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WO1999034103A1 - Systeme de regulation du melange carburant-air pour moteur a combustion interne - Google Patents

Systeme de regulation du melange carburant-air pour moteur a combustion interne Download PDF

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Publication number
WO1999034103A1
WO1999034103A1 PCT/DE1998/003708 DE9803708W WO9934103A1 WO 1999034103 A1 WO1999034103 A1 WO 1999034103A1 DE 9803708 W DE9803708 W DE 9803708W WO 9934103 A1 WO9934103 A1 WO 9934103A1
Authority
WO
WIPO (PCT)
Prior art keywords
fuel
air mixture
measure
internal combustion
combustion engine
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/DE1998/003708
Other languages
German (de)
English (en)
Inventor
Helmut Rembold
Bruno Frank
Gottlob Haag
Heinz Britsch
Heinz Stutzenberger
Uwe Mueller
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.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
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 Robert Bosch GmbH filed Critical Robert Bosch GmbH
Priority to EP98966554A priority Critical patent/EP0964989B1/fr
Priority to JP53438099A priority patent/JP2001513167A/ja
Priority to DE59810162T priority patent/DE59810162D1/de
Publication of WO1999034103A1 publication Critical patent/WO1999034103A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • 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
    • F02D35/021—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions using an ionic current sensor
    • 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
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/1454—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an oxygen content or concentration or the air-fuel ratio
    • F02D41/1458—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an oxygen content or concentration or the air-fuel ratio with determination means using an estimation

Definitions

  • the invention relates to the fuel / air mixture control for internal combustion engines on the basis of an evaluation of the combustion speed.
  • Such a lambda control system is already known from DE 24 43 413, in which the combustion rate is obtained by evaluating an ion current flowing in the combustion chamber.
  • the known system provides regulation at the lean running limit, that is to say with a lean fuel / air mixture.
  • the average flame speed changes monotonically with changes in lambda, so that the values of the determined flame speeds can be unambiguously assigned values for the fuel / air mixture ratio lambda.
  • a value for the flame speed signal alone is not sufficient for regulation, since a flame speed value two lambda values can be assigned (ambiguity).
  • the object of the invention is to provide a method and a device which allow lambda control on the basis of the detected combustion speed even in the region of the maximum combustion speed.
  • the combustion rate can be measured with a double ion current probe, as is known from DE 35 19 028.
  • the invention can be used particularly advantageously in two-stroke small engines, since it requires only a comparatively small outlay on equipment and is therefore inexpensive. Exemplary embodiments of the invention are explained below with reference to the drawings.
  • Figure 1 shows the combustion chamber of an engine with a double ion current probe and flame fronts.
  • FIG. 2 shows temporal courses of ion currents.
  • FIG. 3 shows the course of the flame speed as a function of lambda.
  • Fig. 4 shows the technical environment of the invention. 5 discloses a structure of an embodiment of the invention.
  • the number 1 in Figure 1 denotes the flame front in the combustion chamber 2 of an engine. According to the direction of the arrow, the flame runs from the left to the double ion current probe 4 arranged on the right in the combustion chamber, which can be formed from staggered individual ion current probes 3 and 5.
  • the letter combination Sx (number 8) denotes the spatial distance between the two ion current probes.
  • the principle of Flame speed measurement is based on the measurement of the running time delta_t, which the flame front 1 needs to cover the distance Sx.
  • the delta_t determination can be seen in FIG. 2.
  • Number 2.1 there designates the signal of the first ion current probe and number 2.2 designates the signal of the second ion current probe.
  • the signals of both probes rise with a time delay delta_t.
  • Delta_t can be determined, for example, by comparing the ion current signals with a threshold value SW and defining delta_t as the time interval between the threshold value violations.
  • the distance can also be determined in angular degrees of the crankshaft angle alpha.
  • FIG. 3 shows the course of the mean flame speed MWF determined from Sx and delta_t for a constant engine speed as a function of the air ratio lambda with a maximum MWF_max, which separates two sub-curves MWF_left and MWF_right from one another.
  • FIG. 4 shows the technical environment of the invention
  • Combustion chamber 2 with ion current probe arrangement 4 direct or intake manifold injection valve 4.6, control unit 4.7, a load detection means 4.8 and a speed sensor 4.9.
  • a regulated carburettor can also be used instead of the injection valve.
  • the injection signal ti is formed in accordance with the structure in FIG. 5. Then, depending on the speed n and load L of the engine 5.1, a base value tiG of the fuel metering signal is generated from a basic map GK (number 5.2). Subsequently the base value tiG is, for example, corrected at least once multiplicatively and / or additively in logic blocks 5.7, 5.8 and used, for example, as an injection pulse width to control an injection valve.
  • the mean flame speed MWF of the subsequent combustion is recorded in block 5.3 by evaluating the ion currents IS.
  • Controller 5.4 follows, which is designed, for example, as an extreme value regulator and regulates a maximum mean flame speed MWF.
  • This exemplary embodiment. is particularly suitable, for example, for a two-section small motor that is to be operated stoichiometrically at MWF-max.
  • the extreme value control method is based on an evaluation of the MWF reaction to a temporary change in the fuel quantity. This reaction indicates whether you are on the right or left side of the MWF-Max.
  • the current average combustion rate MWF1 is first formed from the ion current signals.
  • the flame speed can be either to the right or left of the maximum MWF_max of the flame speed.
  • a predetermined change in the fuel quantity for example an increase, is made to decide the relative position with respect to MWF-max. The change can of course take place additively or multiplicatively via the connection of the controller 5.4 to the link block 5.7. If MWF then rises, MWF1 belonged to the right characteristic curve branch from FIG. 3 and it has to be enriched again. However, if MWF becomes smaller, MWF1 belongs to the left branch of the characteristic curve and it must be emaciated again.
  • the amount of fuel associated with the maximum MWF can be determined within a few cycles. Because of the maximum horizontal tangent, this is characterized by small MWF reactions to a change in the amount of fuel. A value that is sufficiently close to the maximum can thus be recognized become that the reaction of the combustion speed to a change in the amount of fuel does not reach a predetermined extent. As an alternative to this, the proximity of the maximum can also be recognized by the fact that the direction of change of the combustion rate changes.
  • the engine can be enriched if it is specified that the engine should run a little richer. If the engine is to run lean, it must be leaned accordingly.
  • a desired fuel / air ratio can be set by predetermined increase or decrease in the amount of fuel that leads to the maximum combustion rate.
  • Block 5.5 serves this purpose. This represents averaging of the multiplicative or additive output variable of controller 5.4 under steady-state operating conditions. Stationary operating conditions exist, for example, when load L and speed n are approximately constant
  • Block 5.5 the signals L and n fed.
  • the output of controller 5.4 is fed to block 5.5 and averaged in block 5.5.1. If both signals L and n remain within predetermined fluctuation ranges in predetermined time intervals, block 5.5 evaluates this as a stationary operating condition.
  • the mean value of the output variable of controller 5.4 formed in block 5.5.1 is output via switch 5.5.2, which is closed in the stationary case, and transferred to a learning map KKstat (section 5.6), which is dependent on load L and speed n. is cash.
  • the values stored in the characteristic map act on the base signal tiG via the link block 5.8 in the same way as the output signals of the controller 5.4 in the link block 5.7. In other words: both blocks 5.7, 5.8 act either additively or multiplicatively.
  • the correction turns tiK into tiK.
  • the correction value when the engine is running, the correction value is linked to the base value for each operating point.
  • the learning process for determining the currently adjusted correction value is repeated in a predetermined manner in order to ensure a continuous adaptation of the fuel metering to the changing operating conditions of the engine.
  • the sudden emaciation due to an air filter change can take place, for example, by evaluating the difference between the old and the new correction factor in the learning map. If this is too large, this indicates a mismatch, which probably also applies to all other map locations. Overwriting the map locations with ones as a neutral element of the multiplication then creates a defined starting situation in which the small engine can be operated without the risk of overheating.
  • the invention can also be used in conjunction with a carburetor.
  • the carburetor geometry determines the base value of the fuel quantity and thus replaces, among other things. the basic map GK from FIG. 5.
  • the correction intervention can act on the amount of air, for example by changing a bypass air amount outside the main air flow passed by the carburetor fuel nozzles.
  • the correction intervention can also act in the fuel path, for example by changing the pressure in a float chamber of the carburetor.

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)

Abstract

L'invention concerne un procédé d'ajustement du mélange carburant-air, destiné à un moteur à combustion interne, selon lequel la vitesse de combustion (WF) du mélange carburant-air est déterminée en tant que grandeur pour le rapport dudit mélange. Pour la détermination de cette grandeur, en plus de la valeur absolue de la vitesse de combustion (WF) est également mesuré le sens de modification de la vitesse de combustion moyenne en fonction du mélange carburant-air, pour ladite valeur absolue.
PCT/DE1998/003708 1997-12-24 1998-12-17 Systeme de regulation du melange carburant-air pour moteur a combustion interne Ceased WO1999034103A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
EP98966554A EP0964989B1 (fr) 1997-12-24 1998-12-17 Systeme de regulation du melange carburant-air pour moteur a combustion interne
JP53438099A JP2001513167A (ja) 1997-12-24 1998-12-17 内燃機関の燃料／空気混合物の制御装置
DE59810162T DE59810162D1 (de) 1997-12-24 1998-12-17 Kraftstoff/luft-gemischregelungssystem einer brennkraftmaschine

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19757893A DE19757893A1 (de) 1997-12-24 1997-12-24 Kraftstoff/Luft-Gemischregelungssystem einer Brennkraftmaschine
DE19757893.4 1997-12-24

Publications (1)

Publication Number Publication Date
WO1999034103A1 true WO1999034103A1 (fr) 1999-07-08

Family

ID=7853396

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DE1998/003708 Ceased WO1999034103A1 (fr) 1997-12-24 1998-12-17 Systeme de regulation du melange carburant-air pour moteur a combustion interne

Country Status (4)

Country Link
EP (1) EP0964989B1 (fr)
JP (1) JP2001513167A (fr)
DE (2) DE19757893A1 (fr)
WO (1) WO1999034103A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9951741B2 (en) 2013-03-11 2018-04-24 Wayne State University Predictive correction in internal combustion engines
US11078860B2 (en) 2013-03-11 2021-08-03 Wayne State University Predictive correction in internal combustion engines

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2007042091A1 (fr) * 2005-10-11 2007-04-19 Eldor Corporation S.P.A. Procédé et dispositif pour la détermination et l’entrée de carburant dans un moteur à combustion interne sur la base d’un rapport air-carburant cible et d’un détecteur de courant ionique
DE102008061786A1 (de) * 2008-12-11 2010-06-17 Bayerische Motoren Werke Aktiengesellschaft Verfahren zum Betreiben einer Otto-Brennkraftmaschine zur Diagnose der Verbrennungsgeschwindigkeit
JP5853709B2 (ja) * 2012-01-10 2016-02-09 トヨタ自動車株式会社 内燃機関の空燃比検出装置および空燃比インバランス検出装置

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2443413A1 (de) 1974-09-11 1976-03-25 Bosch Gmbh Robert Verfahren und einrichtung zur regelung des betriebsverhaltens einer brennkraftmaschine
FR2485093A1 (fr) * 1980-06-20 1981-12-24 Bosch Gmbh Robert Procede pour regler la combustion dans les chambres de combustion d'un moteur a combustion interne
DE3519028A1 (de) 1985-05-25 1986-11-27 Robert Bosch Gmbh, 7000 Stuttgart Einrichtung zum erfassen von druckschwankungen im brennraum einer brennkraftmaschine
DE3833465A1 (de) * 1988-10-01 1990-04-05 Pierburg Gmbh Verfahren zur regelung des betriebsverhaltens einer brennkraftmaschine
US4964388A (en) * 1987-06-30 1990-10-23 Institut Francais Du Petrole Method and device for regulating a controlled ignition engine from the statistic distribution of an angular divergence
US5036669A (en) * 1989-12-26 1991-08-06 Caterpillar Inc. Apparatus and method for controlling the air/fuel ratio of an internal combustion engine
US5452603A (en) * 1992-07-21 1995-09-26 Daihatsu Motor Co., Ltd. Method for detecting lean limit by means of ionic current in an internal combustion engine
DE19819197A1 (de) * 1997-04-25 1999-01-28 Reinhard Dr Ing Latsch Verfahren und Vorrichtung zur Regelung der Gemischzusammensetzung an der Zündstelle bei Ottomotoren mit Kraftstoffdirekteinspritzung

Patent Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2443413A1 (de) 1974-09-11 1976-03-25 Bosch Gmbh Robert Verfahren und einrichtung zur regelung des betriebsverhaltens einer brennkraftmaschine
FR2284767A1 (fr) * 1974-09-11 1976-04-09 Bosch Gmbh Robert Procede et dispositif pour regler les conditions de fonctionnement d'un moteur a combustion interne
FR2485093A1 (fr) * 1980-06-20 1981-12-24 Bosch Gmbh Robert Procede pour regler la combustion dans les chambres de combustion d'un moteur a combustion interne
DE3519028A1 (de) 1985-05-25 1986-11-27 Robert Bosch Gmbh, 7000 Stuttgart Einrichtung zum erfassen von druckschwankungen im brennraum einer brennkraftmaschine
US4964388A (en) * 1987-06-30 1990-10-23 Institut Francais Du Petrole Method and device for regulating a controlled ignition engine from the statistic distribution of an angular divergence
DE3833465A1 (de) * 1988-10-01 1990-04-05 Pierburg Gmbh Verfahren zur regelung des betriebsverhaltens einer brennkraftmaschine
US5036669A (en) * 1989-12-26 1991-08-06 Caterpillar Inc. Apparatus and method for controlling the air/fuel ratio of an internal combustion engine
US5452603A (en) * 1992-07-21 1995-09-26 Daihatsu Motor Co., Ltd. Method for detecting lean limit by means of ionic current in an internal combustion engine
DE19819197A1 (de) * 1997-04-25 1999-01-28 Reinhard Dr Ing Latsch Verfahren und Vorrichtung zur Regelung der Gemischzusammensetzung an der Zündstelle bei Ottomotoren mit Kraftstoffdirekteinspritzung

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9951741B2 (en) 2013-03-11 2018-04-24 Wayne State University Predictive correction in internal combustion engines
US11078860B2 (en) 2013-03-11 2021-08-03 Wayne State University Predictive correction in internal combustion engines

Also Published As

Publication number Publication date
DE19757893A1 (de) 1999-07-01
JP2001513167A (ja) 2001-08-28
EP0964989B1 (fr) 2003-11-12
EP0964989A1 (fr) 1999-12-22
DE59810162D1 (de) 2003-12-18

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