calculated speed, the microcontroller 15 calculates the time difference between these two successive pulses and thus calculates the absolute correction based on the top dead center (TDC).
- the microcontroller 15 accesses predefined determinations from the engine map, which are stored in a map control.
- the microcontroller 15 adapts the stored characteristic map sizes to its calculated angle sizes and thus controls the injection valve 14 in a self-correcting manner.
- Trigger signal TS (trigger pulse)
Abstract
Description
Claims
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE19628739A DE19628739B4 (en) | 1996-07-17 | 1996-07-17 | Method for controlling the injection process in a high-speed 2-stroke internal combustion engine with fuel injection |
DE19628739 | 1996-07-17 | ||
PCT/EP1997/003819 WO1998003785A1 (en) | 1996-07-17 | 1997-07-17 | Method of controlling the injection process in a high-speed 2-stroke fuel injection internal combustion engine |
Publications (2)
Publication Number | Publication Date |
---|---|
EP0912825A1 true EP0912825A1 (en) | 1999-05-06 |
EP0912825B1 EP0912825B1 (en) | 2000-04-05 |
Family
ID=7800017
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP97937494A Expired - Lifetime EP0912825B1 (en) | 1996-07-17 | 1997-07-17 | Method of controlling the injection process in a high-speed 2-stroke fuel injection internal combustion engine |
Country Status (5)
Country | Link |
---|---|
US (1) | US6125824A (en) |
EP (1) | EP0912825B1 (en) |
JP (1) | JP2001511861A (en) |
DE (2) | DE19628739B4 (en) |
WO (1) | WO1998003785A1 (en) |
Families Citing this family (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US6874473B2 (en) * | 2003-08-11 | 2005-04-05 | Tecumseh Products Company | Engine cycle recognition for fuel delivery |
US7974767B2 (en) * | 2006-08-16 | 2011-07-05 | Andreas Stihl Ag & Co. Kg | Method for detecting operating parameters of a power tool comprising an internal combustion engine |
DE102007037582B4 (en) | 2006-08-16 | 2021-12-02 | Andreas Stihl Ag & Co. Kg | Method for recognizing operating parameters of an implement with an internal combustion engine |
Family Cites Families (20)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE1962563A1 (en) * | 1969-12-13 | 1971-06-16 | Bosch Gmbh Robert | Tachometer that responds quickly to changes in speed |
JPS57186818U (en) * | 1981-05-25 | 1982-11-27 | ||
JPH0249939A (en) * | 1988-08-11 | 1990-02-20 | Fuji Heavy Ind Ltd | Fuel injection control device of two-cycle direct-injection engine |
JPH0264243A (en) * | 1988-08-30 | 1990-03-05 | Fuji Heavy Ind Ltd | Device for controlling fuel injection of two cycle direct injection engine |
JP2957590B2 (en) * | 1989-02-23 | 1999-10-04 | 本田技研工業株式会社 | Fuel injection control device for two-cycle engine |
JP2869464B2 (en) * | 1989-05-30 | 1999-03-10 | 富士重工業株式会社 | Fuel injection control device for two-cycle engine |
US4958609A (en) * | 1989-12-18 | 1990-09-25 | General Motors Corporation | Fuel injection timing control for a crankcase scavenged two-stroke engine |
JP3215104B2 (en) * | 1990-03-23 | 2001-10-02 | ヤマハ発動機株式会社 | Exhaust timing control system for in-cylinder injection two-cycle engine |
JPH0458036A (en) * | 1990-06-25 | 1992-02-25 | Honda Motor Co Ltd | Fuel injection control device for two cycle engine |
DE4029794A1 (en) * | 1990-08-18 | 1992-02-20 | Bosch Gmbh Robert | METHOD AND DEVICE FOR CONTROLLING AN ELECTROMAGNETIC CONSUMER |
JP3142086B2 (en) * | 1992-06-26 | 2001-03-07 | ヤマハ発動機株式会社 | Marine engine fuel injection control system |
JP3059583B2 (en) * | 1992-06-30 | 2000-07-04 | 本田技研工業株式会社 | Engine electronically controlled fuel injection system |
EP0583495B1 (en) * | 1992-08-14 | 1996-01-10 | Siemens Aktiengesellschaft | Method for the detection and correction of errors in time measurements of rotating shafts |
US5806488A (en) * | 1992-12-14 | 1998-09-15 | Transcom Gas Technologies Pty | Electronic engine timing |
US5392753A (en) * | 1993-11-22 | 1995-02-28 | R. E. Phelon Company, Inc. | Microprocessor controlled capacitor discharge ignition system |
EP0663521B1 (en) * | 1993-12-16 | 2002-08-07 | Volkswagen Aktiengesellschaft | Method to obtain tuning signal for the control of energy conversion in the combustion space of an internal combustion engine |
JP3426744B2 (en) * | 1994-11-17 | 2003-07-14 | 三菱自動車工業株式会社 | Fuel injection control device for internal combustion engine and fuel injection control method for internal combustion engine |
US5476082A (en) * | 1994-06-22 | 1995-12-19 | Tecumseh Products Company | Flywheel magnet fuel injection actuator |
FR2723400B1 (en) * | 1994-08-03 | 1996-10-11 | Magneti Marelli France | METHOD FOR CORRECTING A SIZE RELATED TO THE ROTATION OF AN INTERNAL COMBUSTION ENGINE AS A FUNCTION OF THE DISSYMETRIES OF A TARGET LINKED TO THE ROTATION |
US5634449A (en) * | 1996-03-15 | 1997-06-03 | Nissan Motor Co., Ltd. | Engine air-fuel ratio controller |
-
1996
- 1996-07-17 DE DE19628739A patent/DE19628739B4/en not_active Expired - Lifetime
-
1997
- 1997-07-17 US US09/214,892 patent/US6125824A/en not_active Expired - Lifetime
- 1997-07-17 EP EP97937494A patent/EP0912825B1/en not_active Expired - Lifetime
- 1997-07-17 JP JP50654298A patent/JP2001511861A/en active Pending
- 1997-07-17 WO PCT/EP1997/003819 patent/WO1998003785A1/en active IP Right Grant
- 1997-07-17 DE DE59701411T patent/DE59701411D1/en not_active Expired - Lifetime
Non-Patent Citations (1)
Title |
---|
See references of WO9803785A1 * |
Also Published As
Publication number | Publication date |
---|---|
DE19628739B4 (en) | 2011-07-28 |
EP0912825B1 (en) | 2000-04-05 |
WO1998003785A1 (en) | 1998-01-29 |
JP2001511861A (en) | 2001-08-14 |
DE19628739A1 (en) | 1998-01-22 |
US6125824A (en) | 2000-10-03 |
DE59701411D1 (en) | 2000-05-11 |
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