SE520781C2 - Control device for air / fuel mixture and ignition angle or timing of an internal combustion engine - Google Patents

Control device for air / fuel mixture and ignition angle or timing of an internal combustion engine

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Publication number
SE520781C2
SE520781C2 SE9403491A SE9403491A SE520781C2 SE 520781 C2 SE520781 C2 SE 520781C2 SE 9403491 A SE9403491 A SE 9403491A SE 9403491 A SE9403491 A SE 9403491A SE 520781 C2 SE520781 C2 SE 520781C2
Authority
SE
Sweden
Prior art keywords
control device
air
ignition
ignition angle
engine
Prior art date
Application number
SE9403491A
Other languages
Swedish (sv)
Other versions
SE9403491D0 (en
SE9403491L (en
Inventor
Hong Zhang
Original Assignee
Bosch Gmbh Robert
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 Bosch Gmbh Robert filed Critical Bosch Gmbh Robert
Publication of SE9403491D0 publication Critical patent/SE9403491D0/en
Publication of SE9403491L publication Critical patent/SE9403491L/en
Publication of SE520781C2 publication Critical patent/SE520781C2/en

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
    • F02P5/15—Digital data processing
    • F02P5/1502—Digital data processing using one central computing unit
    • F02P5/1506—Digital data processing using one central computing unit with particular means during starting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
    • F01N3/22—Control of additional air supply only, e.g. using by-passes or variable air pump drives
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
    • F01N3/22—Control of additional air supply only, e.g. using by-passes or variable air pump drives
    • F01N3/222—Control of additional air supply only, e.g. using by-passes or variable air pump drives using electric valves only
    • 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
    • F02D35/0023—Controlling air supply
    • F02D35/0038—Controlling air supply by means of air pumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D37/00—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for
    • F02D37/02—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for one of the functions being ignition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/008—Controlling each cylinder individually
    • F02D41/0087—Selective cylinder activation, i.e. partial cylinder operation
    • 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
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/024—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/18—Control of the engine output torque
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Health & Medical Sciences (AREA)
  • Toxicology (AREA)
  • Theoretical Computer Science (AREA)
  • Signal Processing (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Electrical Control Of Ignition Timing (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

A control device is proposed for controlling the air/fuel mixture and the ignition angle or ignition time in an internal combustion engine, in which case, during warming up with a desired or requested drive torque reduction, in addition to reducing the warming-up enrichment the ignition angle is adjusted in the direction of early and/or an increased secondary quantity of air is blown into the exhaust pipe.

Description

15 20 25 fao 35 520 7s¶*=* Uppfinningens fördelar Regleranordningen enligt uppfinningen med de särdrag som framgår av huvudkravet gör det möjligt att optimera samspelet mellan insprutning, tändning och sekundärluft inom ramen för varmkörning av motorn i syfte att åstadkomma avgaser som har så lite skadliga beståndsdelar som möjligt och ett så omfat- tande skydd som möjligt av katalysatorn mot termiska överbe- lastningar. 15 20 25 fao 35 520 7s¶ * = * Advantages of the invention The control device according to the invention with the features stated in the main claim makes it possible to optimize the interaction between injection, ignition and secondary air within the framework of hot running of the engine in order to produce exhaust gases which have so little harmful constituents as possible and as comprehensive protection as possible of the catalyst against thermal overloads.

Ytterligare fördelar av uppfinningen framgår av efterföljande beskrivning av ett utföringsexempel.Further advantages of the invention will become apparent from the following description of an exemplary embodiment.

Ritning Figur 1 visar i en översiktsvy väsentliga element i samband med regleranordningen enligt uppfinningen, och Figur 2 visar ett utdrag ur ett flödesdiagram för realisering av regleranordningen enligt uppfinningen.Drawing Figure 1 shows in an overview view essential elements in connection with the control device according to the invention, and Figure 2 shows an extract from a flow diagram for realizing the control device according to the invention.

Beskrivning av utföringsexemplet I figur 1 betecknar hänvisningssiffran 10 en förbrännings- motor, vars insugningsrör 11 har i strömningsriktningen efter varandra anordnade organ en luftmängds- eller luftmassemätare 12, ett strypspjäll 13 samt en insprutningsventil för varje cylinder 14.1 - 14.4. Avgasröret 15 innehåller en avgassond 16, ett inlopp 17 för sekundärluft samt en katalysator 18.Description of the exemplary embodiment In Figure 1, the reference numeral 10 denotes an internal combustion engine, the intake pipe 11 of which has means arranged one after the other in the flow direction, an air flow or air mass meter 12, a throttle damper 13 and an injection valve for each cylinder 14.1 - 14.4. The exhaust pipe 15 contains an exhaust probe 16, an inlet 17 for secondary air and a catalyst 18.

En styrapparat 20 erhåller bl.a. signaler från: luftmängds- eller luftmassesensorn 12, en med strypspjället 13 förbunden positionsgivare 13.1, en varvtalssensor 21 för motorns varv- tal, en avgassensor 16 i beroende av avgasernas sammansätt- ning samt från två hjulvarvtalssensorer 22 och 23. Dessa varvtalssensorer 22 och 23 står i förbindelse med de drivna hjulen 24 och 25, som i sin tur erhåller var sitt drivmoment som utgår fràn motorn 10 via en transmission 27 och en diffe- rential 28. Själva reglerapparaten 20 betjänar såväl enskilda insprutningsventiler 14.1 - 14.4 med reglersignaler som även, 10 15 20 25 30 35 52ø*äšâ'“fl:??+ 3 vilket visas schematiskt med en ledning 30, tändstiften eller en dessa förkopplad tändstyrapparat med motsvarande tändsig- naler, samt via en utloppsledning 31 en sekundärluftpump 32, med vilken sekundärluft via inloppet 17 kan blåsas in i avgasröret 15.A control device 20 receives i.a. signals from: airflow or air mass sensor 12, a position sensor 13.1 connected to the throttle damper 13, a speed sensor 21 for the engine speed, an exhaust sensor 16 depending on the composition of the exhaust gases and from two wheel speed sensors 22 and 23. These speed sensors 22 and 23 are in connection with the driven wheels 24 and 25, which in turn each receive their own driving torque emanating from the engine 10 via a transmission 27 and a differential 28. The control apparatus 20 itself serves both individual injection valves 14.1 - 14.4 with control signals as well as, 10 15 20 25 30 35 52ø * äšâ '“fl: ?? + 3 which is shown schematically with a line 30, the spark plugs or an ignition control device connected thereto with corresponding ignition signals, and via an outlet line 31 a secondary air pump 32, with which secondary air via the inlet 17 can be blown into the exhaust pipe 15.

Det i figur l schematiskt visade föremålet är som sådant känt genom teknikens ståndpunkt.The object schematically shown in Figure 1 is known as such from the state of the art.

Av de enskilda driftsparametrarna hos motorn fastställer reglerapparaten insprutningssignaler för de enskilda insprut- ningsventilerna 14.1 - 14.4 samt tändsignaler för de ej visa- de tändstiften. Dessutom erhåller sekundärluftpumpen 32 reg- lersignaler avstämda efter de enskilda driftsparametrarna hos motorn.From the individual operating parameters of the engine, the control device determines injection signals for the individual injection valves 14.1 - 14.4 as well as ignition signals for the spark plugs (not shown). In addition, the secondary air pump receives 32 control signals tuned to the individual operating parameters of the engine.

Om reglerapparaten 20, bl.a. med hjälp av signalerna från hjulvarvtalssensorerna 22 och 23, fastställer att ett av hjulen börjar slira, uppfattar reglerapparaten detta som ett beredskapsläge för ett alltför stort drivmoment från motorns sida och styr denna så att drivmomentet minskar. Minskningen av drivmomentet àstadkommes medelst påverkan av tändningen eller medelst avstängning av bränsleinsprutningar i de en- skilda cylindrarna, som bl.a. visas i det inledningsvis nämnda SAE-Paper 920641.About the control device 20, i.a. by means of the signals from the wheel speed sensors 22 and 23, determines that one of the wheels is starting to slip, the control device perceives this as a standby mode for an excessive drive torque from the motor side and controls it so that the drive torque decreases. The reduction of the driving torque is achieved by influencing the ignition or by switching off fuel injections in the individual cylinders, which i.a. is shown in the initially mentioned SAE-Paper 920641.

Enligt uppfinningen vidtas därpå ytterligare åtgärder i syfte att uppnå en optimal utformning av drivmomentsreduceringen.According to the invention, further measures are then taken in order to achieve an optimal design of the driving torque reduction.

Dessa ytterligare åtgärder visas med hjälp av flödesdiagram- met i figur 2.These additional actions are shown using the flow chart in Figure 2.

En frågestation 40 fastställer inom ramen för ett program- förlopp om en drivmomentsreducering medelst ett ingrepp i bränsleinsprutningen (E = insprutning) skall utföras. Om detta ej är fallet, inställes enligt blocken 41, 42 och 43 en normal korrigering av tändvinkeln vid varmkörning av motorn (varmkörnings-tändvinkelkorrigering), en normal bland- ningskaraktär under varmkörning (anrikning av luft-/bränsle- blandningen vid varmkörning) samt en normal sekundärluft- 10 15 20 25 fao 35 520 7â$Ü7f°°“ 4 mängd. Det aktuella värdet pà tändvinkelkorrigering och blandningskarakteristik vid varmkörning samt sekundärluft- mängd avstäms därvid till det enskilda fallet och överförs till tabeller inom ramen för serieutvecklingen av motorn. Åtgärderna enligt blocken 41 - 43 anses därvid likaså höra till teknikens stàndpunkt.An interrogation station 40 determines within the framework of a program sequence whether a driving torque reduction by means of an intervention in the fuel injection (E = injection) is to be performed. If this is not the case, according to blocks 41, 42 and 43 a normal correction of the ignition angle is set during warm-up of the engine (hot-running ignition-angle correction), a normal mixing character during hot-running (enrichment of the air / fuel mixture during hot-running) and a normal secondary air- 10 15 20 25 fao 35 520 7â $ Ü7f °° “4 quantity. The current value of the ignition angle correction and mixing characteristics in hot driving and the amount of secondary air are then adjusted to the individual case and transferred to tables within the framework of the series development of the engine. The measures according to blocks 41 - 43 are also considered to belong to the state of the art.

Vad som skiljer sig är att då fràgestationen 40 anger att en drivmomentsreducering skall ske medelst ändrad bränsle- tillförsel, tillgripes åtgärder med avseende på tändvinkel (block 45), varmkörningsblandning (block 46) och sekundårluft (block 47). Därvid gäller att efter en reducering av varmkör- ningsblandningen skall tändvinkeln ställas om till tidigare tändning och/eller skall sekundärluftmängden ökas. Detta för att uppnå så rena avgaser som möjligt samt för att skydda katalysatorn från termisk överlastning i enlighet med föl- jande överväganden: Dà drivmomentreducering medelst cylinderavstängning äger rum vid varmkörning av motorn och katalysatorn redan har uppnått sin driftstemperatur och därmed också arbetar som önskvärt, reagerar den rena luften fràn varje cylinder som pà grund av avstängning ej har matats med bränsle, med det till följd av varmkörningsblandningen oförbrända bränslet hos en cylinder som fortfarande matas med bränsle. Detta kan leda till en onormal höjning av katalysatorns temperatur och därmed till skador pà denna. För termisk avlastning av katalysatorn justeras eller åtminstone återkallas katalysatoruppvärmnings- åtgärderna med extra anrikning (block 42) samt efterställning av tändvinkel (block 41) vid cylinderavstängning. Detta upp-nàs med en omkoppling från den normala blandningskarak- teristiken under varmkörning till en karakteristik med redu- cerade värden i enlighet med block 42, särskilt beroende av motor- och insugningslufttemperatur och framför allt vid hög belastning.What is different is that when the interrogation station 40 indicates that a reduction of the torque is to take place by means of a changed fuel supply, measures are taken with regard to ignition angle (block 45), hot running mixture (block 46) and secondary air (block 47). In this case, after a reduction of the hot-running mixture, the ignition angle must be adjusted to the previous ignition and / or the secondary air volume must be increased. This is to achieve as clean exhaust gases as possible and to protect the catalyst from thermal overload in accordance with the following considerations: the clean air from each cylinder which, due to shut-off, has not been supplied with fuel, with the unburned fuel of a cylinder still being supplied with fuel due to the hot running mixture. This can lead to an abnormal increase in the catalyst temperature and thus to damage to it. For thermal relief of the catalyst, the catalyst heating measures are adjusted or at least recalled with extra enrichment (block 42) and resetting of the ignition angle (block 41) at cylinder shut-off. This is achieved with a switch from the normal mixing characteristic during hot driving to a characteristic with reduced values in accordance with block 42, especially depending on the engine and intake air temperature and especially at high loads.

Varmkörnings-tändvinkelkorrigeringen (block 41) omkopplas i beroende av motortemperaturen till en annan karakteristik med en så tidig tändvinkel som möjligt fram till ett optimalt lO 15 20 25 520 5 drivmoment eller till knackningsgränsen (block 45), varigenom dels mer värme omsätts i motorn, vilket leder till snabbare uppvärmning av motorn och dels leder till en minskning av av- gastemperaturen genom tändvinkel-förställningen. Detta leder i sin tur till en långsam uppvärmning av katalysatorn. En ytterligare effekt med tändvinkel-förställning är ökning av motorns vridmoment. Därigenom måste vid bibehållet krav på drivmoment eventuellt väljas ett förhöjt avstängningssteg, vilket motsvarar ett mindre antal med bränsle matade cylind- rar och som leder till ytterligare avkylning av katalysatorn.The hot-running ignition angle correction (block 41) is switched depending on the engine temperature to another characteristic with as early an ignition angle as possible up to an optimum driving torque or to the knock limit (block 45), whereby more heat is converted in the engine. which leads to faster heating of the engine and partly leads to a reduction of the exhaust gas temperature through the ignition angle setting. This in turn leads to a slow heating of the catalyst. An additional effect of ignition angle adjustment is an increase in engine torque. As a result, while maintaining the torque requirement, an increased shut-off step may have to be selected, which corresponds to a smaller number of cylinders fed with fuel and which leads to further cooling of the catalyst.

Vid avstängning av cylindrar kan en större sekundàrluftmängd blåsas in för att kyla katalysatorn ytterligare.When shutting off cylinders, a larger amount of secondary air can be blown in to cool the catalyst further.

Efter avslutad cylinderavstängning återställes normal bland- ningskarakteristik vid varmkörning (block 42) för beräkning av insprutningen. Likaså omkopplas tändvinkelkarakteristiken pà nytt till normal tändvinkelkorrigering under varmkörning (block 41). på nytt till det normala värdet, såvida sekundärluft över- Även sekundärluftmängden omkopplas eller justeras huvudtaget erfordras vid normal drift.After cylinder shut-off is completed, normal mixing characteristics are restored during hot running (block 42) to calculate the injection. Likewise, the ignition angle characteristic is switched again to normal ignition angle correction during hot driving (block 41). again to the normal value, unless secondary air is over- Also the amount of secondary air is switched or adjusted at all is required during normal operation.

Väsentligt är att med regleranordningen enligt uppfinningen omställes tändvinkeln till tidigare tändning vid vridmoments- reducering efter en reducering av blandningens anrikning under varmkörning. Dessa båda åtgärder kan kompletteras med en ökad tillförsel av sekundärluft för att få kylning av katalysatorn eller för att begränsa temperaturhöjningen i katalysatorn.It is essential that with the control device according to the invention the ignition angle is converted to previous ignition during torque reduction after a reduction of the mixture's enrichment during hot driving. These two measures can be supplemented with an increased supply of secondary air to cool the catalyst or to limit the temperature rise in the catalyst.

Claims (5)

lO 15 20 25 30 520 781 Patentkrav10 15 25 25 5 520 781 Patent claims 1. Regleranordning för luft-/bränsleblandning samt tändvinkel eller tändtidpunkt hos en förbränningsmotor, vars avgaser strömmar genom en katalysator, vilken regleranordning inne- fattar första organ för avkänning av en önskvärd eller erfor- derlig drivmomentsreducering och andra organ för pàverkning av luft-/bränsleblandningen samt tändtidpunkten i samband med av att då drivmomentet skall reduceras under varmkörning av motorn drivmomentsreduceringen, k ä n n e t e c k n a d sker, förutom utmagring (46) av blandningen i en med bränsle matad cylinder, även omställning (45) av tändvinkeln mot tidigare tändning och/eller ökning (47) av mängden sekundär- luft som skall blàsas in i avgasröret.An air / fuel mixture control device and the ignition angle or ignition timing of an internal combustion engine, the exhaust gases of which flow through a catalytic converter; and the ignition time in connection with the fact that when the driving torque is to be reduced during hot running of the engine the torque reduction, characterized in addition to thinning (46) of the mixture in a fuel-fed cylinder, also adjustment (45) of the ignition angle to previous ignition and / or increase (47) of the amount of secondary air to be blown into the exhaust pipe. 2. Regleranordning enligt krav 1, k ä n n e t e c k n a d av att pàverkningen av luft-/bränsleblandningen sker medelst avstängning av åtminstone enstaka insprutningar.Control device according to Claim 1, characterized in that the action of the air / fuel mixture takes place by means of switching off at least individual injections. 3. Regleranordning enligt krav 1, k ä n n e t e c k n a d av att vid drivmomentsreducering under varmkörning av motorn utföres magringen av blandningen (46) i med bränsle matade cylindrar i beroende av åtminstone en av storheterna motor- temperatur eller insugningslufttemperatur.Control device according to Claim 1, characterized in that when the torque is reduced during hot running of the engine, the thinning of the mixture (46) is carried out in fuel-fed cylinders depending on at least one of the quantities of engine temperature or intake air temperature. 4. Regleranordning enligt krav 3, k ä n n e t e c k n a d av att magringen (46) av blandningen i med bränsle matade cylindrar sker vid höga belastningsvärden.Control device according to Claim 3, characterized in that the thinning (46) of the mixture in fuel-fed cylinders takes place at high load values. 5. Regleranordning enligt krav 3, k ä n n e t e c k n a d av att tändvinkelförstàllningen sker i beroende av motor- temperaturen.5. Control device according to claim 3, characterized in that the ignition angle adjustment takes place as a function of the engine temperature.
SE9403491A 1993-10-13 1994-10-13 Control device for air / fuel mixture and ignition angle or timing of an internal combustion engine SE520781C2 (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE4334865A DE4334865C2 (en) 1993-10-13 1993-10-13 Control device for an internal combustion engine

Publications (3)

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SE9403491D0 SE9403491D0 (en) 1994-10-13
SE9403491L SE9403491L (en) 1995-04-14
SE520781C2 true SE520781C2 (en) 2003-08-26

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JP (1) JP3737145B2 (en)
DE (1) DE4334865C2 (en)
SE (1) SE520781C2 (en)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19704558A1 (en) * 1997-02-06 1998-08-13 Siemens Ag Process and device for catalytic exhaust gas cleaning and incineration plant
DE19940511A1 (en) * 1999-08-26 2001-03-08 Bosch Gmbh Robert Device and method for determining the ignition angle
DE10007242C2 (en) 2000-02-17 2003-03-20 Daimler Chrysler Ag Method and device for protecting the catalytic converter of an internal combustion engine against overheating

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Publication number Priority date Publication date Assignee Title
DE4041628A1 (en) * 1990-12-22 1992-07-02 Daimler Benz Ag MIX-COMPRESSING COMBUSTION ENGINE WITH SECONDARY AIR INLET AND WITH AIR MEASUREMENT IN THE SUCTION PIPE
DE4211173C2 (en) * 1992-04-03 1994-11-24 Audi Ag Traction control system for a motor vehicle with a spark ignition internal combustion engine

Also Published As

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DE4334865A1 (en) 1995-04-20
JP3737145B2 (en) 2006-01-18
SE9403491D0 (en) 1994-10-13
DE4334865C2 (en) 2003-03-13
SE9403491L (en) 1995-04-14
JPH07166915A (en) 1995-06-27

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