EP0964989B1 - Kraftstoff/luft-gemischregelungssystem einer brennkraftmaschine - Google Patents

Kraftstoff/luft-gemischregelungssystem einer brennkraftmaschine Download PDF

Info

Publication number: EP0964989B1
Authority: EP; European Patent Office
Prior art keywords: fuel; mwf; air mixture; change; combustion rate
Prior art date: 1997-12-24
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.): Expired - Lifetime

Application number

EP98966554A

Other languages

German (de)

English (en)

French (fr)

Other versions

EP0964989A1 (de

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.)

1997-12-24

Filing date

1998-12-17

Publication date

2003-11-12

1998-12-17 Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH

1999-12-22 Publication of EP0964989A1 publication Critical patent/EP0964989A1/de

2003-11-12 Application granted granted Critical

2003-11-12 Publication of EP0964989B1 publication Critical patent/EP0964989B1/de

2018-12-17 Anticipated expiration legal-status Critical

Status Expired - Lifetime legal-status Critical Current

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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
- 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 based on an evaluation of the Combustion rate.
Such a lambda control system is already known from DE 24 43 413 known at which the rate of combustion by evaluating an ion current flowing in the combustion chamber is won.
the known system considers regulation the lean running limit, that is to say with a lean fuel / air mixture in front. In this range of lambda values greater than 1 changes the average flame speed becomes monotonous with Changes in lambda so that the values of the determined Flame speeds in a unique way values for that Fuel / air mixture ratio lambda can be assigned.
This uniqueness goes when other lambda values are included, which is also fuel-rich mixture compositions (Lambda ⁇ 1), lost because the combustion or also flame speed in the range of lambda approx 0.85 has a maximum. In other words: in the area of the maximum, a value for the flame speed signal is sufficient not for regulation alone because of a flame speed value two lambda values can be assigned (Ambiguity).
the object of the invention is the specification of a method and a device that a Lambda control based on the detected combustion rate also in the area of the maximum combustion rate allow. It can measure the rate of combustion with a double ion current probe, as is known from DE 35 19 028.
the invention can be used particularly advantageously in small two-stroke engines apply as they are only a comparative requires little equipment and is therefore inexpensive is.
the following are exemplary embodiments of the invention explained with reference to the drawings.
Figure 1 shows the combustion chamber of an engine with a double ion current probe and flame fronts.
Figure 2 represents temporal Curves of ion currents.
Figure 3 shows the course of the Flame speed as a function of lambda.
Fig. 4 shows the technical environment of the invention.
Fig. 5 discloses one Structure of an embodiment of the invention.
the number 1 in Figure 1 denotes the flame front in Combustion chamber 2 of an engine. According to the direction of the arrow the flame runs from the left to the one on the right in the combustion chamber Double ion current probe 4, which is arranged from offset individual ion current probes 3 and 5 may be formed can.
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 Runtime delta_t that the flame front 1 to cover the Distance Sx required.
the delta_t determination can be seen in FIG. 2. Inscribed there the number 2.1 the signal of the first ion current probe and the number 2.2 designates the signal of the second ion current probe. After the start of combustion at the time t0 the signals of both probes rise with a time delay delta_t on. Delta_t can be determined, for example, by comparing the ion current signals with a threshold SW and delta_t as the time interval between the thresholds being exceeded is defined. Alternative to delta_t the distance can also be in degrees of the crankshaft angle Alpha can be determined.
Figure 3 shows the course of the determined from Sx and delta_t medium flame speed MWF for a constant engine speed as a function of the air ratio lambda a maximum MWF_max, the two sub-curves MWF_links and MWF_right separates from each other.
Figure 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.
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 controlled carburetor can also be used for the injection valve become.
the injection signal ti is in accordance with the structure of FIG educated. Then depending on speed n and load L des Engine 5.1 a base value tiG of the fuel metering signal a basic map GK (section 5.2). Subsequently the base value tiG becomes multiplicative at least once and / or additively corrected in logic blocks 5.7, 5.8 and, for example, as an injection pulse width for controlling a Injector used. About the evaluation of the ion currents IS is the mean flame speed in block 5.3 MWF of the subsequent combustion recorded.
controller 5.4 which is designed, for example, as an extreme value controller and is a maximum average flame speed MWF regulates.
This exemplary embodiment. is suitable for example especially for a two-stroke small engine that is stoichiometric to be operated at MWF-max.
the extreme value control procedure is based on an evaluation of the MWF response a temporary change in the amount of fuel. This Response indicates whether you are on the right or the left Side of the MWF-Max.
the Flame speed can be either to the right or to the left of Maximum MWP_max of the flame speed.
a predetermined change in the amount of fuel for example Increase.
the change can of course be additive or multiplicative via the connection of controller 5.4 to Link block 5.7 take place. If MWF then rises, MWF1 belonged to the right characteristic curve branch from FIG. 3 and it must be greased again. On the other hand, if MWF gets smaller, so MWF1 belongs to the left branch of the characteristic curve and it must be repeated be emaciated.
the corresponding to the maximum MWF Determine the amount of fuel. Because of the horizontal tangent the maximum is characterized by small MWF reactions changes in the amount of fuel. A sufficient one This means that a value close to the maximum can be recognized that the reaction to the rate of combustion a change in the amount of fuel a predetermined amount not reached. Alternatively, the proximity of the maximum can also be recognized by the fact that the direction of change of the Burning speed changes.
a desired air / fuel ratio can be enlarged by predetermined or reducing the amount of fuel added to the Set the maximum combustion rate.
Block 5.5 serves this purpose. This represents averaging the multiplicative or additive output variable of controller 5.4 under stationary operating conditions. Stationary Operating conditions exist, for example, when load L and speed n are approximately constant
the signals L and n are fed to block 5.5.
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 can be addressed depending on load L and speed n.
the values stored in the 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. From tiG will CORRECTION tiK by K.
the correction value linked with the base value for each operating point when the engine is running, the correction value linked with the base value for each operating point.
the learning process to determine the current adjusted correction value is repeated in a predetermined manner, to continuously adjust the fuel metering the changing operating conditions of the engine to ensure.
the sudden emaciation as a result of The air filter can be changed, for example, by evaluating the difference of the old and the new correction factor in the learning map respectively. If it is too large, this shows a mismatch which, presumably, for all other map locations also applies. Overwriting the map spaces with Then ones as a neutral element of multiplication a defined starting situation in which the small engine can be operated without the risk of overheating.
the invention is an alternative to using an injection system Can also be used in conjunction with a carburetor.
the carburetor geometry determines the base value of the Fuel quantity and thus replaces i.a. the basic map GK from Fig. 5.
the correction intervention can in this case affect the amount of air, for example by changing one Bypass air volume outside of at the carburetor fuel nozzles bypassed main air flow.
the corrective action can but also act in the fuel path, for example through change the pressure in a float chamber of the carburetor.

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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)

EP98966554A 1997-12-24 1998-12-17 Kraftstoff/luft-gemischregelungssystem einer brennkraftmaschine Expired - Lifetime EP0964989B1 (de)

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 (de)	1997-12-24	1998-12-17	Kraftstoff/luft-gemischregelungssystem einer brennkraftmaschine

Publications (2)

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

Family

ID=7853396

Family Applications (1)

Application Number	Title	Priority Date	Filing Date
EP98966554A Expired - Lifetime EP0964989B1 (de)	1997-12-24	1998-12-17	Kraftstoff/luft-gemischregelungssystem einer brennkraftmaschine

Country Status (4)

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

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

1997
- 1997-12-24 DE DE19757893A patent/DE19757893A1/de not_active Withdrawn
1998
- 1998-12-17 EP EP98966554A patent/EP0964989B1/de not_active Expired - Lifetime
- 1998-12-17 JP JP53438099A patent/JP2001513167A/ja active Pending
- 1998-12-17 WO PCT/DE1998/003708 patent/WO1999034103A1/de active IP Right Grant
- 1998-12-17 DE DE59810162T patent/DE59810162D1/de not_active Expired - Lifetime

Also Published As

Publication number	Publication date
DE19757893A1 (de)	1999-07-01
JP2001513167A (ja)	2001-08-28
EP0964989A1 (de)	1999-12-22
DE59810162D1 (de)	2003-12-18
WO1999034103A1 (de)	1999-07-08

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Publication	Publication Date	Title
DE2333743C2 (de)	1983-03-31	Verfahren und Vorrichtung zur Abgasentgiftung von Brennkraftmaschinen
DE2829958C2 (ja)	1987-11-12
DE2633617C2 (de)	1986-09-25	Verfahren und Vorrichtung zur Bestimmung von Einstellgrößen bei einer Brennkraftmaschine, insbesondere der Dauer von Kraftstoffeinspritzimpulsen, des Zündwinkels, der Abgasrückführrate
DE3408223C2 (ja)	1992-02-06
DE69838885T2 (de)	2008-04-17	Verbrennungsmaschine und Methode zur Regelung einer Verbrennungsmaschine
DE69822702T2 (de)	2004-08-12	Steuerungssystem für Brennkraftmaschine
EP0210177B1 (de)	1988-08-17	Vorrichtung und verfahren zur beeinflussung von betriebskenngrössen von brennkraftmaschinen
DE3410403C2 (de)	1986-07-17	Verfahren zum Steuern der einer Brennkraftmaschine nach Beendigung einer Kraftstoffabsperrung zugeführten Kraftstoffmenge
DE69015558T2 (de)	1995-05-11	System zur Rückkopplungsregelung des Luft-/Kraftstoffverhältnisses in einer Brennkraftmaschine.
EP0152604A1 (de)	1985-08-28	Steuer- und Regelverfahren für die Betriebskenngrössen einer Brennkraftmaschine
EP0433632A1 (de)	1991-06-26	Verfahren zum Steuern eines Ottomotors ohne Drosselklappe
DE3929746A1 (de)	1991-03-14	Verfahren und einrichtung zum steuern und regeln einer selbstzuendenden brennkraftmaschine
DE3714543C2 (ja)	1992-07-30
DE3878933T2 (de)	1993-06-17	Steuerungssystem fuer brennkraftmaschine.
DE3345862A1 (de)	1984-07-05	Verfahren und vorrichtung zum einstellen des luft/kraftstoff-verhaeltnisses bei verbrennungsmotoren
EP0151768A2 (de)	1985-08-21	Kraftstoff-Luft-Gemischzumesssystem für eine Brennkraftmaschine
DE69302715T2 (de)	1996-11-07	Steuerungsvorrichtung für das Kraftstoff/Luft-Verhältnis eines inneren Verbrennungsmotors
DE3835766A1 (de)	1989-05-18	Elektronisches, sich anpassendes steuergeraet fuer einen verbrennungsmotor
DE19612453A1 (de)	1997-10-02	Verfahren zum Bestimmen der in das Saugrohr oder in den Zylinder einer Brennkraftmaschine einzubringenden Kraftstoffmasse
EP0757168B1 (de)	2002-01-02	Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
DE3871569T2 (de)	1993-01-28	Steueranordnung des luft/kraftstoff-verhaeltnisses bei verbrennungsmotoren mit optimaler, vom betriebsbereich abhaengiger korrekturkoeffizienten-lerncharakteristik.
EP0964989B1 (de)	2003-11-12	Kraftstoff/luft-gemischregelungssystem einer brennkraftmaschine
DE3713791A1 (de)	1987-11-12	Verfahren zum regeln des luft/kraftstoff-verhaeltnisses des einer brennkraftmaschine gelieferten kraftstoffgemisches
DE3832270C2 (ja)	1992-01-09
DE19603778A1 (de)	1996-08-08	Verfahren und Vorrichtung zum Steuern eines eine Drosselventilverschmutzung betreffenden Lernens