WO2005019624A2 - Assembly of a combustion engine and a regulating system, such a regulating system and method of regulating a combustion engine - Google Patents

Assembly of a combustion engine and a regulating system, such a regulating system and method of regulating a combustion engine Download PDF

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Publication number
WO2005019624A2
WO2005019624A2 PCT/NL2004/000559 NL2004000559W WO2005019624A2 WO 2005019624 A2 WO2005019624 A2 WO 2005019624A2 NL 2004000559 W NL2004000559 W NL 2004000559W WO 2005019624 A2 WO2005019624 A2 WO 2005019624A2
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WO
WIPO (PCT)
Prior art keywords
regulating system
combustion engine
engine
designed
combustion
Prior art date
Application number
PCT/NL2004/000559
Other languages
French (fr)
Other versions
WO2005019624A3 (en
Inventor
Paul Johan Willem Maria Nooijen
Original Assignee
Paul Nooijen B.V.
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 Paul Nooijen B.V. filed Critical Paul Nooijen B.V.
Publication of WO2005019624A2 publication Critical patent/WO2005019624A2/en
Publication of WO2005019624A3 publication Critical patent/WO2005019624A3/en

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • 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
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/023—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the cylinder pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M59/00—Pumps specially adapted for fuel-injection and not provided for in groups F02M39/00 -F02M57/00, e.g. rotary cylinder-block type of pumps
    • F02M59/20—Varying fuel delivery in quantity or timing
    • F02M59/36—Varying fuel delivery in quantity or timing by variably-timed valves controlling fuel passages to pumping elements or overflow passages
    • F02M59/366—Valves being actuated electrically
    • 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
    • F02P5/153—Digital data processing dependent on combustion pressure
    • 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
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression 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
    • F02D41/0002—Controlling intake air
    • F02D2041/001—Controlling intake air for engines with variable valve actuation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0402—Engine intake system parameters the parameter being determined by using a model of the engine intake or its components
    • 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
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0047—Controlling exhaust gas recirculation [EGR]
    • F02D41/005—Controlling exhaust gas recirculation [EGR] according to engine operating conditions
    • 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
    • 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

Definitions

  • the invention relates to an assembly of a combustion engine and a regulating system in accordance with the preamble of claim 1.
  • One object of the invention is to provide an assembly with fewer restrictions .
  • an assembly according to the invention which is characterized in that the combustion engine is an n-stroke type engine, where n is equal to at least two.
  • n is equal to at least two.
  • the invention also relates to a method for regulating a combustion engine.
  • Figure 1 diagrammatically depicts an embodiment of an assembly according to the invention.
  • the assembly 1 comprises a combustion engine M and a regulating system R.
  • the regulating system may be designed to regulate at least one instant at which combustion is ignited in the engine.
  • the combustion engine is provided with at least one driving element (not shown) which, in use, executes cyclical movements.
  • the regulating system R comprises at least a first sensor I and a second sensor II.
  • the first sensor I is designed to determine a phase of the cyclical movements of the drive element
  • the second sensor II is designed to measure the combustion pressure in the engine M as a function of the phase.
  • the regulating system is provided with a microprocessor C, which emits an ignition signal OS in accordance with a predetermined program on the basis of the combustion pressure and the phase.
  • the combustion engine may comprise an n-stroke type engine, where n is equal to two or is equal to at least two.
  • the combustion engine may also comprise a petrol engine.
  • the regulating system R also to be designed to regulate a fuel/air ratio in the combustion engine , as indicated by a dashed line B/L.
  • the regulating system R also to be designed to actuate an, optionally variable, transmission of the cyclical movement of the drive element to a rotation shaft (not shown) of a device which, in use, is driven by the engine . This actuation is indicated by a dashed line 0.
  • the regulating system R may be provided with a third sensor, not shown, which is designed to determine an angular rotation of the rotation shaft, it also being possible for the regulating system to be designed to actuate the transmission partially on the basis of the angular rotation.
  • the regulating system also to be designed to determine a torque and a rotational speed in order to determine the power of the combustion engine (not shown in Figure 1) .
  • the regulating system may be designed to generate a database D in which historical data relating to the performance of the combustion engine M when using the regulating system R is stored and if appropriate adapted.
  • the combustion engine prefferably be provided with a recirculation system RS for recirculating some of the exhaust gas to a gas intake of the combustion engine.
  • the regulating system may furthermore be designed to regulate this recirculation system on the basis of at least the combustion pressure.
  • the regulation of the ignition instant is set up to regulate towards early ignition, producing the highest possible torque; this early shift in the ignition should preferably be as low as possible.
  • the fuel/air ratio can be regulated with the aid of a regulating system in an assembly according to the invention based on a maximum combustion pressure, which is dependent on the quantity of air drawn in, temperature, oxygen content, atmospheric humidity and air density.
  • the fuel/air ratio may also be regulated on the basis of the compression pressure in the cylinder for combustion, which gives a measure of the quantity of air drawn in, and a position of the throttle valve or, for example, the throttle lever gives the power requirement without the latter being measured separately; all of the above may optionally also take account of the additional pressure which is generated by a compressor, such as for example a turbine.
  • the atmospheric humidity and the air temperature can automatically also be taken into account in the pressure measurement. These factors each influence the final pressure for combustion (the influence of atmospheric humidity and air temperature on the compression pressure cannot be measured as absolute values, but can be measured in relation to earlier measurements) .
  • the system can quickly adapt to changes in the condition of the air.
  • the fuel/air ratio can be regulated on the basis of defined, predetermined measurement points and/or measurement ranges, for example at the start and end of the intake stroke, just after the spark, halfway through the working stroke or during part of the compression and/or working stroke.
  • the fuel/air ratio can be regulated on the basis of the maximum torque, which can be achieved, for example, by shifting the combustion pressure curve as a function of the arithmetical length of the arm of the crank pin, which can be calculated from the signal of the engine cycle angle sensor, also known as the phase sensor. Multiplying the values obtained, i.e. arithmetical length of the crank pin and associated combustion pressure, over a fixed range, for example the working stroke, gives a value which has a linear relationship with the torque level. If these values are multiplied by the rotational speed, which can be measured by the cycle sensor, then power is obtained. The engine regulation then starts to search for the maximum torque; in doing so, it can use the fuel consumption, maximum torque or highest efficiency as criterion.
  • Detonation takes place at a much higher frequency than the combustion cycle.
  • Applying a frequency filter over the combustion pressure signal produces a graph, such as for example a sinusoidal curve, and the height of the sine gives the extent to which detonation occurs. If there is no detonation, the graph takes the form of a horizontal straight line, and that part of the regulation which detects the extent of detonation may be of both analogue and digital design.
  • the system itself can generate a database, for example in the form of a file, which continuously adapts or updates the system itself with the latest values, which change on account of external and internal factors .
  • external factors include wet or dry, sea-level or high altitude, summer or winter.
  • internal factors include blockage of the air filter, engine wear, for example a leaking exhaust valve.
  • the measured values which can be stored include, for example: ignition instants associated with defined combustion pressures and rotational speeds. Injection instants associated with rotational speeds. Combustion pressure values and engine cycle position. Quantities of fuel to be injected associated with, for example, pressure of preceding stroke or strokes. Or a resultant from a defined algorithm, the end value of which in combination with the value for the quantity to be injected and/or the associated ignition instant and/or in some cases also other dependent regulating variables are stored with respect to one another.
  • a transmission is to be understood as meaning all types of transmission which may require actuation, for example: coupling/decoupling, gearboxes with different transmission ratios, continuously variable gearboxes, etc.
  • the combustion engine and/or the regulating system assembly may also be designed in such a way that the mechanical pump also has a coarse setting, which is actuated by the power requirement, which can be regulated by the driver. This may be effected electronically and mechanically, for example by producing a mechanical connection between the pump delivery and, for example, the accelerator lever/pedal, which is adjusted by means of a fine-regulating apparatus on the basis of a signal provided by the regulating system.
  • the combustion engine and/or the regulating system assembly can be designed in such a way that the regulating system is to regulate variable intake and exhaust valves which allow the air and/or gases to flow into and out of the combustion chamber, with the form of both the intake and the exhaust influencing the profile of the combustion pressure curve.
  • the regulating system according to the invention can actuate the variable intake and exhaust by, for example, searching for the maximum torque, the maximum efficiency or the most environmentally friendly state for a defined power requirement.
  • a variable exhaust valve can determine the height of the exhaust scavenge port or the length of the expansion exhaust.
  • a valve In a four-stroke engine, a valve may, for example, be pneumatically actuated by an electronic valve, which in turn is operated by the regulating system. In four-stroke engines it is likewise known to use systems imposing an early shift on the camshaft, which can also be actuated by the regulating system.
  • Intake and exhaust parts include, for example, the inlet manifold and the exhaust manifold or parts thereof, and by making the length thereof variable, it is possible to determine the final filling level, i.e. the air which is present in the cylinder and therefore also the ultimate combustion pressure curve. In this way, it is possible for the combustion pressure curve and the regulation to regulate the variable intake and exhaust.

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

Abstract

Assembly of a combustion engine and a regulating system for regulating at least one instant at which combustion is ignited in the engine, the combustion engine being provided with at least one drive element which, in use, executes cyclical movements, and the regulating system comprising at least a first sensor and a second sensor, the first sensor being designed to determine a phase of the cyclical movements of the drive element, and the second sensor being designed to measure the combustion pressure in the engine as a function of the phase, the regulating system also being provided with a microprocessor which emits an ignition signal in accordance with a predetermined program based on the combustion pressure and the phase, in which assembly the combustion engine is an n-stroke type engine, where n is equal to at least two, and a regulating system suitable for use in an assembly of this type.

Description

Assembly of a combustion engine and a regulating system, such a regulating system and method of regulating a combustion engine
The invention relates to an assembly of a combustion engine and a regulating system in accordance with the preamble of claim 1.
An assembly of this type is known per se and has the drawback of being considered unstable, for which reason it is limited to a regulating system and a combustion engine with gradual state changes to which the regulating system can react.
One object of the invention is to provide an assembly with fewer restrictions .
This object is achieved by an assembly according to the invention which is characterized in that the combustion engine is an n-stroke type engine, where n is equal to at least two. Surprisingly, it has been found that an assembly of this type, in which, incidentally, regulating variables such as the throttle valve position and air mass are omitted, contrary to general expectation, can in fact function stably and successfully, as has been proven by our laboratory tests. In particular, n is equal to two. The provision of an assembly according to the invention widens the range of applications for such a regulating system and combustion engine.
The invention also relates to a method for regulating a combustion engine.
The invention is explained in more detail below with reference to a drawing, in which Figure 1 diagrammatically depicts an embodiment of an assembly according to the invention.
The assembly 1 comprises a combustion engine M and a regulating system R. The regulating system may be designed to regulate at least one instant at which combustion is ignited in the engine.
The combustion engine is provided with at least one driving element (not shown) which, in use, executes cyclical movements.
The regulating system R comprises at least a first sensor I and a second sensor II. The first sensor I is designed to determine a phase of the cyclical movements of the drive element, and the second sensor II is designed to measure the combustion pressure in the engine M as a function of the phase. Furthermore, the regulating system is provided with a microprocessor C, which emits an ignition signal OS in accordance with a predetermined program on the basis of the combustion pressure and the phase. The combustion engine may comprise an n-stroke type engine, where n is equal to two or is equal to at least two. The combustion engine may also comprise a petrol engine.
Furthermore, it is possible for the regulating system R also to be designed to regulate a fuel/air ratio in the combustion engine , as indicated by a dashed line B/L.
Furthermore, it is possible for the regulating system R also to be designed to actuate an, optionally variable, transmission of the cyclical movement of the drive element to a rotation shaft (not shown) of a device which, in use, is driven by the engine . This actuation is indicated by a dashed line 0.
Furthermore, the regulating system R may be provided with a third sensor, not shown, which is designed to determine an angular rotation of the rotation shaft, it also being possible for the regulating system to be designed to actuate the transmission partially on the basis of the angular rotation.
For example, it is also possible for the regulating system also to be designed to determine a torque and a rotational speed in order to determine the power of the combustion engine (not shown in Figure 1) .
Furthermore, the regulating system may be designed to generate a database D in which historical data relating to the performance of the combustion engine M when using the regulating system R is stored and if appropriate adapted.
It is also possible for the combustion engine to be provided with a recirculation system RS for recirculating some of the exhaust gas to a gas intake of the combustion engine. The regulating system may furthermore be designed to regulate this recirculation system on the basis of at least the combustion pressure.
The invention is in no way restricted to the example which has been shown and discussed. For example, it is also possible for the regulation of the ignition instant to be set up to regulate towards early ignition, producing the highest possible torque; this early shift in the ignition should preferably be as low as possible.
The fuel/air ratio can be regulated with the aid of a regulating system in an assembly according to the invention based on a maximum combustion pressure, which is dependent on the quantity of air drawn in, temperature, oxygen content, atmospheric humidity and air density. The fuel/air ratio may also be regulated on the basis of the compression pressure in the cylinder for combustion, which gives a measure of the quantity of air drawn in, and a position of the throttle valve or, for example, the throttle lever gives the power requirement without the latter being measured separately; all of the above may optionally also take account of the additional pressure which is generated by a compressor, such as for example a turbine. The atmospheric humidity and the air temperature can automatically also be taken into account in the pressure measurement. These factors each influence the final pressure for combustion (the influence of atmospheric humidity and air temperature on the compression pressure cannot be measured as absolute values, but can be measured in relation to earlier measurements) . The system can quickly adapt to changes in the condition of the air.
It is also possible for the fuel/air ratio to be regulated on the basis of defined, predetermined measurement points and/or measurement ranges, for example at the start and end of the intake stroke, just after the spark, halfway through the working stroke or during part of the compression and/or working stroke.
Furthermore, the fuel/air ratio can be regulated on the basis of the maximum torque, which can be achieved, for example, by shifting the combustion pressure curve as a function of the arithmetical length of the arm of the crank pin, which can be calculated from the signal of the engine cycle angle sensor, also known as the phase sensor. Multiplying the values obtained, i.e. arithmetical length of the crank pin and associated combustion pressure, over a fixed range, for example the working stroke, gives a value which has a linear relationship with the torque level. If these values are multiplied by the rotational speed, which can be measured by the cycle sensor, then power is obtained. The engine regulation then starts to search for the maximum torque; in doing so, it can use the fuel consumption, maximum torque or highest efficiency as criterion.
Furthermore, it is possible to regulate the fuel/air ratio on the basis of a detonation limit. Detonation takes place at a much higher frequency than the combustion cycle. Applying a frequency filter over the combustion pressure signal produces a graph, such as for example a sinusoidal curve, and the height of the sine gives the extent to which detonation occurs. If there is no detonation, the graph takes the form of a horizontal straight line, and that part of the regulation which detects the extent of detonation may be of both analogue and digital design.
Furthermore, it is possible to regulate the fuel/air ratio on the basis of the form of the graph, which can be recognized by a graphic system which is suitable for this purpose and is known per se.
Furthermore, it is possible to regulate the fuel/air ratio by allowing the system itself to generate a database, for example in the form of a file, which continuously adapts or updates the system itself with the latest values, which change on account of external and internal factors . Examples of external factors include wet or dry, sea-level or high altitude, summer or winter. Examples of internal factors include blockage of the air filter, engine wear, for example a leaking exhaust valve. The measured values which can be stored include, for example: ignition instants associated with defined combustion pressures and rotational speeds. Injection instants associated with rotational speeds. Combustion pressure values and engine cycle position. Quantities of fuel to be injected associated with, for example, pressure of preceding stroke or strokes. Or a resultant from a defined algorithm, the end value of which in combination with the value for the quantity to be injected and/or the associated ignition instant and/or in some cases also other dependent regulating variables are stored with respect to one another.
The addition of a sensor, which measures the angular rotation and/or position and/or rotational speed of the output shaft of the reduction mechanism or gearbox, and therefore the speed of, for example, the vehicle, to the regulating system allows the regulating system to actuate the (optionally variable) transmission, if appropriate including a clutch. A transmission is to be understood as meaning all types of transmission which may require actuation, for example: coupling/decoupling, gearboxes with different transmission ratios, continuously variable gearboxes, etc.
Implementing the variants described above will not present any problems to the person skilled in the art.
Variants of this type are each deemed to lie within the scope of the invention.
The combustion engine and/or the regulating system assembly may also be designed in such a way that the mechanical pump also has a coarse setting, which is actuated by the power requirement, which can be regulated by the driver. This may be effected electronically and mechanically, for example by producing a mechanical connection between the pump delivery and, for example, the accelerator lever/pedal, which is adjusted by means of a fine-regulating apparatus on the basis of a signal provided by the regulating system.
It is also possible for the combustion engine and/or the regulating system assembly to be designed in such a way that the regulating system is to regulate variable intake and exhaust valves which allow the air and/or gases to flow into and out of the combustion chamber, with the form of both the intake and the exhaust influencing the profile of the combustion pressure curve. The regulating system according to the invention can actuate the variable intake and exhaust by, for example, searching for the maximum torque, the maximum efficiency or the most environmentally friendly state for a defined power requirement. In a two-stroke engine, a variable exhaust valve can determine the height of the exhaust scavenge port or the length of the expansion exhaust. In a four-stroke engine, a valve may, for example, be pneumatically actuated by an electronic valve, which in turn is operated by the regulating system. In four-stroke engines it is likewise known to use systems imposing an early shift on the camshaft, which can also be actuated by the regulating system. Intake and exhaust parts include, for example, the inlet manifold and the exhaust manifold or parts thereof, and by making the length thereof variable, it is possible to determine the final filling level, i.e. the air which is present in the cylinder and therefore also the ultimate combustion pressure curve. In this way, it is possible for the combustion pressure curve and the regulation to regulate the variable intake and exhaust.

Claims

1. Assembly of a combustion engine and a regulating system for regulating at least one instant at which combustion is ignited in the engine, the combustion engine being provided with at least one drive element which, in use, executes cyclical movements, and the regulating system comprising at least a first sensor and a second sensor, the first sensor being designed to determine a phase of the cyclical movements of the drive element, and the second sensor being designed to measure the combustion pressure in the engine as a function of the phase, the regulating system also being provided with a microprocessor which emits an ignition signal in accordance with a predetermined program based on the combustion pressure and the phase, characterized in that the combustion engine is an n-stroke type engine, where n is equal to at least two.
2. Assembly according to claim 1, characterized in that n is equal to two.
3. Assembly according to claim 1 or 2, characterized in that the regulating system is also designed to regulate a fuel/air ratio in the combustion engine, which can be done by allowing the system to constantly search for the detonation limit, it being possible for that part of the regulation which detects the degree of detonation to be of both analogue and digital design.
4. Assembly according to claim 1, 2 or 3, characterized in that the regulating system is also designed to actuate an optionally variable transmission of the cyclical motion of the drive element to a rotation shaft of a device which, in use, is driven by the engine.
Assembly according to claim 4, characterized in that the regulating system is also provided with a third sensor, which is designed to determine an angular rotation of the rotation shaft, and the regulating system is also designed to actuate the transmission, partially on the basis of the angular rotation.
6. Assembly according to one of the preceding claims, characterized in that the regulating system is also designed to determine a torque and a rotational speed in order to determine the power of the combustion engine.
7. Assembly according to claim 6, characterized in that the regulating system is also designed to generate a database in which historical data relating to the performance of the combustion engine when using the regulating system is stored and adapted as appropriate, such as for example the value from a regulating algorithm which is stored in relation to the combustion pressure and cycle.
8. Assembly according to one of the preceding claims, characterized in that the combustion engine is provided with a recirculation system for recirculating some of the exhaust gas to a gas intake of the combustion engine, the regulating system also being designed to regulate this recirculation system on the basis at least of the combustion pressure.
9. Assembly according to one of the preceding claims, characterized in that the combustion engine comprises a petrol engine.
10. Assembly according to one of the preceding claims, in which the combustion engine is provided with injection means which are designed as a mechanical fuel pump that is connected to the drive element and can provide a variable pump delivery, the setting of the delivery volume being controlled via an electronic regulating path as a function of a signal emitted by the regulating system.
11. Assembly according to claim 10, in which the mechanical pump also has a coarse setting, which is actuated by the power requirement, which can be regulated by the driver.
12. Assembly according to one of the preceding claims, in which the regulating system is designed to predict the mass of air which flows to the combustion engine on the basis of, for example, taking a fixed measurement point for combustion.
13. Assembly according to one of the preceding claims, in which the regulating system is designed to regulate variable intake and exhaust valves and/or to determine the length of intake and exhaust parts.
14. Regulating system characterized in that the regulating system is suitable for use in an assembly according to one of the preceding claims.
15. Method for regulating a combustion engine, the method comprising: the regulation of at least one instant at which the combustion is ignited in the engine on the basis of a phase of cyclical movements of a drive element accommodated in the engine on the basis of the combustion pressure in the engine as a function of the phase.
16. Method according to claim 15, the method also comprising: the regulation of a fuel/air ratio in the combustion engine.
17. Method according to claim 16 or 17, the method also comprising: the actuation of an (optionally variable) transmission of the cyclical movement of the drive element to a rotation shaft of a device which, in use, is driven by the engine.
18. Method according to claim 17, the method also comprising: the determination of an angular rotation of the rotation shaft, and the actuation of the transmission partly on the basis of the angular rotation.
19. Method according to one of claims 15-18, the method also comprising: the determination of a torque and a rotational speed in order to determine the power of the combustion engine, and the possibility of executing regulation as a function thereof.
20. Method according to one of claims 15-19, the method also comprising: the generation of a database in which historical data relating to the performance of the combustion engine when using the regulating system is stored and if appropriate adapted.
21. Method according to one of claims 15-20, the method also comprising: the recirculation of some of the exhaust gas to a gas intake of the combustion engine, the regulating system also being designed to regulate this recirculation system on the basis of at least the combustion pressure.
22. Method according to one of claims 15-21, in which the combustion engine is an n-stroke type engine, where n is equal to at least two, i.e. a 2-stroke engine.
23. Method according to one of claims 15-22, in which the combustion engine comprises a petrol engine.
PCT/NL2004/000559 2003-08-12 2004-08-09 Assembly of a combustion engine and a regulating system, such a regulating system and method of regulating a combustion engine WO2005019624A2 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
NL1024086 2003-08-12
NL1024086A NL1024086C1 (en) 2003-08-12 2003-08-12 Assembly of a combustion engine and a control system for controlling at least a time when ignition of the combustion in the engine takes place, such a control system and a method for controlling a combustion engine.

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WO2005019624A2 true WO2005019624A2 (en) 2005-03-03
WO2005019624A3 WO2005019624A3 (en) 2005-05-06

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Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0370594A1 (en) * 1988-11-19 1990-05-30 Ford Motor Company Limited Engine management system
EP0742359A2 (en) * 1995-05-12 1996-11-13 Yamaha Hatsudoki Kabushiki Kaisha Method and apparatus for controlling the operation of an internal combustion engine
DE19705463A1 (en) * 1997-02-13 1998-08-20 Bosch Gmbh Robert Controlling fuel supply to internal combustion engine
EP1106805A1 (en) * 1998-08-12 2001-06-13 Hitachi, Ltd. Engine combustion control device
FR2805001A1 (en) * 2000-02-12 2001-08-17 Bosch Gmbh Robert INTERNAL COMBUSTION ENGINE AND METHOD OF IMPLEMENTING
FR2835281A1 (en) * 2002-01-25 2003-08-01 Peugeot Citroen Automobiles Sa Method for estimating mass of air admitted into engine combustion chamber consists of modeling air mass as function of pressure variation in combustion chamber from polytropic gas compression law

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0370594A1 (en) * 1988-11-19 1990-05-30 Ford Motor Company Limited Engine management system
EP0742359A2 (en) * 1995-05-12 1996-11-13 Yamaha Hatsudoki Kabushiki Kaisha Method and apparatus for controlling the operation of an internal combustion engine
DE19705463A1 (en) * 1997-02-13 1998-08-20 Bosch Gmbh Robert Controlling fuel supply to internal combustion engine
EP1106805A1 (en) * 1998-08-12 2001-06-13 Hitachi, Ltd. Engine combustion control device
FR2805001A1 (en) * 2000-02-12 2001-08-17 Bosch Gmbh Robert INTERNAL COMBUSTION ENGINE AND METHOD OF IMPLEMENTING
FR2835281A1 (en) * 2002-01-25 2003-08-01 Peugeot Citroen Automobiles Sa Method for estimating mass of air admitted into engine combustion chamber consists of modeling air mass as function of pressure variation in combustion chamber from polytropic gas compression law

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NL1024086C1 (en) 2005-02-15

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