EP2100030A2 - Reglage de l'avance de l'allumage - Google Patents
Reglage de l'avance de l'allumageInfo
- Publication number
- EP2100030A2 EP2100030A2 EP07871848A EP07871848A EP2100030A2 EP 2100030 A2 EP2100030 A2 EP 2100030A2 EP 07871848 A EP07871848 A EP 07871848A EP 07871848 A EP07871848 A EP 07871848A EP 2100030 A2 EP2100030 A2 EP 2100030A2
- Authority
- EP
- European Patent Office
- Prior art keywords
- fuel
- ignition
- engine
- markers
- value
- 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- Withdrawn
Links
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Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
- F02P5/00—Advancing or retarding ignition; Control therefor
- F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
- F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
- F02P5/15—Digital data processing
- F02P5/152—Digital data processing dependent on pinking
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
- F02D19/08—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
- F02D19/082—Premixed fuels, i.e. emulsions or blends
- F02D19/085—Control based on the fuel type or composition
- F02D19/087—Control based on the fuel type or composition with determination of densities, viscosities, composition, concentration or mixture ratios of fuels
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01N—INVESTIGATING OR ANALYSING MATERIALS BY DETERMINING THEIR CHEMICAL OR PHYSICAL PROPERTIES
- G01N33/00—Investigating or analysing materials by specific methods not covered by groups G01N1/00 - G01N31/00
- G01N33/26—Oils; Viscous liquids; Paints; Inks
- G01N33/28—Oils, i.e. hydrocarbon liquids
- G01N33/2829—Mixtures of fuels
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
-
- 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
- F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
- F02D2041/1433—Introducing closed-loop corrections characterised by the control or regulation method using a model or simulation of the system
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/06—Fuel or fuel supply system parameters
- F02D2200/0611—Fuel type, fuel composition or fuel quality
-
- 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
- F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
-
- 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
- F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
- F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
- F02D41/2425—Particular ways of programming the data
- F02D41/2429—Methods of calibrating or learning
- F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01N—INVESTIGATING OR ANALYSING MATERIALS BY DETERMINING THEIR CHEMICAL OR PHYSICAL PROPERTIES
- G01N33/00—Investigating or analysing materials by specific methods not covered by groups G01N1/00 - G01N31/00
- G01N33/26—Oils; Viscous liquids; Paints; Inks
- G01N33/28—Oils, i.e. hydrocarbon liquids
- G01N33/2835—Specific substances contained in the oils or fuels
- G01N33/2882—Markers
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/30—Use of alternative fuels, e.g. biofuels
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Definitions
- the invention relates to a spark ignition engine arranged to allow adjustment of the value of the ignition advance.
- Downsizing The development of these smaller engines integrates in the engine ECU adapted engine control laws (lean mixture and stratified charge, homogeneous combustion zone, engine sweeping by EGR valve management, turbo pressure ...) . Downsizing improves the efficiency of the engines by shifting their operation to high loads (sustained engine loading) with the positive consequence of better specific fuel consumption and reduced emissions (CO 1 HC 1 NOx) and reduced CO2.
- Auto-ignition is an ignition in which a fuel / oxidant mixture is heated to sufficient pressures and temperatures ignites spontaneously. This phenomenon is the basis of the operation of a diesel engine.
- knocking is a very sudden phenomenon of abnormal combustion due to the mass self-ignition of the last fractions of the fuel mixture not reached by the flame front from the candle which is particularly harmful and destructive .
- the occurrence of knock is easily limited by working the engine in advance. That is, to control the ignition of the air / fuel mixture well upstream of the top dead center.
- the main engine control parameters managing the starting torque / polluting emissions are the initial ignition angle and the richness of the air / fuel mixture.
- the method according to the invention allows a better management of the ignition advance mainly for issues related to cold start and rattling.
- the invention relates to a spark ignition engine comprising an electronic / digital engine control module, said module comprising at least one ignition advance management system and means for determining the molecular structure. fuel supply, said determination means for obtaining markers of the molecular structure of the fuel, said engine being characterized in that the management system is arranged to use a plurality of correlation functions (ai, a 2 , ..
- the invention allows the implementation of a complementary ignition timing adjustment strategy.
- This strategy makes it possible to adjust the ignition advance angle as closely as possible to take into account the variability of the auto-ignition delay of the fuels, which depends on the nature and the molecular structure of the molecules that make up the fuel. .
- This adjustment covers the entire operating range of the motor.
- the strategy makes it possible to reduce pollutant emissions when the engine is cold during engine starting and stabilization phases when the engine control and regulation systems are not yet in a closed regulation loop.
- the adjustment of the ignition advance also makes it possible to work in the limit of rattling in the operations with high load and full load of the engine.
- the invention makes it possible to set up a complementary strategy for managing the engine. the ignition advance. This strategy guarantees optimization of the ignition advance in the engine start-up phase, and also allows to accentuate the reduction of the motor displacement thanks to a fine motor control in limit of rattling.
- the invention makes it possible to respond more effectively to the CO2 reduction and consumption issues while limiting the triggering and very penalizing intervention of the current control system of rattling for the safety of the engine.
- the invention makes it possible to pre-position in the engine control at most just the ignition advance angle values as a function of the top dead center.
- the invention allows for a finer level of control and engine optimization but has the advantage of retaining the existing secure knock management module.
- Figure 1 is a table showing examples of variation in self-ignition times of several reference fuels that cover the average variability in the quality of refinery-produced petrol fuels globally.
- Fig. 2 is a diagram showing an example of ignition timing control strategy operation including adjustment due to the molecular structure of the fuel.
- Figure 3 is a schematic representation of the occurrence of pinging.
- Figure 4 is a schematic representation of the operation of the knock management system.
- FIG. 5 is a table showing the various self-ignition delays for a given P and T set, molecules potentially present in the gasoline type fuel. These molecules are classified by families (paraffins, aromatics ).
- Fig. 6 is a graph showing an example of ignition timing adjustment calibration mapping as a function of the molecular structure of the fuels.
- FIG. 7 is a schematic representation of the steps involved in the calculation of the ignition advance angle adjustment from the determination of two markers of the fuel molecular structure and an adjustment mapping of the ignition advance.
- a vehicle equipped with a spark-ignition internal combustion engine operates by drawing air drawn from the atmosphere and mixing it with a hydrocarbon liquid composed of hydrocarbon molecules (essentially carbon, hydrogen and oxygen) to burn it in order to to recover the energy released by the breaking of the atomic bonds.
- the operating principle of the spark ignition management system is to spark a spark from a spark plug to ignite the air / fuel mixture in the combustion chamber at the desired time to maximize the fuel efficiency of the combustion. by matching the peak of combustion pressure with an ideal position of the piston / crankshaft torque.
- the electronically controlled ignition advance is expressed in degree of rotation angle of the crankshaft and synchronizes the start of combustion characterized by the appearance of the pressure peak in the combustion chamber with an optimum position and predetermined piston in the combustion chamber.
- the feedrate depends, among other things, on the speed of rotation of the motor (engine speed) and the intake pressure in the air manifold.
- the spark must occur earlier when the engine speed is higher and later when it decreases.
- the ignition must be advanced when the air pressure in the collector is low (high vacuum) and vice versa.
- a non-optimized value of ignition timing can have a significant effect on the pollutant emissions and driving pleasure of the vehicle.
- an ignition advance angle too close to the top dead center may cause an uncontrolled phenomenon of spontaneous self-ignition of the so-called pinging air / fuel mixture and an increase in unburned hydrocarbons (HC) and nitrogen oxides (NOx).
- HC unburned hydrocarbons
- NOx nitrogen oxides
- a value of the ignition advance which is too low can cause a partial combustion of the air / fuel mixture and cause a loss of energy efficiency of the engine, this loss of power causing a loss of driving pleasure and an increase in polluting emissions.
- the optimum value of the ignition timing associated with the ignition delay also depends on other very important factors such as fuel quality as shown in Figure 1 and several engine design and operating parameters. engine. It is therefore to take into account the need to estimate as closely as possible the calculation of the auto-ignition time of the air / fuel mixture that an electronic control system has been set up to determine the optimum value of the fuel. the ignition advance. As we can note in Figure 1, The variation in autoignition time between 2 fuels distributed in Europe (equivalent to the reference fuels PRF 98-2 and PRF 91-9) exceeds 25%.
- the heart of the ignition timing control system is a motor parameter control system, which maximizes engine efficiency by adjusting the instantaneous value of the feed angle in real time. ignition to account for the ignition delay of the air / fuel mixture (Figure 1) and obtain the maximum peak of combustion pressure when the piston position is after the top dead center, in the ideally predefined position during the phases of engine tuning.
- the ECU determines in a first step, the initial angle of ignition advance often from a value set by default with reference to an angle of the crankshaft in advance by compared to the top dead center of the piston. This value remains the reference value during the start-up phase and immediately after start-up as long as the engine rotation speed remains below a prerecorded threshold value corresponding to an unstable engine speed.
- the calculation and optimization of the ignition advance will be done in a feedback loop in succession of steps, by adjusting the value of the ignition. initial angle of advance.
- These corrections are made in a second step, by adjusting the value of the advance as a function of values coming from different sensors and by comparison with the laws and the cartographies recorded in the memories of the ECU.
- the initial ignition advance angle will be corrected by the ECU microprocessor by a base advance value computed from the information air volume in the intake manifold, engine speed (rpm), throttle position and engine temperature.
- a final adjustment is applied to calculate the optimum ignition advance angle, to take into account among others information from the engine computer, in particular:
- ECU electronic engine control
- engine control strategies and laws have allowed the integration of knock control in the vehicle, in a closed control loop using information from a specific sensor of acoustic vibration detector (piezoelectric type). It allows to take into account the variability of the quality of the fuels available at the pump.
- control loop acts as a corrective solution for motor safety in response to an abnormal punctual phenomenon. It makes it possible to detect nascent rattling and to make a correction by acting on the reduction of the ignition advance angle. Advancing ignition from top dead center acts directly on combustion as this lowers the temperature and pressure in the engine's combustion chamber and returns to normal operating parameters.
- Figure 4 shows the operation of the knock management system. This operation is described as follows: - [A] Oscillations (k) due to the appearance of auto-ignition in the combustion chamber, on one of the cylinders appear.
- the knock detector (Ks) detects them and transmits a "slot" signal to the control system.
- the control system modifies the ignition advance (AA 0 ) step by step (in advance) throughout the duration of the abnormal combustion, until that the rattling stops.
- the knock sensor converts the vibration resulting from oscillations of amplitudes of the pressure and temperature level of the gases into the combustion chamber into a current value which is sent back into the engine control module.
- the ECU advances the ignition from the top dead center in a fixed step until the knocking disappears. Once the self-ignition phenomenon ceases, the ECU stops advancing ignition and begins to return to an optimal solution by delaying ignition.
- the difficulty for the engine will be to find a compromise in the initial set value or calculation of the ignition advance base to avoid too much adjustment from the management module and correction of knocking.
- patent application FR-2 883 602 proposes the use of a dedicated sensor, linked to the identification of the molecular structure of the fuel.
- the invention relies on the application of the method according to this patent application to the adjustment of the value of the angle of the ignition advance.
- FIG 2 shows an example of ignition timing control strategy operation including an adjustment due to the molecular structure of the fuel. In this example, this adjustment decreases the value of the advance in step [D].
- Step [A] start and post start - open loop
- Step [C] motor running - closed loop
- Angle of Advance Initial Advance Angle + Basic Advance Angle + Forward Correction Angle-
- the auto-ignition time of fuels depends closely on the structure of the molecules that compose it (Figure 5).
- the molecular structure of the fuel depends on the type and number of molecules in the hydrocarbon backbone. Knowledge of the molecular structure of the fuel makes it possible to accurately grasp its self-ignition delay.
- a gasoline engine for spark ignition engines complying with the EN 228 standard consists of an average of fifty to one hundred molecules with 4 to more than 9 carbon atoms. These molecules are associated with hydrocarbon families.
- the families of pure hydrocarbons can be grouped for example into: saturated hydrocarbons (alkanes with linear open carbon chains commonly known as paraffins, alkanes with branched open carbon chains commonly known as Iso paraffins, or with carbon chains closed on themselves, commonly known as saturated or naphthenic cyclic); unsaturated hydrocarbons (open or closed chain olefins containing one or more double bonds); aromatic hydrocarbons (one or more unsaturated rings with a benzene ring); - oxygenated organic products: molecules containing at least one oxygen atom (alcohols, aldehydes, ketone, esters, ethers, acids, etc.)
- the self-ignition time decreases steadily as the length of the chain increases.
- the delay increases as a function of the number and complexity of side chain connections.
- the self-ignition delays of molecules with an aromatic nucleus are higher than the molecules that do not.
- the self-ignition delay of molecules with one or more unsaturations is generally greater than that of paraffins with the same carbon skeleton, and the delay for its two families depends on the branch length of the chains.
- saturated or unsaturated cyclic molecules always have a higher self-ignition delay than their non-cyclic counterparts.
- the spark ignition engine comprises an electronic / digital engine control module which comprises at least one ignition advance management system and means for determining the molecular structure of the fuel supplying said engine. These determination means are for example described in the patent application FR-2 883 602.
- the analysis means make it possible to obtain at least one marker of the molecular structure of the fuel.
- the management system is arranged to adjust the value of the ignition advance angle from the marker of the molecular structure of the fuel provided by the determining means.
- the markers (ci, C2, ..., c n ) relating to the molecular structure of the fuel are related / correlated to the auto-ignition time of the fuel and thus to the adjustment of the ignition advance.
- one or more correlation tables are constructed between the variation of the ignition advance and one or more markers of the molecular structure of the fuel ( Figure 6).
- the table shown in FIG. 6 is stored in the memory of the ECU.
- the axes Ai and A 2 make it possible to position the fuel coordinates on the X and Y axes, the vertical axis Z represents the adjustment advance values V A in degrees of angle.
- the management system is arranged to determine a plurality of functions (a 1 1 a2, ..., a n ) calculated from the markers (ci, C2, .., c n ) of the structure Molecular fuel.
- Linear or non-linear functions (ai, a2 .., a n ) are arranged in order of decreasing correlation with the values of the ignition advance adjustment.
- the management system can also be arranged to determine at least one combination of all the possible combinations (Oi, ⁇ 2 , ... , O n ) of the functions (ai, a 2 , .., a n ) of the molecular structure fuel. This combination is the optimum correlation with the fuel autoignition timeout value and the ignition timing adjustment.
- the correlation table makes it possible to determine the value of the ignition advance according to:
- At least one function (a,) and preferably two functions (ai, a 2 )
- Oi a combination of the functions (ai, a 2 ) or (ai, a 3 ) or (a 2 , a 3 ) or (ai, a 2 , a 3 ) relating to the resistance capacity to self-ignition of the fuel.
- the ignition advance management system is arranged to project the values of the chemical structure markers of the fuel (ci, C2, ..., C n ) or their functions (ai, a2,. .., a n ) or their combinations (Oi, ⁇ 2, ..., O n ) in the correlation table or tables between the variation of the ignition advance and the marker (s) of the chemical structures of the fuel or their combinations, the system being arranged to thereby determine the adjustment value of the ignition timing relative to the fuel.
- the adjustment value allows the engine control unit to adjust the actuators to adjust the ignition timing according to the new setpoint.
- This ignition advance adjustment value as a function of the molecular structure of the fuel may be either a percentage of the value of the calculated advance "excluding fuel impact” or a number of degrees of advance to be removed or add to the calculated ignition advance value "excluding fuel impact”.
- the calculation of the ignition advance adjustment value as a function of the chemical structure of the fuel can be done either at all the conventional stages of determining the ignition timing by the engine computer or in an additional step, either by splitting it and weighting it on each step. It is possible to apply the adjustment when calculating the initial ignition advance from the start-up phase of the vehicle and / or when calculating the feedrate before starting 1 and / or when the final adjustment and correction according to the other sensor values and / or in an additional adjustment step.
- the computer carries out a self-diagnosis process before applying the adjustment value and keeping them in a storage memory.
- the stored adjustment values can be used as setpoints in the event of a fault detected during self-diagnosis.
- the engine calculator informs the system diagnostic quality engine of the result of the self-diagnosis
- Step 1 Calculation of the markers ci and C 2 of the molecular structure of the fuel (C) supplying the engine from the sensor (FS)
- Step 2 the markers of the molecular structure of the fuel are projected according to the 2 axes Ai and A 2 of the ignition advance adjustment map (A 11 A 2 -VA)
- Step 3 The adjustment value (v a ) of the ignition advance for the given point C is determined from the adjustment table (A 1 , A 2 , V A ) and coordinates Ci and C 2 fuel.
- Step 4 The adjustment value (v a ) is taken into account by the ignition control management module of the motor controller to determine the optimum value of the advance setpoint
- Step 5 the motor control actuates the actuators.
- the first step [1] in optimizing the adjustment of the advance angle is to determine the values of the chemical structure markers of the fuel C (Ci 1 C 2 ...) via a fuel sensor (FS).
- the second step [2] in optimizing the adjustment of the advance angle is to project the values of the chemical structure markers of the fuel (C 1T C 2 ...) " into the table or tables.
- the variation of the ignition advance and the molecular structure of the fuel in order to determine the optimum advance adjustment value (VA) as a function of the molecular structure of the fuel.
- VA advance adjustment value
- This value is recovered in the final calculation of the ignition advance and the adjustment is made during an additional step [D] of the advance control strategy.
- the engine control unit adjusts the ignition advance value by 3% and positions the actuators to meet the new setpoint.
- the ignition advance can be optimized in the following way according to the markers taken into account:
- the markers (Ci, c 21, ..., c n ) comprise at least one linear marker relating to the length of saturated and open linear carbon chains present in the fuel, the ignition being delayed when the value of said marker increases.
- the markers comprise at least one connected marker relating to the numbers of branches on the saturated and open carbon chains present in the fuel, the ignition being advanced when the value of said marker increases.
- the markers comprise at least one cyclic marker relative to the numbers of atoms contained in the saturated cycles present in the fuel, the ignition being delayed when the value of said marker increases.
- the labels comprise at least one unsaturated label relating to the number of unsaturations on the open olefinic carbon chains present in the fuel, the ignition being delayed when the value of said marker increases.
- ihir-aromatic marker relative to the number of unsaturated rings to benzene ring present in the fuel, the ignition 20 being advanced when the value said marker increases.
- the markers (ci, C2, ..., c n ) comprise at least one marker linked to the numbers of molecules containing at least one oxygen atom relative to the content of oxygenated products present in the fuel, the ignition being advanced when the value of said marker increases.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Mechanical Engineering (AREA)
- Oil, Petroleum & Natural Gas (AREA)
- General Engineering & Computer Science (AREA)
- Health & Medical Sciences (AREA)
- Life Sciences & Earth Sciences (AREA)
- Combustion & Propulsion (AREA)
- Medicinal Chemistry (AREA)
- Chemical Kinetics & Catalysis (AREA)
- Immunology (AREA)
- Biochemistry (AREA)
- General Health & Medical Sciences (AREA)
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- Analytical Chemistry (AREA)
- Pathology (AREA)
- Signal Processing (AREA)
- Food Science & Technology (AREA)
- Physics & Mathematics (AREA)
- General Physics & Mathematics (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Electrical Control Of Ignition Timing (AREA)
- High-Pressure Fuel Injection Pump Control (AREA)
- Combustion Methods Of Internal-Combustion Engines (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR0655506A FR2910075B1 (fr) | 2006-12-14 | 2006-12-14 | Reglage de l'avance de l'allumage |
PCT/FR2007/002055 WO2008090280A2 (fr) | 2006-12-14 | 2007-12-12 | Reglage de l'avance de l'allumage |
Publications (1)
Publication Number | Publication Date |
---|---|
EP2100030A2 true EP2100030A2 (fr) | 2009-09-16 |
Family
ID=37890311
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP07871848A Withdrawn EP2100030A2 (fr) | 2006-12-14 | 2007-12-12 | Reglage de l'avance de l'allumage |
Country Status (5)
Country | Link |
---|---|
US (1) | US20120017873A1 (fr) |
EP (1) | EP2100030A2 (fr) |
JP (2) | JP2010513770A (fr) |
FR (1) | FR2910075B1 (fr) |
WO (1) | WO2008090280A2 (fr) |
Families Citing this family (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP2213871A1 (fr) * | 2009-02-03 | 2010-08-04 | Robert Bosch Gmbh | Dispositif et procédé pour le contrôle du cliquetis dans un moteur à combustion interne |
FR2982913B1 (fr) * | 2011-11-21 | 2013-12-20 | Peugeot Citroen Automobiles Sa | Procede de determination d'avance a l'allumage d'un moteur |
FR2983534B1 (fr) * | 2011-12-06 | 2013-12-20 | Peugeot Citroen Automobiles Sa | Procede de commande d'une alimentation en un melange d'un moteur a combustion interne equipant un vehicule automobile. |
FR3005490B1 (fr) | 2013-05-13 | 2016-11-25 | Continental Automotive France | Procede de demarrage a froid d'un moteur a combustion interne a allumage commande fonctionnant avec un carburant comportant de l'ethanol |
JP6436064B2 (ja) * | 2015-11-12 | 2018-12-12 | 株式会社デンソー | デポジット推定装置および燃焼システム制御装置 |
CN114810456B (zh) * | 2022-04-13 | 2023-08-18 | 潍柴动力股份有限公司 | 一种发动机提前角的修正方法、装置、设备及存储介质 |
CN115680962B (zh) * | 2022-09-15 | 2023-08-29 | 广州汽车集团股份有限公司 | 发动机控制方法及相关设备 |
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FR2212494A1 (fr) * | 1972-12-29 | 1974-07-26 | Essex International Inc | |
US4424568A (en) * | 1980-01-31 | 1984-01-03 | Hitachi, Ltd. | Method of controlling internal combustion engine |
US4442813A (en) * | 1980-09-25 | 1984-04-17 | Toyota Jidosha Kogyo Kabushiki Kaisha | Method of and apparatus for controlling the ignition timing of an internal combustion engine |
US4448171A (en) * | 1981-06-08 | 1984-05-15 | Nippondenso Co., Ltd. | Method and apparatus for optimum control of internal combustion engines |
US20060080025A1 (en) * | 2004-10-05 | 2006-04-13 | Junmin Wang | Fuel property-adaptive engine control system with on-board fuel classifier |
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US4963745A (en) * | 1989-09-01 | 1990-10-16 | Ashland Oil, Inc. | Octane measuring process and device |
US5349188A (en) * | 1990-04-09 | 1994-09-20 | Ashland Oil, Inc. | Near infrared analysis of piano constituents and octane number of hydrocarbons |
US5150683A (en) * | 1991-03-12 | 1992-09-29 | Chrysler Corporation | Flexible fuel sensor system |
DE4109432A1 (de) * | 1991-03-22 | 1992-09-24 | Audi Ag | Klopfregelung einer fremdgezuendeten brennkraftmaschine |
US5229946A (en) * | 1991-08-19 | 1993-07-20 | Motorola, Inc. | Method for optimizing engine performance for different blends of fuel |
JPH05195839A (ja) * | 1992-01-22 | 1993-08-03 | Mitsubishi Electric Corp | 内燃機関の電子制御装置 |
JP3694940B2 (ja) * | 1995-12-06 | 2005-09-14 | 株式会社デンソー | 内燃機関の燃料性状検出装置 |
US6061637A (en) * | 1997-09-17 | 2000-05-09 | Dresser Industries, Inc. | Method of determining knock resistance rating for non-commercial grade natural gas |
JPH11117787A (ja) * | 1997-10-14 | 1999-04-27 | Mitsubishi Electric Corp | 内燃機関制御装置 |
JP4042270B2 (ja) * | 1999-05-24 | 2008-02-06 | トヨタ自動車株式会社 | 内燃機関の始動制御装置 |
JP4076421B2 (ja) * | 2002-09-30 | 2008-04-16 | 三井金属鉱業株式会社 | ガソリンの液種識別装置およびガソリンの液種識別方法 |
JP2004204772A (ja) * | 2002-12-25 | 2004-07-22 | Hitachi Unisia Automotive Ltd | 空燃比センサの診断装置 |
GB2424225B (en) * | 2004-05-14 | 2008-10-29 | Exxonmobil Res & Eng Co | Method for controlling exhaust emissions from direct injection homogeneous charge compression ignition engines |
FR2883602B1 (fr) * | 2005-03-22 | 2010-04-16 | Alain Lunati | Procede d'optimisation des parametres de fonctionnement d'un moteur a combustion |
JP4414377B2 (ja) * | 2005-07-15 | 2010-02-10 | 本田技研工業株式会社 | 内燃機関の制御装置 |
-
2006
- 2006-12-14 FR FR0655506A patent/FR2910075B1/fr active Active
-
2007
- 2007-12-12 EP EP07871848A patent/EP2100030A2/fr not_active Withdrawn
- 2007-12-12 JP JP2009540815A patent/JP2010513770A/ja active Pending
- 2007-12-12 WO PCT/FR2007/002055 patent/WO2008090280A2/fr active Application Filing
- 2007-12-12 US US12/518,759 patent/US20120017873A1/en not_active Abandoned
-
2014
- 2014-04-21 JP JP2014087423A patent/JP2014156864A/ja active Pending
Patent Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
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FR2212494A1 (fr) * | 1972-12-29 | 1974-07-26 | Essex International Inc | |
US4424568A (en) * | 1980-01-31 | 1984-01-03 | Hitachi, Ltd. | Method of controlling internal combustion engine |
US4442813A (en) * | 1980-09-25 | 1984-04-17 | Toyota Jidosha Kogyo Kabushiki Kaisha | Method of and apparatus for controlling the ignition timing of an internal combustion engine |
US4448171A (en) * | 1981-06-08 | 1984-05-15 | Nippondenso Co., Ltd. | Method and apparatus for optimum control of internal combustion engines |
US20060080025A1 (en) * | 2004-10-05 | 2006-04-13 | Junmin Wang | Fuel property-adaptive engine control system with on-board fuel classifier |
Also Published As
Publication number | Publication date |
---|---|
JP2014156864A (ja) | 2014-08-28 |
WO2008090280A2 (fr) | 2008-07-31 |
JP2010513770A (ja) | 2010-04-30 |
FR2910075A1 (fr) | 2008-06-20 |
WO2008090280A3 (fr) | 2008-10-09 |
FR2910075B1 (fr) | 2012-03-23 |
US20120017873A1 (en) | 2012-01-26 |
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