EP3358169B1 - Procédé d'adaptation de la composition d'un mélange constitué de carburant et d'air de combustion - Google Patents

Procédé d'adaptation de la composition d'un mélange constitué de carburant et d'air de combustion Download PDF

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Publication number
EP3358169B1
EP3358169B1 EP17400006.7A EP17400006A EP3358169B1 EP 3358169 B1 EP3358169 B1 EP 3358169B1 EP 17400006 A EP17400006 A EP 17400006A EP 3358169 B1 EP3358169 B1 EP 3358169B1
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EP
European Patent Office
Prior art keywords
combustion engine
mixture
rotational speed
internal combustion
fuel
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.)
Active
Application number
EP17400006.7A
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German (de)
English (en)
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EP3358169A1 (fr
Inventor
Andreas Bähner
Michael Dietenberger
Martin Kiesner
Florian Hoche
Klaus Geyer
Steffen Bantle
Friedrich Holmeier
Frederik Herrmann
Jochen Gantert
Karsten Schmidt
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.)
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Application filed by Andreas Stihl AG and Co KG filed Critical Andreas Stihl AG and Co KG
Priority to EP17400006.7A priority Critical patent/EP3358169B1/fr
Priority to CN201810101429.8A priority patent/CN108374727B/zh
Priority to US15/886,705 priority patent/US10330038B2/en
Publication of EP3358169A1 publication Critical patent/EP3358169A1/fr
Application granted granted Critical
Publication of EP3358169B1 publication Critical patent/EP3358169B1/fr
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    • 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
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/061—Introducing corrections for particular operating conditions for engine starting or warming up the corrections being time dependent
    • 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
    • F02D41/0097—Electrical control of supply of combustible mixture or its constituents using means for generating speed signals
    • 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
    • F02D41/2432—Methods of calibration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D31/00—Use of speed-sensing governors to control combustion engines, not otherwise provided for
    • F02D31/001—Electric control of rotation speed
    • F02D31/007—Electric control of rotation speed controlling fuel supply
    • 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
    • F02D35/0015—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for using exhaust gas sensors
    • F02D35/0046—Controlling fuel supply
    • F02D35/0053—Controlling fuel supply by means of a carburettor
    • 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
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • 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
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/068—Introducing corrections for particular operating conditions for engine starting or warming up for warming-up
    • 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
    • F02D41/2454—Learning of the air-fuel ratio control
    • 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
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3076—Controlling fuel injection according to or using specific or several modes of combustion with special conditions for selecting a mode of combustion, e.g. for starting, for diagnosing
    • 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
    • F02M1/00—Carburettors with means for facilitating engine's starting or its idling below operational temperatures
    • F02M1/08—Carburettors with means for facilitating engine's starting or its idling below operational temperatures the means to facilitate starting or idling becoming operative or inoperative automatically
    • 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
    • F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
    • F02M37/0011—Constructional details; Manufacturing or assembly of elements of fuel systems; Materials therefor
    • F02M37/0023—Valves in the fuel supply and return system
    • 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
    • F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
    • F02M37/0047—Layout or arrangement of systems for feeding fuel
    • F02M37/007—Layout or arrangement of systems for feeding fuel characterised by its use in vehicles, in stationary plants or in small engines, e.g. hand held tools
    • 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
    • F02M7/00—Carburettors with means for influencing, e.g. enriching or keeping constant, fuel/air ratio of charge under varying conditions
    • F02M7/10—Other installations, without moving parts, for influencing fuel/air ratio, e.g. electrical means
    • 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
    • F02D19/0602—Control of components of the fuel supply system
    • F02D19/0607—Control of components of the fuel supply system to adjust the fuel mass or volume flow
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D1/00—Controlling fuel-injection pumps, e.g. of high pressure injection type
    • F02D2001/0085—Arrangements using fuel pressure for controlling fuel delivery in quantity or timing
    • F02D2001/009—Means for varying the pressure of fuel supply pump according to engine working parameters
    • 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
    • F02D2200/60—Input parameters for engine control said parameters being related to the driver demands or status
    • F02D2200/604—Engine control mode selected by driver, e.g. to manually start particle filter regeneration or to select driving style
    • 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
    • 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
    • F02D2400/06—Small engines with electronic control, e.g. for hand held tools

Definitions

  • the invention relates to a method for initiating an adaptation of the composition of a mixture of fuel and combustion air, the mixture being supplied to a combustion chamber of a mixture-lubricated internal combustion engine in a working device. At least a partial amount of the fuel supplied to the internal combustion engine is supplied via an electromagnetically controlled fuel valve, with the partial amount of fuel supplied being metered by opening and closing the electromagnetic fuel valve in an operating state of the internal combustion engine, depending on operating parameters of the internal combustion engine.
  • the adaptation of the mixture of fuel and combustion air is particularly dependent on the air pressure and the height of the place of use of the implement. It is known that the user can make adjustments to the mixture formation device of the internal combustion engine with an appropriate tool to adjust the height of the work location, for example by manually turning the carburetor screw with a tool such as a screwdriver or the like. This is complex and requires tools to be carried. An adjustment of the mixture of fuel and combustion air is also expediently done when components of the implement have been cleaned or replaced, such as. B. an air filter that cleans the combustion air.
  • the invention is based on the object of specifying a method for adapting the composition of a mixture of fuel and combustion air that can be easily initiated by the user without special tools.
  • the adaptation of the composition of the mixture is carried out in a special operating state that differs from the operating state of the internal combustion engine.
  • the user In order to initiate this special operating state of the internal combustion engine, the user must first start the internal combustion engine and, after starting it, operate it for a predetermined operating time in a first speed range. If the specified operating time has expired and the first speed range is maintained during the first operating time, the user can adjust the composition of the mixture to the special operating state by means of a simple Initiate user action. Pressing the throttle lever and / or the locking lever once or several times can be useful as a user action.
  • the user advantageously does not undertake any further actions during the first operating time of the internal combustion engine and leaves the internal combustion engine in its operating state.
  • the user action to initiate the special operating state is that the user action increases the speed of the internal combustion engine into a second speed range.
  • the second speed range is above the first speed range and is achieved in a simple manner in that the user operates the internal combustion engine at full throttle in the second speed range.
  • the user can thus initiate the special operating state after the specified operating time has elapsed by completely depressing the accelerator lever of the implement, that is to say by giving full throttle.
  • the internal combustion engine is operated without load in the second speed range.
  • the internal combustion engine is operated without load in the first speed range.
  • the start of the internal combustion engine is in particular a cold start, so that the internal combustion engine is operated with starting gas in the first speed range during the specified operating time after the cold start. In this first speed range, the machine warms up and is conditioned.
  • a time window expediently opens after the specified operating time has elapsed. After the specified operating time has elapsed, this time window extends over a period of advantageously 15 seconds to 360 seconds, in particular over a period of 30 seconds to 90 seconds, particularly advantageously from 30 seconds to 60 seconds. If no predetermined user action takes place within the time window, the internal combustion engine is operated in the normal operating state.
  • the calibration or adjustment of the composition of the mixture takes place in several successive calibration stages.
  • the mixture can be adjusted at the nominal speed of the internal combustion engine in a first calibration stage.
  • the first calibration stage is used to set the maximum output of the implement.
  • the mixture is adapted at the maximum speed of the internal combustion engine.
  • a further development of the invention provides for a third calibration stage to be activated when the first and second calibration stages have been successfully completed.
  • the mixture can be adapted for idling.
  • the third calibration stage can advantageously only be carried out under predetermined additional boundary conditions, for example only with the connection of a diagnostic device.
  • the user Upon successful completion of the calibration stage, the user receives a corresponding response, e.g. B. lowering the speed n of the internal combustion engine to a speed which is advantageously below the second speed range.
  • the speed n return is advantageously above the first speed range and below the second speed range. It can be useful, upon successful completion, for B. switch off the internal combustion engine via the control unit in the third calibration stage.
  • the partial amount of fuel supplied is metered in by a control unit, in particular, by a clocked opening of the electromagnetic fuel valve.
  • the entire amount of fuel supplied to the combustion air is advantageously metered in via the electromagnetic fuel valve.
  • the mixture in the combustion chamber is ignited by the spark of a spark plug which is activated by a control unit.
  • a spark plug which is activated by a control unit.
  • the working device 1 shown is a motorized chain saw 2 with an internal combustion engine 3 which, as a tool 5, drives a saw chain rotating on a guide rail 4.
  • the speed of the internal combustion engine 3 is controlled by a user using a throttle lever 6 to which a throttle lever lock 7 is assigned.
  • the throttle lever 6 can advantageously only be depressed in the direction of arrow 8 in the direction of full throttle when the throttle lever lock 7 is actuated.
  • the throttle lever 6 and the throttle lever lock 7 are provided in a rear handle 19 of the implement 1.
  • the internal combustion engine 3 is a mixture-lubricated internal combustion engine, in particular a time-cycle engine, a mixture-lubricated four-stroke engine or the like.
  • the internal combustion engine 3 is in particular a single-cylinder internal combustion engine.
  • a mixture 10 of fuel and combustion air is supplied via a mixture formation device 9.
  • the mixture 10 fills a combustion chamber 11 of the internal combustion engine 3 and is ignited by a spark plug 12 by emitting an ignition spark.
  • the fuel supplied to the incoming combustion air via the mixture formation device 9 is metered in at least in part via an electromagnetic fuel valve 13.
  • an operating state I of the internal combustion engine 3 which can also be referred to as the normal operating state, the composition of the mixture 10 is changed as a function of operating parameters by controlling the electromagnetic fuel valve 13.
  • a control unit 15 can be provided which, for. B. via a speed sensor 16, the speed of the internal combustion engine 3 is supplied as a first operating parameter.
  • the pressure in the crankcase 18 and / or the temperature in the crankcase 18 can be reported to the control unit 15 as further operating parameters via a further sensor 17.
  • the The list of operating parameters is an example; more or fewer operating parameters can be processed in the control unit 15.
  • the control unit 15 is connected to the fuel valve 13 via a control line 14.
  • the control unit 15 controls the opening time of the fuel valve 13.
  • the opening time of the fuel valve 13 determines the partial amount of fuel supplied to the internal combustion engine.
  • the fuel valve 13 is expediently a clocked fuel valve, i. that is, the fuel valve 13 is opened and closed by applying a clock frequency; By changing the clock frequency, the total opening time of the fuel valve 13 can be set and thus the amount of fuel flowing to the mixture formation device, in particular a partial amount of fuel, can be metered.
  • the fuel valve 13 is advantageously an electromagnetic fuel valve which is open when de-energized.
  • a normally closed electromagnetic fuel valve can also be advantageous.
  • the fuel is conveyed into the mixture formation device 9 in particular via the negative pressure present in the intake duct of the mixture formation device 9; if the fuel valve 13 is open, fuel is sucked in.
  • FIG. 2 The illustrated embodiment of an implement is a power cutter 20, in the housing of which an internal combustion engine is accordingly Fig. 1 is arranged.
  • the speed of this internal combustion engine can also be controlled via the throttle lever 6, the throttle lever 6 advantageously only being able to be pivoted in the direction of the full throttle in the direction of the arrow 8 after the throttle lever lock 7 has been actuated.
  • the throttle lever 6 and the throttle lever lock 7 are provided in a rear handle 19 of the implement 1.
  • the mixture 10 of fuel and combustion air changes as a function of the air pressure or as a function of the altitude of the place of use of the implement 1.
  • the mixture 10 would be too rich with the same metering of the amount of fuel; It is therefore expedient to calibrate the mixture formation device 9 before the implement 1 is put into operation in such a way that the composition of the mixture 10 of fuel and combustion air is adapted to the air pressure or to the altitude of the place of use of the implement 1.
  • the internal combustion engine 3 is moved from a first operating state I into a second operating state, which corresponds to a special operating state II.
  • the special operating state II the mixture formation device 9 is calibrated and the composition of the mixture 10 of fuel and combustion air is adjusted.
  • the first operating state I can also be referred to as the normal operating state of the internal combustion engine in which the working device is used as intended.
  • the initiation of the adaptation of the composition of the mixture 10 of fuel and combustion air takes place as a function of at least one predetermined user action, in particular by means of the control elements provided for operating the implement 1, such as. B. the throttle lever 6 and / or the throttle lock 7.
  • the internal combustion engine 3 In order to get from the first operating state I of the internal combustion engine 3 to a special operating state II necessary to adjust the composition of the mixture 10, the internal combustion engine 3 must first be started by the user.
  • the start of the internal combustion engine 3 is expediently a cold start.
  • a corresponding cold start flap or the like can be actuated on the mixture formation device 9.
  • a cold start is understood to be a first start of the internal combustion engine, during which the internal combustion engine 3 has at most ambient temperature when it is started. If the internal combustion engine 3 has ambient temperature, it can be assumed that the internal combustion engine 3 has been started up for the first time. This corresponds to a cold start.
  • This first speed range can be determined by a predetermined speed range and / or by a limit speed n limit, such as Fig. 3 in the left column shows.
  • a predetermined limit speed n limit for example with starting gas, it is checked whether the actual speed n ist is less than a predetermined limit speed n limit. If a speed range is specified, its lower limit, e.g. B. a minimum speed can be queried. If the predefined condition is met, then there is operation in the first speed range B, like that Figures 4 and 5 reproduce.
  • the maximum speed limit n limit can correspond to a starting speed n STR.
  • operation with starting gas is initially determined in field 37.
  • the actual speed n act is at least monitored to ensure that a predetermined limit speed n limit is not exceeded. It is then checked, as shown by decision diamond 31, whether the actual speed n ist is less than the limit speed n limit over a predetermined minimum operating time T min . If this condition is met, a time window ZF is opened according to field 32.
  • the time window ZF according to field 32 has an upper time limit T max , which, as shown in decision diamond 33, is monitored. If the time limit T max is reached without a predefined user action being carried out, the internal combustion engine 3 continues to run in a normal, the first operating state I. This first operating state I is indicated in field 35.
  • the internal combustion engine 3 is always operated in the first operating state I when the result of the checks according to the decisions in decision diamonds 30, 31, and 33 is answered with “no”.
  • time window ZF is open according to decision diamond 33 and the user carries out a specified user action, this is queried in the process sequence, as shown in decision diamond 34. If a predefined user action is determined, there is a change from operating state I to special operating state II.
  • the determined user action leads to an increase in the speed n ist of the internal combustion engine 3 up to a second speed range C and / or D ( Figures 4 , 5 ).
  • the second speed range C and / or D is above the first speed range B.
  • the user action is given by the user completely depressing the accelerator lever 6 in the direction of arrow 8, the internal combustion engine thus being below the second speed range C and / or D by the user Full throttle is operated. With the "full throttle" position of the throttle lever 6, the special operating state II is initiated and the full throttle position is initiated by the user until the internal combustion engine 3 gives the user feedback that the calibration was successful.
  • the control unit 15 takes over the control of the internal combustion engine 3 and automatically carries out the method for adapting the composition of the mixture 10 of fuel and combustion air until the end of the process.
  • the user has to carry out the specified user action over a specified period of time in order to initiate special operating mode II.
  • the internal combustion engine 3, in conjunction with the control unit 15, can then use the method for adapting the composition of the mixture 10 of fuel and combustion air automatically carry out until the end of the process.
  • the start of the internal combustion engine 3 can also be a warm start.
  • a start after the internal combustion engine 3 has been running is referred to as a warm start.
  • the internal combustion engine 3 can have a temperature which is higher than the ambient temperature. If the user wishes to adapt the composition of a mixture 10 of fuel and combustion air after a warm start, he can carry out the warm start in a start position of the mixture formation device 9 to initiate the special operating state.
  • the warm start is recognized by the control unit 15 and then detected as the first start of the internal combustion engine 3.
  • the internal combustion engine 3 is operated in a first speed range B for a predetermined operating time T min after starting in a first operating state. After the operating time T min has elapsed, the time window ZF is opened to jump to a special operating state II after a specified user action has been carried out, e.g. B. Full throttle.
  • the method for adapting the composition of a mixture 10 of fuel and combustion air takes place in several calibration stages 40, 50, 60.
  • the adaptation of the composition of the mixture 10 of fuel and combustion air in three calibration stages 40, 50, 60 in particular automated without further mandatory user actions.
  • a query is made in accordance with decision diamond 41 as to whether the calibration was successful. If no error is found, the method branches out as shown in decision diamond 41. In the "Yes” branch, a branch is made to the second calibration stage 50. If the calibration was unsuccessful, a branch is made to field 19 via the "no" branch in accordance with decision diamond 41 and the internal combustion engine 3 is switched off.
  • the speed n ist of the internal combustion engine 3 is increased to a maximum speed n max .
  • This speed range of the maximum speed n max is advantageously present for a minimum time T H.
  • T H the calibration takes place in the second calibration stage 50 for the purpose of further adaptation of the mixture 10 of fuel and combustion air.
  • decision diamond 51 the method then asks whether the calibration of the second calibration stage 50 was successful. In the event of an error in the second calibration stage 50, the decision diamond 51 branches to the “No” branch, which leads to field 19 and to switching off the internal combustion engine 3.
  • the calibration can be completed after the second calibration stage 50 has been successfully completed. Successful calibration is reported to the user by feedback. As feedback of a successful calibration, the speed of the internal combustion engine 3 can be reduced to a feedback speed nrada , as shown by field 52. It can also be useful to switch off the internal combustion engine as a feedback to the user.
  • the third calibration stage 60 can advantageously only be activated under predetermined additional boundary conditions. It may be necessary to allow the third calibration stage 60 to be carried out only when a diagnostic device is connected. The third calibration stage 60 can expediently only be approached during service in a workshop. In the third calibration stage 60, the mixture is calibrated at idling speed n LL . If the third calibration stage 60 has been successfully completed, the internal combustion engine 3 is preferably switched off, as shown by field 62.
  • the speed n of the internal combustion engine 3 is advantageously reduced to a feedback speed nrada after the second calibration stage 50 has been completed.
  • the feedback speed nrada is advantageously less than n max , in particular less than nnenn.
  • the feedback speed n vom is preferably greater than n STR or n LL , but can in particular be zero and can be achieved by switching off the internal combustion engine 3.
  • the user can - if he is still holding the throttle lever 6 pressed - take off the gas and move the throttle lever 6 into the idle position in the opposite direction of arrow 8.
  • the composition of a mixture 10 of fuel and combustion air can now be adjusted in the calibration stage 60 while idling.
  • decision diamond 61 it is then asked whether the Calibration of the third calibration level 60 was successful. If an error occurred, a branch is made to field 19 via the "No" branch and the internal combustion engine 3 is switched off. If the calibration of the third calibration stage 60 was successful, the internal combustion engine 3 is advantageously switched off. Switching off the internal combustion engine serves as a feedback to the user, it being possible to read out in particular via a connected diagnostic device whether the calibration was successful.
  • FIG Fig. 4 An example of the process sequence for adapting the composition of a mixture 10 of fuel and combustion air is shown in a first advantageous embodiment in FIG Fig. 4 reproduced.
  • the internal combustion engine 3 is started with starting gas, as a result of which the internal combustion engine 3 runs through at a starting speed n STR.
  • the starting speed n STR corresponds to a limit speed n limit.
  • This start cycle must be present for a fixed operating time BZ of the duration T min of 30 seconds in the exemplary embodiment so that the time window ZF is opened to initiate the special operating state II.
  • the throttle lever 6 if he in particular gives full throttle, the speed n increases to the speed nnenn.
  • this second speed range C with increased speed n a so-called full load calibration takes place in a first calibration stage 40.
  • the internal combustion engine is advantageously limited at a defined speed.
  • the ignition is advantageously clocked out and the mixture is adjusted. If the adjustment criterion, for example a predetermined speed, cannot be achieved in the second speed range C of the calibration stage 40, the calibration is aborted by lowering the speed according to the falling edge H. In particular, the speed n drops to 'zero'.
  • the internal combustion engine 3 is switched off.
  • the timing of the ignition is suppressed so that - since the user advantageously continues to apply full throttle - the internal combustion engine 3 runs up to a maximum speed n max . While in this further, second speed range D with increased speed, the mixture is calibrated in the high speed range in the second calibration stage 50.
  • the second calibration module 50 successfully completed in the further, second speed range D is advantageously via the control unit 15, the rotational speed n of the engine 3 in a process section E lowered to a feedback speed n Re.
  • This significant reduction in the speed is advantageously carried out by the control unit 15, although the user continues to give full throttle, as shown by the curve of the throttle lever position over time.
  • the throttle is in Fig. 4 also in process section E in position "1", ie in position "full throttle".
  • the internal combustion engine 3 is adapted to changed boundary conditions through the calibration, for example adapted to the height of the place of use or the prevailing air pressure or to newly installed spare parts or to a cleaned air filter.
  • the user is free to keep the speed at a maximum speed n max in section G by continuously giving full throttle.
  • Fig. 5 shows an alternative method sequence for initiating a method for adapting the composition of a mixture 10 of fuel and combustion air. It takes place - accordingly Fig. 4 - In section A, a start of the internal combustion engine 3 under starting gas; the internal combustion engine 3 will run up to starting speed n STR.
  • the speed range B is maintained for an operating time BZ with a duration T min of 30 seconds specified in the exemplary embodiment; after the minimum operating time BZ has elapsed, the time window ZF according to field 32 in Fig. 3 opened.
  • the user shifts the throttle from position "0" (idle) to position "1" (full throttle), like shows the representation of the throttle position over time below the speed curve.
  • the speed n of the internal combustion engine 3 will run up to a nominal speed nnenn and a calibration will be carried out over a period T N of advantageously 30 seconds. If the calibration is incorrect in the second speed range C above the minimum time T N , the speed falls to zero according to the falling edge H. The internal combustion engine 3 stops. If the calibration is successful, falls under the action of the control unit 15 - in spite of the throttle lever in position "1" (full throttle) - the speed in the section E to a feedback speed n Re. The user recognizes a completed calibration and takes off the gas; the throttle lever is in position "0" (idle). The internal combustion engine 3 drops to the idling speed n LL . In the speed range F, an idle calibration according to the calibration stage 60 in Fig. 3 take place, after the successful completion of the internal combustion engine 3 is switched off. The mixture 10 supplied to the internal combustion engine 3 is adapted to the density of the combustion air.

Landscapes

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

Claims (14)

  1. Procédé d'adaptation de la composition d'un mélange (10) de carburant et d'air de combustion qui est amené à une chambre de combustion (11) d'un moteur à combustion interne (3), lubrifié par le mélange, dans un outil (1) qui est guidé par un utilisateur,
    - au moins une partie du carburant étant amenée au moteur à combustion interne (3) par le biais d'une soupape de carburant à commande électromagnétique (13),
    - et dans un état de fonctionnement (I) du moteur à combustion interne (3) dépendant de paramètres de fonctionnement, la partie de carburant amenée étant dosée par la soupape de carburant électromagnétique (13), l'adaptation de la composition du mélange (10) étant effectuée dans un état de fonctionnement spécial (II) différent de l'état de fonctionnement (I) du moteur à combustion interne (3),
    - pour lancer l'état de fonctionnement spécial (II), le moteur à combustion interne (3) étant d'abord démarré par l'utilisateur,
    - le moteur à combustion interne (3) étant utilisé après le démarrage pendant une durée de fonctionnement spécifiée (Tmin) dans une première plage de vitesses de rotation (B),
    - après expiration du temps de fonctionnement spécifié (Tmin), l'état de fonctionnement spécial (II) étant lancé par une action de l'utilisateur afin d'adapter la composition du mélange (10),
    - l'adaptation de la composition du mélange (10) étant effectuée en plusieurs phases d'étalonnage successives (40, 50, 60),
    caractérisé en ce qu'une première phase d'étalonnage (40) est utilisée pour régler la puissance maximale de l'outil (1), en ce que l'action de l'utilisateur provoque une augmentation de la vitesse de rotation du moteur à combustion interne (3) dans une deuxième plage de vitesses de rotation (C, D), en ce que la deuxième plage de vitesses de rotation (C, D) est située au-dessus de la première plage de vitesses de rotation (B), en ce que le moteur à combustion interne (3) est utilisé à plein régime par l'utilisateur dans la deuxième plage de vitesses de rotation (C, D), en ce que le moteur à combustion interne (3) est utilisé sans charge dans la deuxième plage de vitesses de rotation (C, D), en ce que dans une deuxième phase d'étalonnage suivante (50) le mélange est réglé à la vitesse de rotation maximale (nmax) du moteur de combustion interne (3), et en ce qu'après l'achèvement réussi de la première phase d'étalonnage (40) une augmentation de la vitesse de rotation (nist) du moteur à combustion interne (3) à la vitesse de rotation maximale (nmax) est effectuée.
  2. Procédé selon la revendication 1,
    caractérisé en ce que le moteur à combustion interne (3) est utilisé sans charge dans la première plage de vitesses de rotation (B).
  3. Procédé selon la revendication 1 ou 2,
    caractérisé en ce que le démarrage du moteur à combustion interne (3) est un démarrage à froid.
  4. Procédé selon la revendication 3,
    caractérisé en ce que le moteur à combustion interne (3) est utilisé pendant le temps de fonctionnement spécifié (Tmin) après le démarrage à froid avec un gaz de démarrage dans la première plage de vitesses de rotation (B).
  5. Procédé selon la revendication 1,
    caractérisé en ce qu'une fenêtre temporelle (ZF) s'ouvre après expiration du temps de fonctionnement spécifié (Tmin).
  6. Procédé selon la revendication 5,
    caractérisé en ce que la fenêtre temporelle (ZF) s'étend sur une période de 15 à 360 secondes après expiration du temps de fonctionnement spécifié (Tmin).
  7. Procédé selon la revendication 5 ou 6,
    caractérisé en ce qu'à l'extérieur de la fenêtre temporelle (ZF) le moteur à combustion interne (3) est utilisé dans l'état de fonctionnement normal (I).
  8. Procédé selon l'une des revendications 1 à 7,
    caractérisé en ce que dans la première phase d'étalonnage (40) l'adaptation du mélange (10) est effectuée à la vitesse de rotation nominale (nnenn) du moteur à combustion interne (3).
  9. Procédé selon la revendication 8,
    caractérisé en ce qu'après l'achèvement réussi des première et deuxième phases d'étalonnage (40, 50) une troisième phase d'étalonnage (60) est lancée.
  10. Procédé selon la revendication 9,
    caractérisé en ce que dans la troisième phase d'étalonnage (60) l'adaptation du mélange (10) est effectuée à une vitesse de rotation à vide (nLL).
  11. Procédé selon la revendication 9 ou 10,
    caractérisé en ce que le moteur à combustion interne (3) est arrêté après l'achèvement réussi de la troisième phase d'étalonnage (60).
  12. Procédé selon l'une des revendications 1 à 11,
    caractérisé en ce qu'après l'achèvement non réussi d'une phase d'étalonnage (40, 50, 60) l'état de fonctionnement spécial (II) est terminé.
  13. Procédé selon l'une des revendications 1 à 12,
    caractérisé en ce que la partie de carburant amenée est dosée par une unité de commande (15) par ouverture temporisée de la soupape de carburant électromagnétique (13).
  14. Procédé selon la revendication 13,
    caractérisé en ce que le mélange dans la chambre de combustion (11) est allumé par l'étincelle d'allumage d'une bougie d'allumage (12) qui est commandée par l'unité de commande (15), et en ce que la vitesse de rotation nominale sans charge (nnenn) est régulée par suppression de l'étincelle d'allumage.
EP17400006.7A 2017-02-01 2017-02-01 Procédé d'adaptation de la composition d'un mélange constitué de carburant et d'air de combustion Active EP3358169B1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
EP17400006.7A EP3358169B1 (fr) 2017-02-01 2017-02-01 Procédé d'adaptation de la composition d'un mélange constitué de carburant et d'air de combustion
CN201810101429.8A CN108374727B (zh) 2017-02-01 2018-02-01 用于匹配由燃料和燃烧用空气构成的混合物的成分的方法
US15/886,705 US10330038B2 (en) 2017-02-01 2018-02-01 Method for adapting the composition of a mixture of fuel and combustion air

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP17400006.7A EP3358169B1 (fr) 2017-02-01 2017-02-01 Procédé d'adaptation de la composition d'un mélange constitué de carburant et d'air de combustion

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EP3358169B1 true EP3358169B1 (fr) 2021-09-01

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DE102018209245A1 (de) * 2018-06-11 2019-12-12 Robert Bosch Gmbh Vorrichtung und Verfahren zur Prüfung von sicherheitsrelevanten Abschaltpfaden in Steuergeräten während des laufenden Motorbetriebs
CN110905673B (zh) * 2019-12-05 2022-06-24 潍柴动力股份有限公司 一种发动机控制方法及装置

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SE502639C2 (sv) * 1991-09-11 1995-11-27 Electrolux Ab Förfarande vid justering av luft/bränsleförhållandet under drift för en förbränningsmotor och anordning därtill
DE102004036557A1 (de) * 2004-07-28 2006-03-23 Andreas Stihl Ag & Co. Kg Verbrennungsmotor und Verfahren zu dessen Betrieb
JP4814657B2 (ja) * 2006-03-07 2011-11-16 ハスクバーナ・ゼノア株式会社 ２サイクルエンジン
EP2021606B1 (fr) * 2006-05-12 2019-06-12 Husqvarna AB Méthode pour régler le ratio air-carburant d'un moteur à combustion interne
US9022011B2 (en) * 2007-10-27 2015-05-05 Walbro Engine Management, L.L.C. Engine fuel delivery systems, apparatus and methods
US9194353B2 (en) * 2011-01-18 2015-11-24 Toyota Jidosha Kabushiki Kaisha Fuel injection control system for internal combustion engine
US9995210B2 (en) * 2012-03-23 2018-06-12 Thermo King Corporation Control system for a generator
US9435287B2 (en) * 2014-02-25 2016-09-06 Ford Global Technologies, Llc Method for fuel injection control
JP6423026B2 (ja) * 2017-02-09 2018-11-14 本田技研工業株式会社 ハイブリッド車

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EP3358169A1 (fr) 2018-08-08
US20180216554A1 (en) 2018-08-02
US10330038B2 (en) 2019-06-25
CN108374727A (zh) 2018-08-07
CN108374727B (zh) 2022-07-12

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