EP2381082A1 - Procédé et dispositif pour commander le fonctionnement d'un moteur à injection - Google Patents

Procédé et dispositif pour commander le fonctionnement d'un moteur à injection Download PDF

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Publication number
EP2381082A1
EP2381082A1 EP11163013A EP11163013A EP2381082A1 EP 2381082 A1 EP2381082 A1 EP 2381082A1 EP 11163013 A EP11163013 A EP 11163013A EP 11163013 A EP11163013 A EP 11163013A EP 2381082 A1 EP2381082 A1 EP 2381082A1
Authority
EP
European Patent Office
Prior art keywords
negative pressure
crankshaft
sampling
cylinders
switch
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Withdrawn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
EP11163013A
Other languages
German (de)
English (en)
Inventor
Chun-Hsiung Chen
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.)
Kwang Yang Motor Co Ltd
Original Assignee
Kwang Yang Motor Co Ltd
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
Priority claimed from TW99112359A external-priority patent/TW201137224A/zh
Priority claimed from TW99112360A external-priority patent/TW201137230A/zh
Application filed by Kwang Yang Motor Co Ltd filed Critical Kwang Yang Motor Co Ltd
Publication of EP2381082A1 publication Critical patent/EP2381082A1/fr
Withdrawn legal-status Critical Current

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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
    • F02D41/30—Controlling fuel injection
    • F02D41/32—Controlling fuel injection of the low pressure type
    • 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
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B75/22—Multi-cylinder engines with cylinders in V, fan, or star arrangement
    • 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
    • F02B77/00—Component parts, details or accessories, not otherwise provided for
    • F02B77/08—Safety, indicating, or supervising devices
    • F02B77/085—Safety, indicating, or supervising devices with sensors measuring combustion processes, e.g. knocking, pressure, ionization, combustion flame
    • 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
    • F02D35/023—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the cylinder pressure
    • 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
    • F02D41/008—Controlling each cylinder individually
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/08—Throttle valves specially adapted therefor; Arrangements of such valves in conduits
    • F02D9/10—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having pivotally-mounted flaps
    • F02D9/109—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having pivotally-mounted flaps having two or more flaps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10373—Sensors for intake systems
    • F02M35/1038—Sensors for intake systems for temperature or pressure
    • 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
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0406—Intake manifold pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/14—Timing of measurement, e.g. synchronisation of measurements to the engine cycle
    • 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 present invention relates to a method and a device for controlling operation of an internal combustion engine, more particularly to a method and a device for controlling operation of a two-cylinder injection engine.
  • a conventional two-cylinder injection engine 1 includes an air filter 11, a first throttle body 12 coupled to the air filter 11, a second throttle body 13 that is spaced apart from the first throttle body 12 and that is coupled to the air filter 11, a first cylinder 14 coupled to the first throttle body 12, a second cylinder 15 coupled to the second throttle body 13, and a pressure sensor unit 16 for acquiring a negative pressure value of the first and second cylinders 14, 15.
  • the pressure sensor unit 16 includes a first sampling conduit 161 through which a negative pressure in the first cylinder 14 is acquired, a second sampling conduit 162 through which a negative pressure in the second cylinder 15 is acquired, a pressure sensor 163 operable to sense pressure in the first and second sampling conduits 161, 162, a three-way conduit 164 coupled among the first and second sampling conduits 161, 162 and the pressure sensor 163, and an electronic control unit 165 electrically coupled to the pressure sensor 163.
  • the pressure sensor 163 uses the three-way conduit 164 to acquire a negative pressure value representing pressure in the first and second sampling conduits 161, 162.
  • the electronic control unit 165 then controls ignition and fuel injection in each of the first and second cylinders 14, 15 with reference to the negative pressure value acquired by the pressure sensor 163.
  • the pressure sensor 163 may only acquire a combined negative pressure value of the first and second cylinders 14, 15, i.e., a respective negative pressure value of each of the first and second cylinders 14, 15 is not acquired. Therefore, if the electronic control unit 165 controls ignition and fuel injection in each of the first and second cylinders 14, 15 with reference to the combined negative pressure value acquired by the pressure sensor 163 when the first and second cylinders 14, 15 have substantially different characteristics resulting from an abnormal situation or carbon deposit in one of the first and second cylinders 14, 15, an excessive difference in power outputs of the first and second cylinders 14, 15 is likely to occur. Stability and durability of the first and second cylinders 14, 15 are influenced accordingly.
  • an object of the present invention is to provide a method for controlling operation of individual cylinders of a two-cylinder injection engine with relative precision.
  • an injection engine includes first and second cylinders, a first sampling conduit through which a negative pressure in the first cylinder is acquired, a second sampling conduit through which a negative pressure in the second cylinder is acquired, a pressure sensor coupled to the first and second sampling conduits and operable to sense pressure in the first and second sampling conduits, a crankshaft position sensor for detecting crankshaft rotation of the injection engine and generating a crankshaft rotation signal corresponding to the crankshaft rotation detected thereby, and an electronic control unit electrically coupled to the pressure sensor and the crankshaft position sensor.
  • the method of the present invention comprises:
  • Another object of the present invention is to provide a device for controlling operation of individual cylinders of a two-cylinder injection engine with relative precision.
  • an injection engine includes first and second cylinders, and a crankshaft position sensor for detecting crankshaft rotation of the injection engine and generating a crankshaft rotation signal corresponding to the crankshaft rotation detected thereby.
  • the device of the present invention comprises a first sampling conduit through which a negative pressure in the first cylinder is acquired, a second sampling conduit through which a negative pressure in the second cylinder is acquired, a pressure sensor coupled to the first and second sampling conduits and operable to sense pressure in the first and second sampling conduits, an electromagnetic switch disposed to block and unblock fluid communication between the pressure sensor and each of the first and second sampling conduits, and an electronic control unit electrically coupled to the pressure sensor and the electromagnetic switch and disposed to receive the crankshaft rotation signal.
  • the electronic control unit is configured to control the electromagnetic switch so that the pressure sensor may determine a negative pressure value of a selected one of the first and second cylinders through a respective one of the first and second sampling conduits, and is configured to perform control for ignition and fuel injection in the selected one of the first and second cylinders with reference to the crankshaft rotation signal and the negative pressure value of the selected one of the first and second cylinders.
  • the injection engine 3 is a two-cylinder injection engine.
  • the injection engine 3 includes first and second cylinders 31, 32, a first throttle body 33 coupled to the first cylinder 31, a second throttle body 34 coupled to the second cylinder 32, a crankshaft 35, a flywheel 36 connected to the crankshaft 35, a plurality of teeth 37 disposed on the flywheel 36, and a crankshaft position sensor 38 for detecting the teeth 37 in association with crankshaft rotation of the injection engine 3 and generating a crankshaft rotation signal corresponding to the crankshaft rotation detected thereby.
  • the first cylinder 31 includes a first intake valve 311.
  • the second cylinder 32 includes a second intake valve 321.
  • the device 2 includes a first sampling conduit 211 through which a negative pressure in the first cylinder 31 is acquired, a second sampling conduit 212 through which a negative pressure in the second cylinder 32 is acquired, a pressure sensor 221 coupled to the first and second sampling conduits 211, 212 and operable to sense pressure in the first and second sampling conduits 211, 212, an electromagnetic switch 231 disposed to block and unblock fluid communication between the pressure sensor 221 and each of the first and second sampling conduits 211, 212, a transmission conduit 222 coupled between the electromagnetic switch 231 and the pressure sensor 221, and an electronic control unit 241 electrically coupled to the pressure sensor 221 and the electromagnetic switch 231 and disposed to receive the crankshaft rotation signal.
  • the transmission conduit 222 is coupled between the electromagnetic switch 231 and the pressure sensor 221.
  • the electromagnetic switch 231 may be coupled to the pressure sensor 221 directly.
  • the first sampling conduit 211 has one end coupled to the electromagnetic switch 231, and another end coupled between the first throttle body 33 and the first intake valve 311 of the first cylinder 31.
  • the negative pressure in the first cylinder 31 is acquired through the first sampling conduit 211.
  • the second sampling conduit 212 has one end coupled to the electromagnetic switch 231, and another end coupled between the second throttle body 34 and the second intake valve 321 of the second cylinder 32.
  • the negative pressure in the second cylinder 32 is acquired through the second sampling conduit 212.
  • connections of the first and second sampling conduits 211, 212 to the first and second cylinders 31, 32 and the electromagnetic switch 231 should not be limited to the disclosure in this embodiment.
  • the electronic control unit 241 is configured to control the electromagnetic switch 231 to switch periodically between a first switch state, in which the second sampling conduit 212 is blocked and the first sampling conduit 211 is unblocked as illustrated in Figure 4 , and a second switch state, in which the first sampling conduit 211 is blocked and the second sampling conduit 212 is unblocked as illustrated in Figure 5 .
  • the electromagnetic switch 231 is a two-way electromagnetic valve, and the electromagnetic switch 231 is controlled to switch once every cycle of the crankshaft rotation.
  • the electronic control unit 241 is configured to control the electromagnetic switch 231 to switch to the first switch state as illustrated in Figure 4 .
  • the second sampling conduit 212 is blocked and the first sampling conduit 211 is unblocked so that the pressure sensor 221 may determine a negative pressure value of the first cylinder 31 through the first sampling conduit 211, as illustrated by arrows 41 in Figure 4 , so as to generate a negative pressure signal (as illustrated in Figure 6 ) corresponding to the negative pressure value of the first cylinder 31. Therefore, the first cylinder 31 is selected when the electromagnetic switch 231 is in the first switch state.
  • the electronic control unit 241 is configured to control the electromagnetic switch 231 to switch to the second switch state as illustrated in Figure 5 .
  • the first sampling conduit 211 is blocked and the second sampling conduit 212 is unblocked so that the pressure sensor 221 may determine a negative pressure value of the second cylinder 32 through the second sampling conduit 212, as illustrated by arrows 42 in Figure 5 , so as to generate a negative pressure signal corresponding to the negative pressure value of the second cylinder 32. Therefore, the second cylinder 32 is selected when the electromagnetic switch 231 is in the second switch state.
  • a first preferred embodiment of a method for controlling operation of the injection engine 3 is performed using the first preferred embodiment of the device 2 mentioned above.
  • the first preferred embodiment of the method comprises:
  • the second amount of fuel is one-half of the first amount of fuel.
  • a timing of ignition occurs a predetermined time period after one cycle of crankshaft rotation during which the negative pressure signal has reached the predetermined maximum value L, and a timing of fuel injection occurs after one cycle of crankshaft rotation during which the negative pressure signal does not reach the predetermined maximum value L.
  • the first preferred embodiment of the method is illustrated by taking operation of the first cylinder 31 as an example.
  • the pressure sensor 221 may determine the respective negative pressure value of a selected one of the first and second cylinders 31, 32, and may generate the negative pressure signal corresponding to the negative pressure value of the selected one of the first and second cylinders 31, 32 for ignition and fuel injection control of the selected one of the first and second cylinders 31, 32. Since operation for detecting the second cylinder 32 is similar to that for detecting the first cylinder 31, further details are omitted herein for the sake of brevity.
  • the electronic control unit 241 is configured to control the electromagnetic switch 231 to switch between the first and second switch states such that the pressure sensor 221 may generate the negative pressure signal corresponding to the negative pressure value of the selected one of the first and second cylinders 31, 32
  • the electronic control unit 241 is configured to perform control for ignition, which has the timing of ignition that occurs the predetermined time period after one cycle of crankshaft rotation during which the negative pressure signal has reached the predetermined maximum value L, with reference to the crankshaft rotation signal and the negative pressure value of the selected one of the first and second cylinders 31, 32 so as to raise precision of injection timing and durability of cylinders, and so as to reduce pollution resulting from incomplete combustion.
  • the electronic control device 241 may be configured to control the electromagnetic switch 231 to switch to one of the first and second switch states so as to determine the negative pressure value of the selected one of the first and second cylinders 31, 32 such that determination as to which one of the first and second cylinders 31, 32 has the abnormal situation or carbon deposit may be made quickly. In this way, maintenance speed and accuracy are improved.
  • FIG. 7 a second preferred embodiment of the device 2 for controlling operation of the injection engine 3 according to the present invention is illustrated.
  • the second preferred embodiment of the device 2 is substantially similar to the first preferred embodiment.
  • This embodiment differs from the previous embodiment in the configuration that the electronic control unit 241 is configured to control the electromagnetic switch 231 to further switch to a third switch state, in which the first and second sampling conduits 211, 212 are unblocked as illustrated in Figure 7 .
  • the electromagnetic switch 231 is a continuous electromagnetic valve.
  • a second preferred embodiment of a method for controlling operation of the injection engine 3 is performed using the second preferred embodiment of the device 2 mentioned above.
  • the electronic control unit 241 is further configured to control the electromagnetic switch 231 to switch to the third switch state as illustrated in Figure 7 such that the pressure sensor 221 may determine a combined negative pressure value as illustrated by arrows 41, 42 in Figure 7 . In this way, switching frequency of the electromagnetic switch 231 may be reduced, and durability of the device 2 of the present invention may be improved.
  • the device 2 and method for controlling operation of the injection engine 3 use the electronic control unit 241, which is configured to control the electromagnetic switch 231 such that the pressure sensor 221 may generate the negative pressure signal corresponding to the negative pressure value of a selected one of the first and second cylinders 31, 32.
  • the electronic control unit 241 is configured to perform control for ignition, which has the timing of ignition that occurs the predetermined time period after one cycle of crankshaft rotation during which the negative pressure signal has reached the predetermined maximum value L, with reference to the crankshaft rotation signal and the negative pressure value of the selected one of the first and second cylinders 31, 32 so as to improve precision of injection timing and durability of cylinders, and so as to reduce pollution resulting from incomplete combustion.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Analytical Chemistry (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
EP11163013A 2010-04-20 2011-04-19 Procédé et dispositif pour commander le fonctionnement d'un moteur à injection Withdrawn EP2381082A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
TW99112359A TW201137224A (en) 2010-04-20 2010-04-20 Stroke determination method for two-cylinder injection engine
TW99112360A TW201137230A (en) 2010-04-20 2010-04-20 Negative pressure detector of two-cylinder injection engine

Publications (1)

Publication Number Publication Date
EP2381082A1 true EP2381082A1 (fr) 2011-10-26

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Application Number Title Priority Date Filing Date
EP11163013A Withdrawn EP2381082A1 (fr) 2010-04-20 2011-04-19 Procédé et dispositif pour commander le fonctionnement d'un moteur à injection

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EP (1) EP2381082A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2014034965A (ja) * 2012-08-10 2014-02-24 Honda Motor Co Ltd 内燃機関の吸気装置

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5229945A (en) * 1989-06-27 1993-07-20 Mitsubishi Denki K.K. Apparatus for detecting and calculating the indicated mean effective pressure for a multi-cylinder engine during real time
EP1857654A1 (fr) * 2005-02-24 2007-11-21 Toyota Jidosha Kabushiki Kaisha Moteur a combustion interne
US7481185B1 (en) * 2007-08-14 2009-01-27 Robert Bosch Gmbh Multi-mode 2-stroke/4-stroke internal combustion engine
EP2022966A2 (fr) * 2007-08-06 2009-02-11 GM Global Technology Operations, Inc. Système de surveillance de la pression
US20090325761A1 (en) * 2008-06-25 2009-12-31 Ford Global Technologies, Llc Transmission scheduling for multi-stroke engine
US20100063706A1 (en) * 2008-09-10 2010-03-11 Ford Global Technologies, Llc Multi-Stroke Internal Combustion Engine

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5229945A (en) * 1989-06-27 1993-07-20 Mitsubishi Denki K.K. Apparatus for detecting and calculating the indicated mean effective pressure for a multi-cylinder engine during real time
EP1857654A1 (fr) * 2005-02-24 2007-11-21 Toyota Jidosha Kabushiki Kaisha Moteur a combustion interne
EP2022966A2 (fr) * 2007-08-06 2009-02-11 GM Global Technology Operations, Inc. Système de surveillance de la pression
US7481185B1 (en) * 2007-08-14 2009-01-27 Robert Bosch Gmbh Multi-mode 2-stroke/4-stroke internal combustion engine
US20090325761A1 (en) * 2008-06-25 2009-12-31 Ford Global Technologies, Llc Transmission scheduling for multi-stroke engine
US20100063706A1 (en) * 2008-09-10 2010-03-11 Ford Global Technologies, Llc Multi-Stroke Internal Combustion Engine

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2014034965A (ja) * 2012-08-10 2014-02-24 Honda Motor Co Ltd 内燃機関の吸気装置

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