EP0964989A1 - 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

Info

Publication number
EP0964989A1
EP0964989A1 EP98966554A EP98966554A EP0964989A1 EP 0964989 A1 EP0964989 A1 EP 0964989A1 EP 98966554 A EP98966554 A EP 98966554A EP 98966554 A EP98966554 A EP 98966554A EP 0964989 A1 EP0964989 A1 EP 0964989A1
Authority
EP
European Patent Office
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.)
Granted
Application number
EP98966554A
Other languages
German (de)
English (en)
Other versions
EP0964989B1 (fr
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
Publication of EP0964989A1 publication Critical patent/EP0964989A1/fr
Application granted granted Critical
Publication of EP0964989B1 publication Critical patent/EP0964989B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime 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.
EP98966554A 1997-12-24 1998-12-17 Systeme de regulation du melange carburant-air pour moteur a combustion interne Expired - Lifetime EP0964989B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19757893A DE19757893A1 (de) 1997-12-24 1997-12-24 Kraftstoff/Luft-Gemischregelungssystem einer Brennkraftmaschine
DE19757893 1997-12-24
PCT/DE1998/003708 WO1999034103A1 (fr) 1997-12-24 1998-12-17 Systeme de regulation du melange carburant-air pour moteur a combustion interne

Publications (2)

Publication Number Publication Date
EP0964989A1 true EP0964989A1 (fr) 1999-12-22
EP0964989B1 EP0964989B1 (fr) 2003-11-12

Family

ID=7853396

Family Applications (1)

Application Number Title Priority Date Filing Date
EP98966554A Expired - Lifetime EP0964989B1 (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)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7925420B2 (en) 2005-10-11 2011-04-12 Eldor Corporation, S.p.A. Method and device for the determination and input of fuel into an internal combustion engine on the basis of an air-fuel ratio target and ionic current sensor
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
CN105143649B (zh) * 2013-03-11 2019-03-08 韦恩州立大学 内燃机中的预测校正
US11078860B2 (en) 2013-03-11 2021-08-03 Wayne State University Predictive correction in internal combustion engines

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2443413C2 (de) 1974-09-11 1983-11-17 Robert Bosch Gmbh, 7000 Stuttgart Verfahren und Einrichtung zur Regelung des Betriebszustands einer Brennkraftmaschine
DE3111135A1 (de) * 1980-06-20 1982-03-11 Robert Bosch Gmbh, 7000 Stuttgart Verfahren zum regeln der verbrennung in den brennraeumen einer brennkraftmaschine
DE3519028C2 (de) 1985-05-25 1993-10-28 Bosch Gmbh Robert Einrichtung zum Erfassen von klopfenden Verbrennungsvorgängen bei einer Brennkraftmaschine
FR2617539B1 (fr) * 1987-06-30 1992-08-21 Inst Francais Du Petrole Methode et dispositif de reglage d'un moteur a allumage commande a partir de la distribution statistique d'un ecart angulaire
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
JP3150429B2 (ja) * 1992-07-21 2001-03-26 ダイハツ工業株式会社 イオン電流によるリーン限界検出方法
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

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO9934103A1 *

Also Published As

Publication number Publication date
DE19757893A1 (de) 1999-07-01
JP2001513167A (ja) 2001-08-28
DE59810162D1 (de) 2003-12-18
WO1999034103A1 (fr) 1999-07-08
EP0964989B1 (fr) 2003-11-12

Similar Documents

Publication Publication Date Title
DE19680104C2 (de) Verfahren und System zum Steuern von Verbrennungsmotoren
DE3408223C2 (fr)
DE2829958C2 (fr)
DE2633617C2 (de) Verfahren und Vorrichtung zur Bestimmung von Einstellgrößen bei einer Brennkraftmaschine, insbesondere der Dauer von Kraftstoffeinspritzimpulsen, des Zündwinkels, der Abgasrückführrate
EP0152604B1 (fr) Méthode de commande et de régulation des paramètres de fonctionnement d'un moteur à C.I.
DE4117440C2 (de) Adaptive Kraftstoff/Luft-Gemisch-Einstellung zum Berücksichtigen von Kraftstoffeigenschaften
DE4208002B4 (de) System zur Steuerung einer Brennkraftmaschine
EP0940571B1 (fr) Procédé et dispositif pour contrôler l'injection de carburant
DE19837199B4 (de) System zum Erfassen eines Fehlers eines Kraftstoffdrucksensors in einer Brennkraftmaschine
DE69015558T2 (de) System zur Rückkopplungsregelung des Luft-/Kraftstoffverhältnisses in einer Brennkraftmaschine.
EP0210177B1 (fr) Dispositif et procede pour varier les parametres de marche de machines a combustion interne
DE3500594A1 (de) Zumesssystem fuer eine brennkraftmaschine zur beeinflussung des betriebsgemisches
DE69822702T2 (de) Steuerungssystem für Brennkraftmaschine
EP0151768A2 (fr) Système de dosage du mélange air-carburant pour un moteur à combustion
EP0757168B1 (fr) Méthode et dispositif pour la commande d'un moteur à combustion interne
DE3835766A1 (de) Elektronisches, sich anpassendes steuergeraet fuer einen verbrennungsmotor
DE3830602C2 (fr)
DE3871569T2 (de) Steueranordnung des luft/kraftstoff-verhaeltnisses bei verbrennungsmotoren mit optimaler, vom betriebsbereich abhaengiger korrekturkoeffizienten-lerncharakteristik.
EP0964989B1 (fr) Systeme de regulation du melange carburant-air pour moteur a combustion interne
DE19522659C2 (de) Kraftstoffzufuhrsystem und Kraftstoffzufuhrverfahren für eine Verbrennungskraftmaschine
DE3825945A1 (de) Vorrichtung zur erfassung von ablagerungen innerhalb einer brennkraftmaschine
DE112019003496T5 (de) Steuerungsvorrichtung und Diagnoseverfahren für einen Verbrennungsmotor
DE3832270C2 (fr)
DE19603778A1 (de) Verfahren und Vorrichtung zum Steuern eines eine Drosselventilverschmutzung betreffenden Lernens
DE3827780A1 (de) Luft/brennstoff-verhaeltnis-steuerung mit rueckfuehrung fuer brennkraftmaschinen

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): DE FR GB IT

17P Request for examination filed

Effective date: 20000110

17Q First examination report despatched

Effective date: 20020529

GRAH Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOS IGRA

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): DE FR GB IT

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GB

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20031112

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

Free format text: NOT ENGLISH

REF Corresponds to:

Ref document number: 59810162

Country of ref document: DE

Date of ref document: 20031218

Kind code of ref document: P

GBV Gb: ep patent (uk) treated as always having been void in accordance with gb section 77(7)/1977 [no translation filed]

Effective date: 20031112

ET Fr: translation filed
PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

26N No opposition filed

Effective date: 20040813

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: IT

Payment date: 20121220

Year of fee payment: 15

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: FR

Payment date: 20130123

Year of fee payment: 15

REG Reference to a national code

Ref country code: FR

Ref legal event code: ST

Effective date: 20140829

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: FR

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20131231

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IT

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20131231

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 20160224

Year of fee payment: 18

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IT

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20131217

REG Reference to a national code

Ref country code: DE

Ref legal event code: R119

Ref document number: 59810162

Country of ref document: DE

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20170701