EP2607673A1 - Procédé destiné au fonctionnement dýun moteur à combustion interne - Google Patents

Procédé destiné au fonctionnement dýun moteur à combustion interne Download PDF

Info

Publication number
EP2607673A1
EP2607673A1 EP12008365.4A EP12008365A EP2607673A1 EP 2607673 A1 EP2607673 A1 EP 2607673A1 EP 12008365 A EP12008365 A EP 12008365A EP 2607673 A1 EP2607673 A1 EP 2607673A1
Authority
EP
European Patent Office
Prior art keywords
crankcase
pressure
crankshaft
kgh
combustion engine
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
Application number
EP12008365.4A
Other languages
German (de)
English (en)
Other versions
EP2607673B1 (fr
Inventor
Claus Naegele
Andreas Paa
Clemens Klatt
Christoph Widmann
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.)
Andreas Stihl AG and Co KG
Original Assignee
Andreas Stihl AG and Co KG
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 Andreas Stihl AG and Co KG filed Critical Andreas Stihl AG and Co KG
Publication of EP2607673A1 publication Critical patent/EP2607673A1/fr
Application granted granted Critical
Publication of EP2607673B1 publication Critical patent/EP2607673B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

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
    • 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
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/18—Circuit arrangements for generating control signals by measuring intake air flow
    • 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
    • F02D2200/70—Input parameters for engine control said parameters being related to the vehicle exterior
    • F02D2200/703—Atmospheric pressure
    • F02D2200/704—Estimation of atmospheric pressure

Definitions

  • the invention relates to a method for operating an internal combustion engine in a hand-held implement of the type specified in the preamble of claim 1.
  • a pressure sensor in the crankcase which provides data in operation, which are used to control the internal combustion engine, for example, to control the amount of fuel supplied, for controlling the injection timing and for controlling the ignition timing.
  • the DE 10 2008 019 088 A1 shows such an internal combustion engine.
  • the pressure sensor in the crankcase is used to determine at what times the metering valve, which feeds the fuel into the crankcase, is opened and closed.
  • crankcase pressure is used in operation to determine the air mass flow through the combustion chamber and therefrom the amount of fuel to be supplied.
  • Internal combustion engines such as internal combustion engines in hand-held implements can be used at different altitudes. Due to the differences in altitude, the ambient pressure changes. The different pressure level of the ambient pressure must be taken into account when controlling the internal combustion engine, in particular when determining the quantity of fuel to be supplied. In known devices, this is done by appropriate screws on a carburetor of the engine, which are set by the user.
  • the invention has for its object to provide a method for operating an internal combustion engine in a hand-held implement, which allows determination of the ambient pressure without additional sensors.
  • crankcase pressure sensor it is intended to use the already existing crankcase pressure sensor to determine the ambient pressure. As a result, an additional sensor for determining the ambient pressure can be omitted. From at least one pressure value measured via the crankcase pressure sensor, the ambient pressure can be determined.
  • crankcase pressure is measured at a time when there is approximately ambient pressure in the crankcase.
  • the ambient pressure is measured directly as the pressure value. Additional steps for determining the ambient pressure from the measured pressure value can be omitted thereby.
  • the crankcase pressure during the starting process of the internal combustion engine is measured with the crankshaft rotating before the first combustion. It is provided in particular that the crankcase pressure sensor is supplied with energy only during the measurement via the crankshaft. As a result, no separate energy storage, which provides energy for the crankcase pressure sensor before starting the internal combustion engine, such as a battery or a rechargeable battery, is necessary. In particular, the crankcase pressure sensor and the evaluation device are powered exclusively by the movement of the crankshaft. As a result, a pressure measurement before starting the starting process, so before the crankshaft starts to rotate, not possible because then no energy for the pressure measurement is available. As soon as combustion has taken place in the combustion chamber, the pressure level in the combustion chamber and via the overflow channels also changes the pressure level in the crankcase.
  • the pressure measurement is advantageously carried out as soon as the crankcase pressure sensor is supplied with sufficient energy for the measurement.
  • the crankcase is connected to the environment in a first crankshaft angle range when the intake port is closed and the crankcase is connected to the combustion chamber via at least one transfer port and when the exhaust port is open. About the overflow, the combustion chamber and the outlet opening is a connection of the crankcase to the environment.
  • a pressure from which the ambient pressure can be determined.
  • the crankcase pressure, from which the ambient pressure is determined is measured in particular in the first crankshaft angle range.
  • the ambient pressure is established in the crankcase at least in a part of the first crankshaft angle range. Due to throttling points in the flow path, however, a pressure value can also result in the crankcase which deviates from the ambient pressure. From the measured pressure value, the ambient pressure can be determined, for example by calculation.
  • crankcase In a second crankshaft angle range, the crankcase is open to the environment via the inlet opening into the crankcase. It can also be provided that the measurement of the crankcase pressure, from which the ambient pressure is determined, takes place in the second crankshaft angle range. Also in this crankshaft angle range, a pressure arises in the crankcase, from which the ambient pressure can be determined.
  • the internal combustion engine has an air filter, via which the combustion air is sucked.
  • the degree of contamination of the air filter is determined from at least one determined value for the ambient pressure. It can also be determined whether an air filter is present or has been forgotten by the operator, for example.
  • the crankcase pressure is determined even at full load of the engine.
  • the degree of contamination of the air filter is advantageously determined from the determined in particular during the starting process ambient pressure and the crankcase pressure at full load.
  • the degree of contamination of the air filter can be determined, for example, from the ratio of the ambient pressure to the crankcase pressure at full load or from the difference between ambient pressure and crankcase pressure at full load.
  • Another type of determination of the degree of contamination of the air filter from the two mentioned pressure values may be advantageous. It can also be provided to determine the degree of contamination of the air filter via a single pressure measurement. During startup and idling, the flow rates in the intake system are still comparatively small. The degree of soiling of the air filter does not significantly affect the crankcase pressure under these operating conditions. At full load, the contamination of the air filter is an additional throttling of the air path, which has a significant effect on the resulting crankcase pressure. The ratio of the ambient pressure to the crankcase pressure at full load therefore allows conclusions about the degree of soiling of the air filter. It may also be provided to use another pressure value measured during cranking or idling in the crankcase pressure for determining the degree of soiling of the air filter.
  • the pressure measurements in the crankcase take place at certain crankshaft angles.
  • the crankshaft angle at which the pressure measurement takes place in the crankcase is taken into account.
  • the pressure measurement at startup or at idle and the pressure measurement at full load are advantageously carried out at the same crankshaft angle. However, it may also be advantageous for the pressure measurements to take place at different crankshaft angles.
  • the determination of the degree of contamination of the air filter is based on a comparison of a desired air consumption with an actual air consumption of the internal combustion engine at full load.
  • the air consumption of the internal combustion engine is the internal combustion engine supplied combustion air mass per time.
  • the actual air consumption for example, as in the US 7,536,983 B2 be determined from the pressure in the crankcase of the internal combustion engine.
  • the desired air consumption can be determined for example via a stored characteristic. If the air filter is heavily contaminated, the actual air consumption of the internal combustion engine is significantly smaller than the desired air consumption.
  • the target air expenditure depends on the altitude in which the internal combustion engine is operated becomes.
  • the target air consumption is also dependent on the ambient temperature.
  • the altitude and / or the ambient temperature are taken into account in the determination of the desired air consumption. The influence of altitude and ambient temperature is thereby advantageously at least partially, in particular completely compensated.
  • the degree of contamination can be displayed to the operator, for example via a visual display.
  • the operator or service employee can also be informed about the degree of contamination by a corresponding entry in a diagnostic memory or when reading out the diagnostic memory of the working device. It can also be provided to give the operator via the behavior of the internal combustion engine feedback on the degree of contamination of the air filter, for example via a reduction in power of the internal combustion engine or by switching off the internal combustion engine. It can also be provided to output the determined state of the air filter in a diagnostic device during maintenance of the working device and to ask the service employee to check the air filter.
  • the internal combustion engine has a generator for generating energy.
  • the crankcase pressure sensor advantageously measures the crankcase pressure at each zero crossing of the generator signal.
  • the measured pressure values are advantageously temporarily stored, in particular in the evaluation device of the internal combustion engine.
  • the approximate rotational position of the crankshaft is determined and selected on the basis of the determined rotational position of the crankshaft from the buffered pressure values, a measured value which was measured in the desired crankshaft angle range. As a result, the first measurement can take place immediately if sufficient energy is available for pressure measurement.
  • the pressure measurement it is not necessary to wait until the rotational position of the crankshaft has been determined, but based on the determined rotational position of the crankshaft, it is retrospectively determined which of the pressure values lies in the desired crankshaft angle range. Since usually only one or a few revolutions of the crankshaft are available for the pressure measurement until the first combustion takes place, the pressure measurement must be started as early as possible.
  • the approximate position of the crankshaft is determined via a crankshaft sensor or from the signal of the generator. The determination of an approximate rotational position of the crankshaft is sufficient for determining the ambient pressure from the crankcase pressure. However, it may also be provided to determine the rotational position of the crankshaft as accurately as possible. This is particularly advantageous if a knowledge of the exact rotational position of the crankshaft for the control of the internal combustion engine is needed.
  • Fig. 1 is shown as an exemplary embodiment of a hand-held implement a cut-off grinder 30.
  • a power grinder 30 of the engine 1 described in more detail below can be used in other hand-held implements such as chainsaws, brushcutters or the like.
  • the cut-off machine 30 has a housing 31, on which a rear handle 32 and a handle tube 33 are fixed for guiding the cutting grinder 30 in operation.
  • a boom 35 is fixed, which projects forward and at the free end of a cutting disc 34 is rotatably mounted.
  • the cutting disk 34 is driven in rotation by the combustion engine 1 arranged in the housing 31.
  • the internal combustion engine 1 is designed as a two-stroke engine. However, the engine 1 may also be a compound-lubricated four-stroke engine.
  • To start the internal combustion engine 1 is a hand-operated in the embodiment of a starter device, which is about a Anwerfgriff 36 to use.
  • the starting device is designed as a rope starting device.
  • a display 40 which serves to indicate the degree of contamination of an air filter of the internal combustion engine 1.
  • the display 40 may be, for example, a display or a light source, in particular an LED.
  • the display 40 may also indicate the filter condition acoustically in addition to or alternatively to the visual display.
  • the power cutter 30 has a diagnostic memory, for example, in a control device of the cutting machine 30.
  • the diagnostic memory the degree of contamination of the air filter can be stored and read out at later maintenance of a service employee. It can also be provided to inform the operator about the entry in the diagnostic memory on the degree of contamination of the air filter.
  • the internal combustion engine 1 is shown in detail.
  • the internal combustion engine 1 has a cylinder 2, in which a combustion chamber 3 is formed.
  • the combustion chamber 3 is bounded by a reciprocating piston 5 in the cylinder 2, which in Fig. 2 shown in its bottom dead center.
  • the piston 5 drives via a connecting rod 6 a rotatably mounted in a crankcase 8 crankshaft 7.
  • a generator 24 is fixed, which generates energy in dependence on the rotational movement of the crankshaft 7.
  • a fan 25 is set, which serves to promote cooling air.
  • the fan 25 has on its outer circumference magnets 27 which generate in a arranged on the outer circumference of the fan 25 ignition module 26, the ignition voltage for a protruding into the combustion chamber 3 spark plug 48.
  • a crankcase pressure sensor 21 and a temperature sensor 22 are arranged, the pressure and temperature in the crankcase 8 measure.
  • the crankcase pressure sensor 21 and the temperature sensor 22 are advantageously arranged in a common housing.
  • the crankcase pressure sensor 21 and the temperature sensor 22 may also be integrated in a single sensor.
  • a fuel valve 20 is also arranged, the fuel in the crankcase interior 4 ( Fig. 3 ) feeds.
  • the ignition module 26, the generator 24, the crankcase pressure sensor 21, the temperature sensor 22 and the fuel valve 20 are connected to an evaluation device 23.
  • the evaluation device 23 is at the same time the control device of the internal combustion engine 1.
  • the two-stroke engine 1 For supplying combustion air, the two-stroke engine 1 has an intake passage 19, which opens into the crankcase interior 4 with an intake opening 9.
  • the inlet opening 9 is slit-controlled by the piston 5.
  • a throttle valve 13 In the intake passage 19, a throttle valve 13 is pivotally mounted with a throttle shaft 14.
  • the position of the throttle flap 13 is controlled via a throttle lever 16 by a throttle lever 49 (FIG. Fig. 1 ) of the cutter 30.
  • the position of the throttle shaft 14 is monitored by a throttle sensor 15, which is also connected to the evaluation device 23.
  • the crankcase interior 4 In the bottom dead center of the piston 5, the crankcase interior 4 is connected to the combustion chamber 3 via overflow channels 11.
  • Fig. 3 shows the structure of the internal combustion engine 1 in detail.
  • an overflow channel 11 is present, which is divided into several branches and opens with multiple overflow 12 in the combustion chamber 3.
  • the overflow 11 flows from the crankcase interior 4 pre-compressed fuel / air mixture in the combustion chamber 3 a.
  • the crankshaft 7 is rotatable about a rotation axis 28.
  • the rotational position of the crankshaft 7 about the axis of rotation 28 is measured at a crankshaft angle ⁇ .
  • the crankshaft angle ⁇ corresponds to an angle of 0 °.
  • the crankcase interior 4 is connected via the overflow channel 11 to the combustion chamber 3.
  • an outlet opening 10 leads, which is slot-controlled by the piston 5.
  • the outlet opening 20 is opened by the piston 5.
  • the crankshaft angle ⁇ is 180 °.
  • the top dead center of the piston is in Fig. 3 indicated by a piston 5 '.
  • the outlet opening 10 is closed, and the overflow windows 12 are also closed by the piston 5 '.
  • the inlet opening 9 in the crankcase interior 4 is opened, so that the crankcase interior 4 is connected to the environment via the inlet opening 9.
  • the combustion air is sucked through an air filter 17 into the intake passage 19.
  • the filter material of the air filter 17 separates the crankcase interior 4 from the environment.
  • the throttle valve 13 may constitute a throttle point.
  • the throttle valve 13 is mounted in a throttle housing 18 which is fixed to the inlet port of the cylinder 2.
  • crankcase 8 has a mounting opening 39, in which the crankcase pressure sensor 21 and the temperature sensor 22 are arranged.
  • a holder 29 is arranged on the crankcase 8, which has a receptacle 37 for the fuel valve 20. Fuel from the fuel valve 37 flows into the crankcase interior 4 via a connecting channel 38 formed in the holder 29.
  • combustion air is sucked into the crankcase interior 4 via the inlet opening 9 in the region of top dead center of the piston 5.
  • fuel valve 20 Fig. 2
  • fuel is metered into the combustion air.
  • the fuel / air mixture in the crankcase interior 4 is compressed.
  • the overflow windows 12 are opened by the piston 5 during the downward stroke of the piston 5
  • the precompressed mixture flows from the crankcase interior 4 via the overflow channel 11 into the combustion chamber 3.
  • the mixture is compressed in the following upward movement of the piston 5 and in the region of top dead center of the piston 5 of the spark plug 48 (FIG. Fig. 2 ) ignited.
  • the piston 5 is accelerated in the direction of its bottom dead center.
  • the exhaust gases escape from the combustion chamber 3, in particular in a arranged at the outlet opening 10 exhaust silencer.
  • Fig. 4 shows the course of the crankcase pressure p KGH during the starting process.
  • the crankcase pressure p KGH is shown from the beginning of the movement of the crankshaft 7 due to the pulling of the operator on the Anwerfgriff 36.
  • the crankcase pressure p KGH is shown relative to the ambient pressure p U.
  • the piston 5 is just before top dead center.
  • the crankcase pressure p KGH increases as the piston moves toward bottom dead center.
  • Before reaching the bottom dead center first opens the outlet opening 10 at the time A ⁇ . As soon as the outlet opening 10 opens, exhaust gas flows out of the combustion chamber 3.
  • the crankcase pressure p KGH drops sharply to about ambient pressure p U in the first revolution U1 of the crankshaft 7, since the combustion air from the crankcase interior 4 in can flow into the combustion chamber 3.
  • the overflow openings 12 are initially closed at the time ÜS during the upward stroke of the piston 5, and shortly thereafter the outlet opening 10 is closed at the time AS.
  • the inlet opening 9 opens at the time E ⁇ . Since the piston 5 moves very slowly, arises during the upward movement of the piston 5 until reaching the top dead center OT only a slight underpressure in the crankcase interior 4.
  • crankcase pressure p KGH drops when the overflow windows are open to approximately ambient pressure p U.
  • crankshaft angle range 41 Between the opening and closing of the overflow window 12 is a crankshaft angle range 41, during which the crankcase interior 4 is connected via the overflow channel 11, the combustion chamber 3 and the outlet opening 10 with the environment. The connection can be made via a arranged at the outlet opening 10 exhaust muffler. Since the outlet opening 12 opens in front of the overflow windows 12 and closes after the overflow windows 12, the outlet opening 10 is always open when the overflow windows 12 are open.
  • crankshaft angle range 41 prevails in the crankcase in the area of the bottom dead center approximately ambient pressure p U. In this crank angle range 41, the ambient pressure p U in the crankcase interior 4 can be measured directly.
  • the piston 5 After reaching the bottom dead center, the piston 5 generates a negative pressure in the crankcase interior 4 as soon as the overflow windows 12 are closed and until the inlet opening 9 opens at the time E ⁇ , since the piston 5 now moves sufficiently fast. Each revolution begins and ends at top dead center OT.
  • crankcase interior 4 via the inlet port 9 and the air filter 17 is connected to the environment.
  • the crankcase pressure p KGH measured via the crankcase pressure sensor 21 approximately corresponds to the ambient pressure p U.
  • a pressure value can be measured, from which the ambient pressure p U is determined.
  • the crankcase pressure p KGH is measured at a point in time at which ambient pressure p U prevails in the crankcase interior 4, so that the ambient pressure p U can be measured directly.
  • a third revolution U3, a fourth revolution U4 and a fifth revolution U5 of the crankshaft 7 are shown.
  • the fourth revolution U4 combustion takes place in the combustion chamber 3 for the first time.
  • the pressure level in the crankcase interior 4 very strong. In the bottom dead center prevails at the following fifth revolution U5 no ambient pressure p U more, but a much higher pressure.
  • the measurement of the ambient pressure P U is expedient in the revolutions of the crankshaft 7, in which no combustion takes place.
  • Fig. 5 shows the course of the generator signal 47 as voltage U over the crankshaft angle ⁇ .
  • the generator 24 has six pole pairs.
  • the generator signal 47 has six sinusoidal waves during one revolution of the crankshaft 7.
  • the generator signal 47 has a total of twelve zero crossings during one revolution of the crankshaft 7.
  • the zero crossings of the generator signal 47 may be rotated relative to the actual position of the crankshaft 7.
  • the generator signal 47 is shifted by a crankshaft angle ⁇ of 15 ° to the rotational position of the crankshaft 7, so that zero crossings do not occur at a crankshaft angle ⁇ of 30 ° and multiples thereof, but each 15 ° crankshaft angle ⁇ later.
  • Fig. 6 shows the pressure curve during the second revolution U2 of the crankshaft 7 after starting.
  • the energy management of the evaluation device 23 begins.
  • the energy is first provided to the evaluation device 23.
  • time t 2 sufficient energy is available in the exemplary embodiment to put a microprocessor of the evaluation device 23 into operation.
  • the crankcase pressure p KGH is measured for the first time.
  • the measured pressure value p 1 is stored in the evaluation device 23.
  • the crankcase pressure p KGH is also measured at each subsequent zero crossing of the generator signal 47.
  • the measured pressure values p 2 to p 9 are likewise stored in the evaluation device 23.
  • the measured pressure values p 1 to p 9 are evaluated by the evaluation device.
  • Fig. 8 shows the procedure of the procedure.
  • method step 43 as soon as sufficient energy is available for the pressure measurement, that is, from time t 2 , at each zero crossing of the generator signal 47, a pressure value p 1 to p 9 is measured and buffered in the evaluation device 23.
  • step 44 the approximate Rotary position of the crankshaft 7, for example, with a crankshaft angle sensor or due to the course of the generator signal 47, determined.
  • the determination of the rotational position of the crankshaft 7 is not accurate. An accuracy of, for example, approximately 30 ° crankshaft angle may be sufficient for determining the ambient pressure p u.
  • a pressure value in the first crankshaft angle range 41 or in the second crankshaft angle range 42, which corresponds to the ambient pressure p U is selected from the temporarily stored pressure values p 1 to p 9 .
  • the pressure values p 3 , p 4 and p 5 lie in the first crankshaft angle range 41.
  • the pressure value p 3 that is to say the pressure value measured approximately when the bottom dead center UT is reached, is selected.
  • a pressure value in the second crankshaft angle range 42 can be selected in order to determine the ambient pressure p U.
  • the intake port 9 is opened, and the transfer ports 12 are closed so that the crankcase interior 4 communicates with the surroundings only via the intake port 9 and the air cleaner 17.
  • the pressure values measured towards the end of the second crankshaft angle range 42 correspond approximately to the ambient pressure p U.
  • a setpoint air expenditure of the internal combustion engine 1 at full load is determined.
  • the determined ambient pressure p U is advantageously used in the selection of a characteristic curve for the desired air consumption.
  • the ambient pressure p U By taking into account the ambient pressure p U , the influence of the altitude at which the internal combustion engine 10 is operated can be partially or completely compensated.
  • the air consumption is the combustion air mass, which requires the internal combustion engine 1 per unit time, ie the combustion air mass flowing through the combustion chamber 3 based on time.
  • the ambient temperature is advantageously taken into account, additionally or alternatively to the consideration of the altitude, and at least partially, in particular largely compensated.
  • step 46 the internal combustion engine 1 is controlled in accordance with the determined ambient pressure p U.
  • step 51 it is determined whether a full load condition exists, for example, based on the signal of the throttle sensor 15.
  • the crankcase pressure p KGH is measured, and the crankcase pressure p KGH is the actual air consumption, ie the actual air consumption of the internal combustion engine. 1 determined, for example via a map or a calculation.
  • target air expenditure and actual air expenditure are compared, and from the difference, the degree of soiling of the air filter 17 is deduced. If the actual air outlay is greater than the desired air outlay, then no air filter is present.
  • the degree of soiling of the air filter 17 may be displayed to the operator or stored for output during later maintenance of the abrasive cutter 30. Even a missing air filter 17 can be displayed to the operator. It can also be provided to give the operator feedback about the condition of the air filter 17 about the behavior of the internal combustion engine 1, for example by reducing the power of the internal combustion engine 1 or by switching off the internal combustion engine 1.
  • Fig. 7 shows the course of the crankcase pressure p KGH at idle. At idle prevails in the region of the bottom dead center UT in the crankcase interior 4 ambient pressure p U.
  • the ambient pressure p U prevails in the first crankshaft angle range 41 in a range of approximately 150 ° crankshaft angle ⁇ until the overflow windows 12 are closed at the time ÜS.
  • the ambient pressure p U can be determined even when idling via the crankcase pressure sensor 21.
  • the ambient pressure p U can be determined more accurately, the more revolutions of the crankshaft 7 have passed in the measurement of the crankcase pressure p KGH since the last combustion in the combustion chamber 3.
  • the pressure level in the crankcase interior 4 is greatly affected by the combustion.
  • the crankcase pressure p KGH is measured at full load in method step 51.
  • the pressure measurement always takes place at the same crankshaft angle ⁇ , for example approximately at bottom dead center UT, that is to say at a crankshaft angle ⁇ of approximately 180 °.
  • the degree of contamination of the air filter 17 can be determined.
  • the determined pressure ratio is advantageously compared with a permissible value.
  • the pressure difference between the ambient pressure p U and the crankcase pressure p KGH at full load can be determined.
  • another evaluation of the pressure values, in particular a calculation or the Fig. 8 described evaluation of actual air costs and target air costs, 17 may be advantageous for determining the degree of contamination of the air filter. If excessive contamination of the air filter 17 is detected, the operator is advantageously informed via the display 40 that the air filter 17 is to be cleaned.
  • the internal combustion engine 1 may have an energy source, such as a battery, a rechargeable battery or the like, for example, which provides energy even before starting the internal combustion engine 1.
  • an energy source such as a battery, a rechargeable battery or the like, for example, which provides energy even before starting the internal combustion engine 1.
  • the measurement of a pressure value in the crankcase before the internal combustion engine 1, so before the crankshaft 7 rotates, take place.
  • Prior to starting prevails in the crankcase interior 4 advantageously ambient pressure, so that the ambient pressure p U can be measured directly before starting the engine 1 in the crankcase interior 4.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
EP12008365.4A 2011-12-22 2012-12-15 Procédé destiné au fonctionnement d'un moteur à combustion interne Active EP2607673B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102011122125A DE102011122125A1 (de) 2011-12-22 2011-12-22 Verfahren zum Betrieb eines Verbrennungsmotors

Publications (2)

Publication Number Publication Date
EP2607673A1 true EP2607673A1 (fr) 2013-06-26
EP2607673B1 EP2607673B1 (fr) 2018-10-24

Family

ID=47594202

Family Applications (1)

Application Number Title Priority Date Filing Date
EP12008365.4A Active EP2607673B1 (fr) 2011-12-22 2012-12-15 Procédé destiné au fonctionnement d'un moteur à combustion interne

Country Status (5)

Country Link
US (1) US9068521B2 (fr)
EP (1) EP2607673B1 (fr)
JP (1) JP2013133826A (fr)
CN (1) CN103184933B (fr)
DE (1) DE102011122125A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3456949A1 (fr) * 2017-09-15 2019-03-20 Andreas Stihl AG & Co. KG Appareil de travail portatif
US10570842B2 (en) 2017-09-15 2020-02-25 Andreas Stihl Ag & Co. Kg Handheld work apparatus

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP7409914B2 (ja) * 2020-03-11 2024-01-09 株式会社やまびこ エンジンを備えた携帯作業機

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5404843A (en) * 1992-10-21 1995-04-11 Sanshin Kogyo Kabushiki Kaisha Fuel injection device for multi cylinder two stroke engine
US5586524A (en) * 1993-09-01 1996-12-24 Sanshin Kogyo Kabushiki Kaisha Fuel injection control system for internal combustion engine
US20070163557A1 (en) * 2006-01-19 2007-07-19 Andreas Stihl Ag & Co. Kg Internal Combustion Engine and Method for Operating an Internal Combustion Engine
DE102006060617A1 (de) * 2006-01-19 2007-07-26 Andreas Stihl Ag & Co. Kg Verbrenungsmotor und Verfahren zum Betrieb eines Verbrennungsmotors
US20080264388A1 (en) * 2007-04-30 2008-10-30 Andreas Stihl Ag & Co. Kg Method for operating an internal combustion engine

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4920790A (en) * 1989-07-10 1990-05-01 General Motors Corporation Method and means for determining air mass in a crankcase scavenged two-stroke engine
US4958516A (en) * 1989-07-10 1990-09-25 General Motors Corporation Method and means for determining air mass in a crankcase scavenged two-stroke engine
US5257607A (en) * 1992-10-23 1993-11-02 Outboard Marine Corporation Fuel injected, two-stroke internal combustion engine
JPH08261000A (ja) * 1995-03-27 1996-10-08 Sanshin Ind Co Ltd 船外機の燃料供給装置
US5715794A (en) * 1995-05-12 1998-02-10 Yamaha Hatsudoki Kabushiki Kaisha Engine control system and method
DE19730578A1 (de) * 1997-07-17 1999-01-21 Bosch Gmbh Robert Verfahren und Vorrichtung zum Schutz eines Turboladers
US6466859B1 (en) * 1998-06-04 2002-10-15 Yamaha Motor Co Ltd Control system
DE102005046782A1 (de) * 2005-09-29 2007-04-12 Siemens Ag Verfahren und Vorrichtung zur Ermittlung des Umgebungsdrucks eines mit einer Brennkraftmaschine angetriebenen Fahrzeugs

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5404843A (en) * 1992-10-21 1995-04-11 Sanshin Kogyo Kabushiki Kaisha Fuel injection device for multi cylinder two stroke engine
US5586524A (en) * 1993-09-01 1996-12-24 Sanshin Kogyo Kabushiki Kaisha Fuel injection control system for internal combustion engine
US20070163557A1 (en) * 2006-01-19 2007-07-19 Andreas Stihl Ag & Co. Kg Internal Combustion Engine and Method for Operating an Internal Combustion Engine
DE102006060617A1 (de) * 2006-01-19 2007-07-26 Andreas Stihl Ag & Co. Kg Verbrenungsmotor und Verfahren zum Betrieb eines Verbrennungsmotors
US7536983B2 (en) 2006-01-19 2009-05-26 Andreas Stihl Ag & Co. Kg Internal combustion engine and method for operating an internal combustion engine
US20080264388A1 (en) * 2007-04-30 2008-10-30 Andreas Stihl Ag & Co. Kg Method for operating an internal combustion engine
DE102008019088A1 (de) 2007-04-30 2008-11-06 Andreas Stihl Ag & Co. Kg Verfahren zum Betrieb eines Verbrennungsmotors

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3456949A1 (fr) * 2017-09-15 2019-03-20 Andreas Stihl AG & Co. KG Appareil de travail portatif
CN109505697A (zh) * 2017-09-15 2019-03-22 安德烈·斯蒂尔股份两合公司 手引导式工作器械
US10570842B2 (en) 2017-09-15 2020-02-25 Andreas Stihl Ag & Co. Kg Handheld work apparatus

Also Published As

Publication number Publication date
CN103184933B (zh) 2016-12-28
US20130160751A1 (en) 2013-06-27
CN103184933A (zh) 2013-07-03
DE102011122125A1 (de) 2013-06-27
JP2013133826A (ja) 2013-07-08
EP2607673B1 (fr) 2018-10-24
US9068521B2 (en) 2015-06-30

Similar Documents

Publication Publication Date Title
DE102010001725A1 (de) Maschinenstoppsteuerungssystem für eine Brennkraftmaschine
DE3021333C2 (de) Verfahren zum Betreiben eines Diagnosegerätes für Turbolader von Verbrennungsmotoren sowie Diagnosegerät für Turbolader von Verbrennungsmotoren
DE4434695A1 (de) Verfahren und Vorrichtung zum Testen von Motoren
DE102015226461B4 (de) Verfahren zur Ermittlung des Einspritzbeginn-Zeitpunktes und der Einspritzmenge des Kraftstoffes im Normalbetrieb eines Verbrennungsmotors
DE102009057731B4 (de) Verfahren zum Betrieb eines Arbeitsgeräts mit einer Diagnoseeinrichtung
DE102007031396A1 (de) Verfahren zum Betrieb eines Zweitaktmotors
DE102009053236A1 (de) Handgeführtes Arbeitsgerät mit einem luftgekühlten Verbrennungsmotor
EP3394412B1 (fr) Procédé pour déterminer la composition du carburant utilisé pour faire fonctionner un moteur à combustion interne
DE102017209386B4 (de) Verfahren zur Ermittlung der aktuellen Trimmung des Einlasstraktes eines Verbrennungsmotors im Betrieb
EP2607673B1 (fr) Procédé destiné au fonctionnement d'un moteur à combustion interne
EP3394413B1 (fr) Procédé pour déterminer la composition du carburant utilisé pour faire fonctionner un moteur à combustion interne
DE102019128694A1 (de) Verfahren und system zum anwenden von motorklopffenstern
DE102013021832A1 (de) Verfahren zum Betrieb eines handgeführten Arbeitsgeräts mit einem Verbrennungsmotor
EP2848800B1 (fr) Procédé destiné au démarrage d'un moteur à combustion interne doté d'un dispositif de démarrage
DE102009025195A1 (de) Verfahren zum Betrieb eines Verbrennungsmotors
DE4040648C2 (de) Verfahren zur prüfstandslosen Ermittlung technischer Kennwerte von Verbrennungsmotoren und deren Einzelzylindern
DE102009023964B4 (de) Verfahren zum Betrieb eines Zweitaktmotors
DE2742082C2 (de) Anordnung zum Testen eines Verbrennungsmotors
DE102011008737B4 (de) Verbrennungsmotor, Diagnosegerät für einen Verbrennungsmotor und Verfahren zur Einstellung eines Verbrennungsmotors
EP3660285B1 (fr) À lubrificationmoteur à quatre temps lubrifié par mélange, appareil de travail guidé à la main à l'aide d'un moteur à quatre temps et procédé de fonctionnement d'un moteur à quatre temps lubrifié par mélange
DE102011008736A1 (de) Verfahren zur Schadensdiagnose bei einem handgeführten Arbeitsgerät
DE202013102541U1 (de) Verbrennungsmotor
DE102013210966A1 (de) Verbrennungsmotor, sowie Verfahren zum Steuern des Betriebseines Verbrennungsmotors
CH625623A5 (fr)
EP1173667A1 (fr) Procede de synchronisation d'allumage

Legal Events

Date Code Title Description
AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

AX Request for extension of the european patent

Extension state: BA ME

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

17P Request for examination filed

Effective date: 20131026

RBV Designated contracting states (corrected)

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

17Q First examination report despatched

Effective date: 20140925

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

INTG Intention to grant announced

Effective date: 20180608

RIN1 Information on inventor provided before grant (corrected)

Inventor name: NAEGELE, CLAUS

Inventor name: PAA, ANDREAS

Inventor name: KLATT, CLEMENS

Inventor name: WIDMANN, CHRISTOPH

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

Free format text: NOT ENGLISH

REG Reference to a national code

Ref country code: CH

Ref legal event code: EP

REG Reference to a national code

Ref country code: IE

Ref legal event code: FG4D

Free format text: LANGUAGE OF EP DOCUMENT: GERMAN

REG Reference to a national code

Ref country code: DE

Ref legal event code: R096

Ref document number: 502012013657

Country of ref document: DE

Ref country code: AT

Ref legal event code: REF

Ref document number: 1056931

Country of ref document: AT

Kind code of ref document: T

Effective date: 20181115

REG Reference to a national code

Ref country code: NL

Ref legal event code: MP

Effective date: 20181024

REG Reference to a national code

Ref country code: LT

Ref legal event code: MG4D

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

Ref country code: NL

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: 20181024

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

Ref country code: LV

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: 20181024

Ref country code: NO

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: 20190124

Ref country code: LT

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: 20181024

Ref country code: ES

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: 20181024

Ref country code: BG

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: 20190124

Ref country code: PL

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: 20181024

Ref country code: HR

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: 20181024

Ref country code: FI

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: 20181024

Ref country code: IS

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: 20190224

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

Ref country code: RS

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: 20181024

Ref country code: GR

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: 20190125

Ref country code: PT

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: 20190224

Ref country code: SE

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: 20181024

Ref country code: AL

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: 20181024

REG Reference to a national code

Ref country code: DE

Ref legal event code: R097

Ref document number: 502012013657

Country of ref document: DE

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

Ref country code: DK

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: 20181024

Ref country code: IT

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: 20181024

Ref country code: CZ

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: 20181024

REG Reference to a national code

Ref country code: CH

Ref legal event code: PL

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

Ref country code: SK

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: 20181024

Ref country code: MC

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: 20181024

Ref country code: EE

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: 20181024

Ref country code: SM

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: 20181024

Ref country code: RO

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: 20181024

Ref country code: LU

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

Effective date: 20181215

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

REG Reference to a national code

Ref country code: IE

Ref legal event code: MM4A

26N No opposition filed

Effective date: 20190725

REG Reference to a national code

Ref country code: BE

Ref legal event code: MM

Effective date: 20181231

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

Ref country code: SI

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: 20181024

Ref country code: IE

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

Effective date: 20181215

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

Ref country code: BE

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

Effective date: 20181231

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

Ref country code: CH

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

Effective date: 20181231

Ref country code: LI

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

Effective date: 20181231

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

Ref country code: MT

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: 20181024

REG Reference to a national code

Ref country code: AT

Ref legal event code: MM01

Ref document number: 1056931

Country of ref document: AT

Kind code of ref document: T

Effective date: 20181215

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

Ref country code: TR

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: 20181024

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

Ref country code: AT

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

Effective date: 20181215

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

Ref country code: HU

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

Effective date: 20121215

Ref country code: MK

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

Effective date: 20181024

Ref country code: CY

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: 20181024

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

Ref country code: GB

Payment date: 20231219

Year of fee payment: 12

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

Ref country code: FR

Payment date: 20231226

Year of fee payment: 12

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

Ref country code: DE

Payment date: 20231227

Year of fee payment: 12