SE457462B - PROCEDURES FOR OPTIMIZATION OF THE EFFECTIVENESS OF AN INJECTION TYPE COMPRESSOR COMBUSTION ENGINE - Google Patents
PROCEDURES FOR OPTIMIZATION OF THE EFFECTIVENESS OF AN INJECTION TYPE COMPRESSOR COMBUSTION ENGINEInfo
- Publication number
- SE457462B SE457462B SE8405927A SE8405927A SE457462B SE 457462 B SE457462 B SE 457462B SE 8405927 A SE8405927 A SE 8405927A SE 8405927 A SE8405927 A SE 8405927A SE 457462 B SE457462 B SE 457462B
- Authority
- SE
- Sweden
- Prior art keywords
- fuel
- combustion engine
- efficiency
- determined
- cylinder
- Prior art date
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1497—With detection of the mechanical response of the engine
- F02D41/1498—With detection of the mechanical response of the engine measuring engine roughness
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
- F02D41/1406—Introducing closed-loop corrections characterised by the control or regulation method with use of a optimisation method, e.g. iteration
-
- 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
- F02D41/182—Circuit arrangements for generating control signals by measuring intake air flow for the control of a fuel injection device
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
- F02D2200/1015—Engines misfires
Description
.A57 462 2 fastställs den för nästföljande arbetsperiod erforderliga bränsle- mängden och utförs en korrigering i beroende av den momentant till- förda luftmängden, och att i regleringsenheten bestäms den till varje cylinder hörande bränslemängden ur den korrigerade bränslemängden och cylinderverkningsgraden. .A57 462 2 determines the fuel required for the next working period. quantity and a correction is made depending on the momentary the amount of air carried, and that in the control unit it is determined for each cylinder belonging to the amount of fuel from the corrected amount of fuel and cylinder efficiency.
Förfarandet enligt uppfinningen för optimering av verknings- graden hos en förbränningsmotor uppvisar fördelen att genom mätning av gaskrafterna i de enskilda cylindrarna i förbränningsmotorn bestäms det frigjorda arbetet per arbetsförlopp och per cylinder.The method according to the invention for optimizing the efficiency the degree of an internal combustion engine has the advantage that by measurement of the gas forces in the individual cylinders of the internal combustion engine the released work is determined per workflow and per cylinder.
Vid förfarandet drivs alla cylindrar under alla driftstillstånd med samma specifika bränslemängdfimrigenuwen bestämd anpassning möjliggörs beträffande effekt, förbrukning och miüflerade emissioner från för- bränningsmotorn. Genom den på ritningen visade anordningen för upp- mätning av gastrycket ernâr man en uppgift om det frigjorda arbetet, vid vilket friktionsförlusterna i förbränningsmotorn är eliminerade och därmed uteslutande verkningsgraden hos förbränningen av bränsle- luftblandningen i förbränningsrummet i förbränningsmotorn utnyttjas i regleringsförloppet.During the process, all cylinders are operated under all operating conditions the same specific amount of fuel fi mrigenuwen determined adjustment is possible regarding power, consumption and reduced emissions from the combustion engine. Through the device shown in the drawing for measuring the gas pressure, one obtains an indication of the released work, at which the friction losses in the internal combustion engine are eliminated and thus exclusively the efficiency of the combustion of fuel the air mixture in the combustion chamber of the internal combustion engine is used in the regulatory process.
Uppfinningen beskrivs närmare nedan under hänvisning till bi- fogade ritning, på vilken fig. 1 visar en schematisk vy av en för- bränningsmotor med därtill hörande givare och en regleringsenhet, fig. 2 visar ett funktionsschema över en regleringskrets för specifik bränslemängdbestämning per cylinder och fig. 3 visar anordnandet av en givare för gastrycket,vilken givare är fäst vid cylindexlöcket medelst en bult som fixerar det sistnämnda vid cylinderblocket.The invention is described in more detail below with reference to attached drawing, in which Fig. 1 shows a schematic view of a combustion engine with associated sensors and a control unit, Fig. 2 shows a functional diagram of a control circuit for specific fuel quantity determination per cylinder and Fig. 3 shows the arrangement of a sensor for the gas pressure, which sensor is attached to the cylinder index cover by means of a bolt which fixes the latter to the cylinder block.
En i fig. 1 med 1 betecknad förbränningsmotor med cylindrar 1a-1f har ett avgassystem 11, en regleringsenhet 12 och ett insug- ningssystem 2, i vilket är anordnade bränsleinsprutningsventiler 3-8, ett strypspjäll 9 och en luftmängdsmätare 10. Strypspjället 9 står i verksam förbindelse med en gaspedal 13. Ett i de enskilda cylind- rarna 1a-1f i förbränningsmotorn ' rådande gastryck per arbetsför- lopp detekteras av givare 16-18, som är anordnade att påverkas av de intill desamma belägna cylindrarna så att givaren 16 påverkas av det i cylindrarna 1a och 1b rådande gastrycket, givaren 17 pâ- verkas av det i cylindrarna 1c och 1d rådande gastrycket och givaren -18 påverkas av det i cylindrarna 1e och 1f rådande gastrycket. Luft- mängdsmätaren 10 och gastrycksgivarna 16-18 är förbundna med reg- leringsenheten 12 medelst signalöverföringsledningar 20 och 22. 4-'57 462 Signalöverförande ledningar 23-26 förbinder bränsleinsprutningsven- tilerna 3-8 med regleringsenheten 12.An internal combustion engine in Fig. 1 denoted by 1 with cylinders 1a-1f have an exhaust system 11, a control unit 12 and an intake system 2, in which fuel injection valves 3-8 are arranged, a throttle damper 9 and an air flow meter 10. The throttle damper 9 is in effective connection with an accelerator pedal 13. An in the individual cylinders 1a-1f in the internal combustion engine 'prevailing gas pressure per working races are detected by sensors 16-18, which are arranged to be affected by the adjacent cylinders so that the sensor 16 is actuated of the gas pressure prevailing in cylinders 1a and 1b, the sensor 17 on is acted upon by the gas pressure and the sensor prevailing in cylinders 1c and 1d -18 is affected by the gas pressure prevailing in cylinders 1e and 1f. Air- the flow meter 10 and the gas pressure sensors 16-18 are connected to the the transmission unit 12 by means of signal transmission lines 20 and 22. 4-'57 462 Signal transmitting lines 23-26 connect the fuel injection valve tilerna 3-8 with the control unit 12.
Ett i fig. 2 med 30 betecknat funktionsschema omfattar ett gränsställe 31, fnnktionsblock 32-37, ett additionsställe 38, ett för- greningsställe 39 och funktionslinjergående mellan de nämnda delarna.A functional diagram indicated in Fig. 2 by 30 comprises one boundary site 31, function block 32-37, an addition site 38, a branching point 39 and function line running between the said parts.
Anordnandet av en gastrycksgivare 16 visas i fig. 3. Cylinder- locket 45 till förbränningsmotorn 1 är fäst vid cylinderblocket 47 till motorn 1 medelst cylinderïbcksbultar 46. Ett förbränningsrum 50 i förbränningsmotorn är förbundet med insugningsystemet 2 medelst en via en ventil 48 tillstängbar gasväxlingkanal 49. Avgassystemet 11 och förbränningsrummet 50 i förbränningsrummet 1 är förbundna medelst en gasväxlingskanal 51. Medelst en tändanordning 52 för gasblandningen kan en i förbränningsrummet 50 befintlig bränsle- luftblandning an- tändas. Medelst en i cylinderblocket 47 i förbränningsmotorn 1 in- skruvbar och inom det elastiska omrâdet förspänd bult 53 är fäst den mellan bultskallen 54 och cylinderlccket 45 anordnadegystrycks- givaren 16.The arrangement of a gas pressure sensor 16 is shown in Fig. 3. The cylinder the cover 45 of the internal combustion engine 1 is attached to the cylinder block 47 to the engine 1 by means of cylinder back bolts 46. A combustion chamber 50 in the internal combustion engine is connected to the intake system 2 by means of a gas exchange channel 49 which can be closed via a valve 48. The exhaust system 11 and the combustion chamber 50 in the combustion chamber 1 are connected by means of a gas exchange channel 51. By means of an igniter device 52 for the gas mixture a fuel-air mixture present in the combustion chamber 50 can be used light. By means of one in the cylinder block 47 in the internal combustion engine 1 screwable and within the elastic range prestressed bolt 53 is fixed between the bolt head 54 and the cylinder cover 45, the pressure gauge the sensor 16.
Vid ingångsättning av förbränningsmotorn införs enligt funktions- diagrammet 30 i fig. 2 i funktionsblocket 32 insprutningstiden för varje cylinder med en tid som tillåter tillförsel till förbrännings- motorn av en för start tillräcklig bränslemängd. De från givarna 10 och 16-18 gående signalöverföringsledningarna 20 och 22 till regle- ringsenheten 12 överförda signalerna förs till funktionsblocket 33, i vilket fastställs arbetet per cylinder med hjälp av uttrycket _fPidV = Wi, där i = 1... n och n är antalet cylindrar i förbrännings- zmotdrn ß Vid ett diskontinuerligt arbetande bränsleinsprutnings- system \av typ L-Jetronic) motsvarar insprutningstiden ungefär bränsle- mängden, mk = cåti = cZmki, varvid mki = bränslemassflödet per tidsenhet i cylindern i och Czíti är summan av insprutningstiden för alla bränsleinsprutnings- ventiler, som erfordrades för insprutandet av bränslemassflödet mk i cylindrarna till förbränningsmotorn medan äären proportionell konstant.When starting the internal combustion engine, insert according to the the diagram 30 in Fig. 2 of the function block 32 the injection time for each cylinder with a time that allows supply to the combustion the engine of a sufficient amount of fuel to start. Those from the donors 10 and 16-18 going signal transmission lines 20 and 22 to control the signals transmitted to the ring unit 12 are transmitted to the function block 33, in which the work is determined per cylinder by means of the expression _fPidV = Wi, where i = 1 ... n and n is the number of cylinders in the combustion zmotdrn ß In the case of discontinuous fuel injection system \ of type L-Jetronic) corresponds to the injection time approximately the amount, mk = cåti = cZmki, whereby mki = the fuel mass flow per unit time in the cylinder in and Czíti is the sum of the injection time for all fuel injection valves, which were required for the injection of the fuel mass flow mk in the cylinders of the internal combustion engine while being proportional constant.
I funktionsblocket 34 bestäms .ur de enskilda värdena Wi förIn function block 34, the individual values Wi for are determined from
Claims (1)
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE19833342952 DE3342952C2 (en) | 1983-11-26 | 1983-11-26 | Method for optimizing the efficiency of a mixture-compressing injection internal combustion engine |
Publications (3)
Publication Number | Publication Date |
---|---|
SE8405927D0 SE8405927D0 (en) | 1984-11-23 |
SE8405927L SE8405927L (en) | 1985-05-27 |
SE457462B true SE457462B (en) | 1988-12-27 |
Family
ID=6215435
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
SE8405927A SE457462B (en) | 1983-11-26 | 1984-11-23 | PROCEDURES FOR OPTIMIZATION OF THE EFFECTIVENESS OF AN INJECTION TYPE COMPRESSOR COMBUSTION ENGINE |
Country Status (5)
Country | Link |
---|---|
JP (1) | JPS60132045A (en) |
DE (1) | DE3342952C2 (en) |
FR (1) | FR2555665B1 (en) |
GB (1) | GB2150321B (en) |
SE (1) | SE457462B (en) |
Families Citing this family (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US5107815A (en) * | 1990-06-22 | 1992-04-28 | Massachusetts Institute Of Technology | Variable air/fuel engine control system with closed-loop control around maximum efficiency and combination of otto-diesel throttling |
GB2314882A (en) * | 1996-06-24 | 1998-01-14 | Cummins Engine Co Inc | Controlling fuel supply to i.c. engine using cylinder pressure measurements derived from strain gauge in cylinder head bolt |
SE523734C2 (en) * | 2001-11-07 | 2004-05-11 | Scania Cv Ab | Method and apparatus for controlling fuel injection in a diesel engine and diesel engine |
Family Cites Families (10)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE1256944B (en) * | 1961-12-22 | 1967-12-21 | Frank Thoma Dipl Ing | Device for fuel-air mixture control of internal combustion engines |
US4232643A (en) * | 1976-11-22 | 1980-11-11 | Fuel Injection Development Corporation | Charge forming system for maintaining operation of an internal combustion engine at its lean limit |
JPS6011216B2 (en) * | 1977-05-26 | 1985-03-23 | 株式会社デンソー | Air fuel ratio control device |
JPS54142424A (en) * | 1978-04-28 | 1979-11-06 | Nippon Denso Co Ltd | Internal combustion engine ignition timing control system |
JPS5546073A (en) * | 1978-09-29 | 1980-03-31 | Hino Motors Ltd | Control system of fuel injection timing |
DE2941977A1 (en) * | 1979-10-17 | 1981-04-30 | Robert Bosch Gmbh, 7000 Stuttgart | DEVICE FOR OPTIMIZING THE OPERATING CHARACTERISTICS OF AN INTERNAL COMBUSTION ENGINE |
DE3101167A1 (en) * | 1981-01-16 | 1982-08-26 | Mtu Motoren- Und Turbinen-Union Friedrichshafen Gmbh, 7990 Friedrichshafen | "ELECTRONICALLY CONTROLLED SPRAY ADJUSTER" |
JPS58185945A (en) * | 1982-04-23 | 1983-10-29 | Nissan Motor Co Ltd | Air-fuel ratio controller for internal-combustion engine |
JPS58195031A (en) * | 1982-05-11 | 1983-11-14 | Nissan Motor Co Ltd | Device for controlling fuel supply |
JPS5990737A (en) * | 1982-11-15 | 1984-05-25 | Nissan Motor Co Ltd | Air-fuel ratio control device of internal-combustion engine |
-
1983
- 1983-11-26 DE DE19833342952 patent/DE3342952C2/en not_active Expired
-
1984
- 1984-11-22 JP JP24641884A patent/JPS60132045A/en active Granted
- 1984-11-23 FR FR8417909A patent/FR2555665B1/en not_active Expired
- 1984-11-23 SE SE8405927A patent/SE457462B/en not_active IP Right Cessation
- 1984-11-26 GB GB08429840A patent/GB2150321B/en not_active Expired
Also Published As
Publication number | Publication date |
---|---|
SE8405927D0 (en) | 1984-11-23 |
GB2150321B (en) | 1987-07-29 |
DE3342952A1 (en) | 1985-06-05 |
JPS60132045A (en) | 1985-07-13 |
FR2555665B1 (en) | 1989-05-12 |
FR2555665A1 (en) | 1985-05-31 |
GB2150321A (en) | 1985-06-26 |
JPH0243023B2 (en) | 1990-09-26 |
GB8429840D0 (en) | 1985-01-03 |
SE8405927L (en) | 1985-05-27 |
DE3342952C2 (en) | 1986-07-03 |
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