EP0964989B1 - Systeme de regulation du melange carburant-air pour moteur a combustion interne - Google Patents

Systeme de regulation du melange carburant-air pour moteur a combustion interne Download PDF

Info

Publication number
EP0964989B1
EP0964989B1 EP98966554A EP98966554A EP0964989B1 EP 0964989 B1 EP0964989 B1 EP 0964989B1 EP 98966554 A EP98966554 A EP 98966554A EP 98966554 A EP98966554 A EP 98966554A EP 0964989 B1 EP0964989 B1 EP 0964989B1
Authority
EP
European Patent Office
Prior art keywords
fuel
mwf
air mixture
change
combustion rate
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.)
Expired - Lifetime
Application number
EP98966554A
Other languages
German (de)
English (en)
Other versions
EP0964989A1 (fr
Inventor
Helmut Rembold
Bruno Frank
Gottlob Haag
Heinz Britsch
Heinz Stutzenberger
Uwe Mueller
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.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
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 Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0964989A1 publication Critical patent/EP0964989A1/fr
Application granted granted Critical
Publication of EP0964989B1 publication Critical patent/EP0964989B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Images

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/021—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions using an ionic current sensor
    • 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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/1454—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an oxygen content or concentration or the air-fuel ratio
    • F02D41/1458—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an oxygen content or concentration or the air-fuel ratio with determination means using an estimation

Definitions

  • the invention relates to the fuel / air mixture control for internal combustion engines based on an evaluation of the Combustion rate.
  • Such a lambda control system is already known from DE 24 43 413 known at which the rate of combustion by evaluating an ion current flowing in the combustion chamber is won.
  • the known system considers regulation the lean running limit, that is to say with a lean fuel / air mixture in front. In this range of lambda values greater than 1 changes the average flame speed becomes monotonous with Changes in lambda so that the values of the determined Flame speeds in a unique way values for that Fuel / air mixture ratio lambda can be assigned.
  • This uniqueness goes when other lambda values are included, which is also fuel-rich mixture compositions (Lambda ⁇ 1), lost because the combustion or also flame speed in the range of lambda approx 0.85 has a maximum. In other words: in the area of the maximum, a value for the flame speed signal is sufficient not for regulation alone because of a flame speed value two lambda values can be assigned (Ambiguity).
  • the object of the invention is the specification of a method and a device that a Lambda control based on the detected combustion rate also in the area of the maximum combustion rate allow. It can measure the rate of combustion with a double ion current probe, as is known from DE 35 19 028.
  • the invention can be used particularly advantageously in small two-stroke engines apply as they are only a comparative requires little equipment and is therefore inexpensive is.
  • the following are exemplary embodiments of the invention explained with reference to the drawings.
  • Figure 1 shows the combustion chamber of an engine with a double ion current probe and flame fronts.
  • Figure 2 represents temporal Curves of ion currents.
  • Figure 3 shows the course of the Flame speed as a function of lambda.
  • Fig. 4 shows the technical environment of the invention.
  • Fig. 5 discloses one Structure of an embodiment of the invention.
  • the number 1 in Figure 1 denotes the flame front in Combustion chamber 2 of an engine. According to the direction of the arrow the flame runs from the left to the one on the right in the combustion chamber Double ion current probe 4, which is arranged from offset individual ion current probes 3 and 5 may be formed can.
  • the letter combination Sx (number 8) denotes the spatial distance between the two ion current probes.
  • the principle of Flame speed measurement is based on the measurement of the Runtime delta_t that the flame front 1 to cover the Distance Sx required.
  • the delta_t determination can be seen in FIG. 2. Inscribed there the number 2.1 the signal of the first ion current probe and the number 2.2 designates the signal of the second ion current probe. After the start of combustion at the time t0 the signals of both probes rise with a time delay delta_t on. Delta_t can be determined, for example, by comparing the ion current signals with a threshold SW and delta_t as the time interval between the thresholds being exceeded is defined. Alternative to delta_t the distance can also be in degrees of the crankshaft angle Alpha can be determined.
  • Figure 3 shows the course of the determined from Sx and delta_t medium flame speed MWF for a constant engine speed as a function of the air ratio lambda a maximum MWF_max, the two sub-curves MWF_links and MWF_right separates from each other.
  • Figure 4 shows the technical environment of the invention Combustion chamber 2 with ion current probe arrangement 4, direct or Intake manifold injection valve 4.6, control unit 4.7, a load detection means 4.8 and a speed sensor 4.9.
  • ion current probe arrangement 4 direct or Intake manifold injection valve 4.6, control unit 4.7, a load detection means 4.8 and a speed sensor 4.9.
  • a controlled carburetor can also be used for the injection valve become.
  • the injection signal ti is in accordance with the structure of FIG educated. Then depending on speed n and load L des Engine 5.1 a base value tiG of the fuel metering signal a basic map GK (section 5.2). Subsequently the base value tiG becomes multiplicative at least once and / or additively corrected in logic blocks 5.7, 5.8 and, for example, as an injection pulse width for controlling a Injector used. About the evaluation of the ion currents IS is the mean flame speed in block 5.3 MWF of the subsequent combustion recorded.
  • controller 5.4 which is designed, for example, as an extreme value controller and is a maximum average flame speed MWF regulates.
  • This exemplary embodiment. is suitable for example especially for a two-stroke small engine that is stoichiometric to be operated at MWF-max.
  • the extreme value control procedure is based on an evaluation of the MWF response a temporary change in the amount of fuel. This Response indicates whether you are on the right or the left Side of the MWF-Max.
  • the Flame speed can be either to the right or to the left of Maximum MWP_max of the flame speed.
  • a predetermined change in the amount of fuel for example Increase.
  • the change can of course be additive or multiplicative via the connection of controller 5.4 to Link block 5.7 take place. If MWF then rises, MWF1 belonged to the right characteristic curve branch from FIG. 3 and it must be greased again. On the other hand, if MWF gets smaller, so MWF1 belongs to the left branch of the characteristic curve and it must be repeated be emaciated.
  • the corresponding to the maximum MWF Determine the amount of fuel. Because of the horizontal tangent the maximum is characterized by small MWF reactions changes in the amount of fuel. A sufficient one This means that a value close to the maximum can be recognized that the reaction to the rate of combustion a change in the amount of fuel a predetermined amount not reached. Alternatively, the proximity of the maximum can also be recognized by the fact that the direction of change of the Burning speed changes.
  • a desired air / fuel ratio can be enlarged by predetermined or reducing the amount of fuel added to the Set the maximum combustion rate.
  • Block 5.5 serves this purpose. This represents averaging the multiplicative or additive output variable of controller 5.4 under stationary operating conditions. Stationary Operating conditions exist, for example, when load L and speed n are approximately constant
  • the signals L and n are fed to block 5.5.
  • the output of controller 5.4 is fed to block 5.5 and averaged in block 5.5.1. If both signals L and n remain within predetermined fluctuation ranges in predetermined time intervals, block 5.5 evaluates this as a stationary operating condition.
  • the mean value of the output variable of controller 5.4 formed in block 5.5.1 is output via switch 5.5.2, which is closed in the stationary case, and transferred to a learning map KKstat (section 5.6), which can be addressed depending on load L and speed n.
  • the values stored in the map act on the base signal tiG via the link block 5.8 in the same way as the output signals of the controller 5.4 in the link block 5.7. In other words, both blocks 5.7, 5.8 act either additively or multiplicatively. From tiG will CORRECTION tiK by K.
  • the correction value linked with the base value for each operating point when the engine is running, the correction value linked with the base value for each operating point.
  • the learning process to determine the current adjusted correction value is repeated in a predetermined manner, to continuously adjust the fuel metering the changing operating conditions of the engine to ensure.
  • the sudden emaciation as a result of The air filter can be changed, for example, by evaluating the difference of the old and the new correction factor in the learning map respectively. If it is too large, this shows a mismatch which, presumably, for all other map locations also applies. Overwriting the map spaces with Then ones as a neutral element of multiplication a defined starting situation in which the small engine can be operated without the risk of overheating.
  • the invention is an alternative to using an injection system Can also be used in conjunction with a carburetor.
  • the carburetor geometry determines the base value of the Fuel quantity and thus replaces i.a. the basic map GK from Fig. 5.
  • the correction intervention can in this case affect the amount of air, for example by changing one Bypass air volume outside of at the carburetor fuel nozzles bypassed main air flow.
  • the corrective action can but also act in the fuel path, for example through change the pressure in a float chamber of the carburetor.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Claims (9)

  1. Procédé pour le réglage du mélange air-carburant pour un moteur à combustion interne (5.1), dans lequel la vitesse de combustion moyenne (MWF) et la variation de la vitesse moyenne de combustion (MWF) du mélange air-carburant sont calculées en tant que grandeur pour le mélange air-carburant,
    caractérisé en ce que
    parallèlement à une valeur absolue de la vitesse de combustion moyenne (MWF), le sens de variation de la vitesse de combustion moyenne (MWF) est calculé en tant que fonction du mélange air-carburant pour la valeur absolue, de telle façon que le mélange air-carburant est modifié et que le sens de variation de la vitesse de combustion moyenne (MWF) qui en résulte, est déterminé pour définir la modification du mélange air-carburant.
  2. Procédé selon la revendication 1,
    caractérisé en ce que
    le maximum de la vitesse de combustion (MWF max) est déterminé avec la modification répétée du mélange air-carburant et l'analyse du sens de variation qui en résulte.
  3. Procédé selon la revendication 2,
    caractérisé en ce qu'
    un mélange air-essence souhaité est réglé par l'augmentation ou la réduction pré-déterminée de la quantité de carburant, conduisant au maximum de la vitesse de combustion (MWF max).
  4. Procédé selon la revendication 3,
    caractérisé en ce qu'
    une valeur de base est pré-définie pour le dosage d'une quantité de carburant en fonction de paramètres de fonctionnement du moteur à combustion interne (5.1), celle-ci fournissant une grandeur pour la différence entre la valeur de base et la quantité de carburant conduisant au mélange air-essence souhaité, et que cette grandeur est enregistrée en tant que valeur corrective et utilisée pour la correction de la valeur de base pendant le fonctionnement ultérieur du moteur à combustion interne (5.1).
  5. Procédé selon la revendication 4,
    caractérisé en ce que
    la grandeur mentionnée est enregistrée dans un diagramme caractéristique d'apprentissage en fonction du point de fonctionnement dynamique individuel et enchaíné à la valeur de base par multiplication et/ou addition pendant le fonctionnement ultérieur du moteur à combustion interne (5.1)
  6. Procédé selon la revendication 4 ou 5,
    caractérisé en ce que
    la grandeur mentionnée est recalculée selon un modèle prédéfini.
  7. Procédé selon la revendication 6,
    caractérisé en ce qu'
    une nouvelle grandeur est comparée avec sa valeur précédente, et que les valeurs correctives enregistrées sont remplacées par des valeurs neutres en cas d'écart trop important entre les deux valeurs.
  8. Dispositif pour le réglage du mélange air-carburant pour un moteur à combustion interne (5.1), comportant des systèmes pour enregistrer la vitesse de combustion moyenne (MWF) et la variation de la vitesse de combustion moyenne (MWF) en tant que grandeur pour la composition du mélange air-carburant,
    caractérisé en ce que
    les systèmes mentionnés déterminent non seulement une valeur absolue de la vitesse de combustion moyenne (MWF), mais aussi le sens de variation de la vitesse de combustion moyenne (MWF) en tant que fonction du mélange air-carburant pour la valeur absolue, de telle façon que les systèmes modifient le mélange air-carburant et analysent le sens de variation de la vitesse de combustion moyenne (MWF) qui en résulte pour définir la modification du mélange air-carburant.
  9. Dispositif selon la revendication 8,
    caractérisé en ce que
    la vitesse de combustion moyenne (MWF) est déterminée à partir des signaux (2.1, 2.2) de deux sondes à flux ioniques (3, 5) dans la chambre de combustion (2) du moteur à combustion interne (5.1).
EP98966554A 1997-12-24 1998-12-17 Systeme de regulation du melange carburant-air pour moteur a combustion interne Expired - Lifetime EP0964989B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19757893A DE19757893A1 (de) 1997-12-24 1997-12-24 Kraftstoff/Luft-Gemischregelungssystem einer Brennkraftmaschine
DE19757893 1997-12-24
PCT/DE1998/003708 WO1999034103A1 (fr) 1997-12-24 1998-12-17 Systeme de regulation du melange carburant-air pour moteur a combustion interne

Publications (2)

Publication Number Publication Date
EP0964989A1 EP0964989A1 (fr) 1999-12-22
EP0964989B1 true EP0964989B1 (fr) 2003-11-12

Family

ID=7853396

Family Applications (1)

Application Number Title Priority Date Filing Date
EP98966554A Expired - Lifetime EP0964989B1 (fr) 1997-12-24 1998-12-17 Systeme de regulation du melange carburant-air pour moteur a combustion interne

Country Status (4)

Country Link
EP (1) EP0964989B1 (fr)
JP (1) JP2001513167A (fr)
DE (2) DE19757893A1 (fr)
WO (1) WO1999034103A1 (fr)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1934448B1 (fr) * 2005-10-11 2016-08-24 Eldor Corporation S.p.A. Procédé et dispositif pour la détermination et l entrée de carburant dans un moteur à combustion interne sur la base d un rapport air-carburant cible et d un détecteur de courant ionique
DE102008061786A1 (de) * 2008-12-11 2010-06-17 Bayerische Motoren Werke Aktiengesellschaft Verfahren zum Betreiben einer Otto-Brennkraftmaschine zur Diagnose der Verbrennungsgeschwindigkeit
JP5853709B2 (ja) * 2012-01-10 2016-02-09 トヨタ自動車株式会社 内燃機関の空燃比検出装置および空燃比インバランス検出装置
CN105143649B (zh) * 2013-03-11 2019-03-08 韦恩州立大学 内燃机中的预测校正
US11078860B2 (en) 2013-03-11 2021-08-03 Wayne State University Predictive correction in internal combustion engines

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2443413C2 (de) * 1974-09-11 1983-11-17 Robert Bosch Gmbh, 7000 Stuttgart Verfahren und Einrichtung zur Regelung des Betriebszustands einer Brennkraftmaschine
DE3111135A1 (de) * 1980-06-20 1982-03-11 Robert Bosch Gmbh, 7000 Stuttgart Verfahren zum regeln der verbrennung in den brennraeumen einer brennkraftmaschine
DE3519028C2 (de) 1985-05-25 1993-10-28 Bosch Gmbh Robert Einrichtung zum Erfassen von klopfenden Verbrennungsvorgängen bei einer Brennkraftmaschine
FR2617539B1 (fr) * 1987-06-30 1992-08-21 Inst Francais Du Petrole Methode et dispositif de reglage d'un moteur a allumage commande a partir de la distribution statistique d'un ecart angulaire
DE3833465A1 (de) * 1988-10-01 1990-04-05 Pierburg Gmbh Verfahren zur regelung des betriebsverhaltens einer brennkraftmaschine
US5036669A (en) * 1989-12-26 1991-08-06 Caterpillar Inc. Apparatus and method for controlling the air/fuel ratio of an internal combustion engine
JP3150429B2 (ja) * 1992-07-21 2001-03-26 ダイハツ工業株式会社 イオン電流によるリーン限界検出方法
DE19819197A1 (de) * 1997-04-25 1999-01-28 Reinhard Dr Ing Latsch Verfahren und Vorrichtung zur Regelung der Gemischzusammensetzung an der Zündstelle bei Ottomotoren mit Kraftstoffdirekteinspritzung

Also Published As

Publication number Publication date
WO1999034103A1 (fr) 1999-07-08
JP2001513167A (ja) 2001-08-28
EP0964989A1 (fr) 1999-12-22
DE59810162D1 (de) 2003-12-18
DE19757893A1 (de) 1999-07-01

Similar Documents

Publication Publication Date Title
DE69410043T2 (de) Luft-Kraftstoff-Verhältnis-Regeleinrichtung für eine Brennkraftmaschine
DE2333743C2 (de) Verfahren und Vorrichtung zur Abgasentgiftung von Brennkraftmaschinen
DE2633617C2 (de) Verfahren und Vorrichtung zur Bestimmung von Einstellgrößen bei einer Brennkraftmaschine, insbesondere der Dauer von Kraftstoffeinspritzimpulsen, des Zündwinkels, der Abgasrückführrate
DE69324727T2 (de) Zündungssteuersystem und Methode für eine Brennkraftmaschine
DE4121884C2 (fr)
DE3423013C2 (de) Verfahren zum Steuern eines Bestandteils der Verbrennung in einer Brennkraftmaschine
DE3408223C2 (fr)
DE69822702T2 (de) Steuerungssystem für Brennkraftmaschine
EP0210177B1 (fr) Dispositif et procede pour varier les parametres de marche de machines a combustion interne
DE3410403C2 (de) Verfahren zum Steuern der einer Brennkraftmaschine nach Beendigung einer Kraftstoffabsperrung zugeführten Kraftstoffmenge
DE69015558T2 (de) System zur Rückkopplungsregelung des Luft-/Kraftstoffverhältnisses in einer Brennkraftmaschine.
EP0152604A1 (fr) Méthode de commande et de régulation des paramètres de fonctionnement d'un moteur à C.I.
EP0433632A1 (fr) Méthode de commande de moteur à combustion interne sans papillon d'admission
DE3714543C2 (fr)
DE3878933T2 (de) Steuerungssystem fuer brennkraftmaschine.
DE3345862A1 (de) Verfahren und vorrichtung zum einstellen des luft/kraftstoff-verhaeltnisses bei verbrennungsmotoren
EP0151768A2 (fr) Système de dosage du mélange air-carburant pour un moteur à combustion
DE60304067T2 (de) Kraftstoffeinspritzsystem
DE19612453C2 (de) Verfahren zum Bestimmen der in das Saugrohr oder in den Zylinder einer Brennkraftmaschine einzubringenden Kraftstoffmasse
DE3835766A1 (de) Elektronisches, sich anpassendes steuergeraet fuer einen verbrennungsmotor
EP0757168B1 (fr) Méthode et dispositif pour la commande d'un moteur à combustion interne
EP0964989B1 (fr) Systeme de regulation du melange carburant-air pour moteur a combustion interne
DE3713791A1 (de) Verfahren zum regeln des luft/kraftstoff-verhaeltnisses des einer brennkraftmaschine gelieferten kraftstoffgemisches
DE3832270C2 (fr)
DE19603778A1 (de) Verfahren und Vorrichtung zum Steuern eines eine Drosselventilverschmutzung betreffenden Lernens

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): DE FR GB IT

17P Request for examination filed

Effective date: 20000110

17Q First examination report despatched

Effective date: 20020529

GRAH Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOS IGRA

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): DE FR GB IT

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GB

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20031112

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

Free format text: NOT ENGLISH

REF Corresponds to:

Ref document number: 59810162

Country of ref document: DE

Date of ref document: 20031218

Kind code of ref document: P

GBV Gb: ep patent (uk) treated as always having been void in accordance with gb section 77(7)/1977 [no translation filed]

Effective date: 20031112

ET Fr: translation filed
PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

26N No opposition filed

Effective date: 20040813

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: IT

Payment date: 20121220

Year of fee payment: 15

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: FR

Payment date: 20130123

Year of fee payment: 15

REG Reference to a national code

Ref country code: FR

Ref legal event code: ST

Effective date: 20140829

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: FR

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20131231

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IT

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20131231

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 20160224

Year of fee payment: 18

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IT

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20131217

REG Reference to a national code

Ref country code: DE

Ref legal event code: R119

Ref document number: 59810162

Country of ref document: DE

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20170701