GB2353070A - I.c. engine with pre-mixed intake charge and controlled auto-ignition under part-load conditions - Google Patents
I.c. engine with pre-mixed intake charge and controlled auto-ignition under part-load conditions Download PDFInfo
- Publication number
- GB2353070A GB2353070A GB9919031A GB9919031A GB2353070A GB 2353070 A GB2353070 A GB 2353070A GB 9919031 A GB9919031 A GB 9919031A GB 9919031 A GB9919031 A GB 9919031A GB 2353070 A GB2353070 A GB 2353070A
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- GB
- United Kingdom
- Prior art keywords
- engine
- auto
- charge
- ignition
- instant
- 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.)
- Withdrawn
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Classifications
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- 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
-
- 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
- F02B1/00—Engines characterised by fuel-air mixture compression
- F02B1/12—Engines characterised by fuel-air mixture compression with compression 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
- F02D35/028—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the combustion timing or phasing
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D37/00—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for
- F02D37/02—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for one of the functions being ignition
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0002—Controlling intake air
-
- 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
- F02D41/30—Controlling fuel injection
- F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
- F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
- F02D41/3035—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the premixed charge compression-ignition mode
-
- 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
- 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
- F02D35/022—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions using an optical sensor, e.g. in-cylinder light probe
-
- 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
- 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
- F02D35/025—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining temperatures inside the cylinder, e.g. combustion temperatures
-
- 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
- F02D41/30—Controlling fuel injection
- F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
- F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
- F02D41/3035—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the premixed charge compression-ignition mode
- F02D41/3041—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the premixed charge compression-ignition mode with means for triggering compression ignition, e.g. spark plug
-
- 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
- F02P17/00—Testing of ignition installations, e.g. in combination with adjusting; Testing of ignition timing in compression-ignition engines
- F02P17/12—Testing characteristics of the spark, ignition voltage or current
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Ignition Installations For Internal Combustion Engines (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Abstract
A combustion chamber is monitored to determine if the charge has auto-ignited by a predetermined instant in the cycle and a parameter of the charge (eg temperature, EGR ratio, fuel/air ratio, NOx concentration or residual gas content as affected by variable valve timing) that affects the temperature and pressure at which the charge ignites is modified to cause the auto-ignition instant to coincide with the predetermined instant. The spark plug may be used to determine if auto-ignition has occurred by monitoring the sparking voltage and/or current to determine the state of ionisation of the charge at the instant of the spark (prior auto-ignition can be detected because it lowers breakdown voltage, increases breakdown current and reduces spark voltage decay time). Alternatively, it is possible to use a separate ionisation sensor, a pressure sensor, a temperature sensor or an optical sensor, allowing the invention to be applied also to diesel engines which are fed with a pre-mixed charge under pan-load conditions. An intake air heating system 14 and a NOx generator 15 may be provided in the intake system.
Description
2353070 ENGINE WITH CONTROLLED AUTO-IGNITION
Field of the invention
The present invention relates to a premixed charge internal combustion engine and in particular to such an engine having a system for inducing auto-ignition in a controlled manner during part-load operation.
Background of the invention
Spontaneous combustion, also termed compression ignition or auto-ignition, in spark ignited internal combustion engines is known and has generally been regarded as undesirable as it normally manifests itself as knock when the engine is operating under high load and as such is a cause of severe engine damage. Spontaneous combustion differs from normal combustion in that, in place of a controlled burning of the charge by flame propagation from a spark, there is a detonation when a large proportion of the charge effectively explodes and generates a very high combustion pressure.
More recently, it has been realised that though such spontaneous ignition should indeed be avoided under high load operating conditions, it has advantages if it can be induced at lower engine loads in that it produces cleaner exhaust gases (in particular very low Nox emissions) and allows leaner mixtures to be burnt completely. However, such combustion is difficult to control and various systems have been proposed to operate a spark ignition engine in the auto-ignition mode under predetermined part-load operating conditions.
Of course auto-ignition occurs all the time in compression ignition engines having a high compression ratio, such as diesel engine. In such engines, auto-ignition 2 is controlled by not introducing fuel into the air charge until after the charge has been compressed, and the fuel is ignited spontaneously as soon as it is injected into the combustion chamber and is burnt at the rate of injection of the fuel injection equipment without forming a premixed charge.
Operating a diesel engine with a premixed charge is undesirable at high load as it triggers the whole charge to spontaneously ignite and produces excessively high combustion pressure causing severe engine damage. On the other hand, it has been realised that there are also advantages in using a premixed charge in a diesel engine at lower engine loads in that it produces cleaner exhaust gases especially for NOx and soot.
Known methods for controlling auto-ignition in a premixed charge engine operating at part load have included heating the intake air, varying the proportion of recirculated exhaust gas (EGR), or modifying the fuel/air ratio. Such methods however do not provide direct control of the timing of auto- igniti-on, because, depending on the charge composition and initial temperature, auto-ignition may occur at different times during the compression stroke and it may be too early or too late in the engine cycle for optimum thermal efficiency. For this reason, the load/speed range in which premixed charge compression ignition may be used is limited.
Object of the invention The present invention seeks to provide an engine control system that allows the timing of auto-ignition to be controlled with greater accuracy.
- 3 Summary of the invention
According to the present invention in its broadest aspect, there is provided a method of controlling an internal combustion engine to cause a premixed intake charge to auto- ignite when the engine is operating under part load conditions, which method comprises monitoring a combustion chamber to determine if the charge in the combustion chamber has auto-ignited by a predetermined instant in the engine operating cycle, and modifying a parameter of the charge that affects the temperature and pressure at which the charge will auto-ignite, so as to cause the instant of autoignition to coincide with the predetermined instant.
Preferably, an auto-ignition parameter of the intake charge is varied by a fixed increment in a direction to delay auto- ignition when auto-ignition occurs prior to the desired predetermined time and is varied by a fixed increment in the opposite direction when auto-ignition does not occur by the predetermined time.
In accordance with a second aspect of the invention, there is provided an internal combustion engine having a management system operative to cause a premixed intake charge to auto-ignite when the engine is operating under part load conditions, the engine comprising means for monitoring a combustion chamber to determine if the charge in the combustion chamber has auto- ignited by a predetermined instant in the engine operating cycle, and means for modifying a parameter of the charge that affects the temperature and pressure at which the charge will autoignite, so as to cause the instant of auto-ignition to coincide with the predetermined instant.
In a spark ignition engine, it is preferred to use the spark plug as the means for determining if auto-ignition has occurred by a predetermined time in the engine cycle. To 4 this end, it is possible to fire a spark at the desired ignition timing and to monitor the sparking voltage and/or current to determine the state of ionisation of the charge at the instant of the spark. Firing a spark does no harm if the charge is already burning and is a good safeguard in that it ensures that ignition takes place in each and every cycle of engine operation.
It is not however essential to use the spark plug as a means of determining if auto-ignition has already occurred as one may use a separate ionisation sensor, a pressure sensor, a temperature sensor or an optical sensor. Thus the invention can also be applied to engines, such as diesel engines, that do not have a spark plug.
The advantage of using the spark plug of a spark ignition engine as a sensor is that it avoids the need for a separate sensor and makes use only of equipment that is already present in the engine. Thus, using the spark plug does not involve any additional cost and can be implemented exclusively in software. The control system is simplified inasmuch as the spark plug does not provide a signal indicative of the actual time of occurrence of auto-ignition but a mere YES/NO signal indicative of whether or not auto- ignition has occurred by the optimum time selected by the engine management system to suit the prevailing operating conditions. If the engine charge has auto-ignited the spark is of course redundant but it does no harm to the combustion process and there is no reason to take any special steps to discontinue it when the engine is operating in auto-ignition mode.
The method of control of the invention based on a YESMO signal that only indicates if auto-ignition has occurred by a predetermined time bears a resemblance to the method used to control air/fuel ratio in an engine based on the feedback signal from an exhaust gas oxygen (EGO) sensor in the exhaust system. There too the feedback signal merely indicates if oxygen is present in or absent from the exhaust gases. As such, it is believed that the necessary control algorithm will be clear to the person skilled in the art 5 without the need for detailed explanation.
As with A/F control based on the output of an EGO sensor, where the A/F ratio is oscillated between narrow limits about stoichiometry, the present invention will result in the auto-ignition conditions being oscillated to ignite about the time of the spark. If adjustment to the parameters affecting auto- ignition is only carried out in small increments, then if the charge has been pushed to the point where it just fails to auto-ignite by the predetermined time, then the further compression of the charge as the piston advances towards its TDC position will cause the charge to auto- ignite almost immediately after the predetermined time. This would apply even if a spark is used as the means for determining if auto-ignition has already occurred as the spark ignition and combustion of part of the charge would cause a further increase in temperature and pressure that would cause the bulk of the charge to autoignite. Consequently the mechanism of combustion of the charge will always be auto-ignition and even in a spark ignition engine the combustion mechanism will not vary dramatically between auto-ignition before the spark and auto-ignition after the spark. The smoothness of the engine will therefore not be affected and the timing of autoignition will remain stable and occur effectively at the same time as the spark timing.
Brief description of the drawings
The invention will now be described further, by way of example, with reference to the accompanying drawing which is a block diagram showing an engine embodying the invention.
Detailed description of the preferred embodiments
The drawing shows a spark ignition engine 10 with an intake system 12 and an exhaust system 16. A heating system 14 is provided for heating the intake air as the temperature of the intake charge is one of the parameters affecting auto-ignition, the hotter the charge the greater the tendency for it to auto-ignite when compressed.
The engine also has a variable valve timing system 30, an EGR control valve and a fuelling system all of which are controlled signals received over different output lines 24 of an engine management system 20. The latter has various input lines 22 that receive inputs from different sensors indicating such engine operating parameters as speed, load, temperature and crankshaft angle.
The various elements described above are all generally conventional and need not be described further within the present context. Essentially, the management system is a micro-computer pre-programmed to implement a given control strategy. Based on such input parameters as throttle position and engine speed, the management system computes or looks up an optimum spark timing, fuel injection quantity and fuel timing and sends appropriate control signals to the fuelling and ignition systems. Where appropriate the management system 20 also sets the valve timing and the proportion of EGR in the cylinder charge.
In the present invention, the management system is pre programmed to promote auto-ignition when the engine is operating under part load. This achieves the advantages described previously, such as improved lean burn capability and low Nox emissions. In order to increase the tendency for the cylinder charge to auto-ignite, the management system may increase the charge temperature, increase the proportion of EGR, increasing the fuel to air ratio and 7 alter the valve timing to increase the residual content in the combustion chamber.
Even when the charge is intended to auto-ignite, the management system 20 controls the spark ignition system 32 to produce sparks at the optimum time selected by the engine control strategy. A spark current/voltage analyser measures and analyses the voltage across and/or the current through the spark plug at the time that the spark is fired to determine if auto-ignition has previously occurred. Prior auto-ignition can be detected because it lowers the breakdown voltage, increases the breakdown current and reduces the voltage decay time of the spark.
The signal applied by the analyser 18 to the management system 20 enables the latter to modify any one or more of the various parameters affecting auto-ignition to retard auto-ignition if it is sensed to have occurred prior to the spark and to advance auto-ignition if it is not sensed to have occurred. This control strategy will result in the auto-ignition conditions fluctuating or oscillating within a small window straddling the timing of the spark. Regardless of whether the whole of the charge auto-ignites or whether auto-ignition is spark induced, the bulk of the charge will auto-ignite in each cycle at approximately the same time as set by the engine management system giving robust combustion and smooth engine operation.
The parameters described above by means of which the management system can modify the tendency for the charge to auto-ignite all have a relatively long response time. Thus the feedback control system described needs to operate slowly and hysteresis effects are inevitable. A further problem is that the various parameters are not independent of one another but interdependent and some of them are affected by the auto-ignition process.
8 In a patent application filed at the same time as the present application, the Applicants have proposed an internal combustion engine having an NOx generating means arranged in the intake system of the engine and means for selectively activating the NOx generating means to introduce controlled quantities of NOx gases into the admitted intake charge when it is desired to induce auto-ignition of the charge.
It is possible to avoid the problems discussed above by providing an Nox generator 15, such as a plasma discharge, in the intake system, and using the proportion of NOx in the intake charge as the parameter for controlling the tendency of the charge to auto-ignite. The NOx gases entering the combustion chamber will not be affected by any other operating parameter nor by the combustion mechanism and the NOx generator 15 can be controlled with a rapid response time by the engine management system.
Though the invention has been described with reference to a spark ignition engine, it is also applicable to a diesel engine that uses a combustion sensor and to which a premixed charge is fed during part load operating conditions. In this case, the desired instant of auto- ignition may be set by the management system as the instant at which prior auto-ignition in the combustion is detected or it could be an instant when the management system injects an auxiliary quantity of fuel directly into the combustion chamber to ensure that ignition occurs in every cycle.
Claims (8)
1. A method of controlling an internal combustion engine to cause a premixed intake charge to auto-ignite when the engine is operating under part load conditions, which method comprises monitoring a combustion chamber to determine if the charge in the combustion chamber has autoignited by a predetermined instant in the engine operating cycle, and modifying a parameter of the charge that affects the temperature and pressure at which the charge will autoignite, so as to cause the instant of auto-ignition to coincide with the predetermined instant.
2. A method as claimed in claim 1, wherein an auto- ignition parameter of the intake charge is varied by a fixed increment in a direction to delay auto-ignition when autoignition occurs prior to the desired predetermined time and is varied by a fixed increment in the opposite direction when auto-ignition does not occur by the predetermined time.
3. An internal combustion engine having a management system operative to cause a premixed intake charge to autoignite when the engine is operating under part load conditions, the engine comprising means for monitoring a combustion chamber to determine if the charge in the combustion chamber has auto-ignited by a predetermined instant in the engine operating cycle, and means for modifying a parameter of the charge that affects the temperature and pressure at which the charge will auto- ignite, so as to cause the instant of auto-ignition to coincide with the predetermined instant.
4. An engine as claimed in claim 3, wherein the engine is a spark ignition engine and the means for determining if auto-ignition has occurred by a predetermined instant comprises means for firing the spark plug at the predetermined instant and means for monitoring the voltage across and/or the current through the spark plug to determine the state of ionisation of the charge.
5. An engine as claimed in claim 3, wherein the engine is spark ignition engine or a compression ignition engine, and wherein the means for determining if the charge in the combustion chamber has auto-ignited by a predetermined instant in the engine operating cycle comprises an ionisation sensor, a pressure sensor, a temperature sensor or an optical sensor.
6. An engine as claimed in claim 3, 4 or 5, wherein the means for modifying an auto-ignition parameter of the intake charge is operative to vary the parameter by a fixed increment in a direction to delay auto-ignition when autoignition occurs prior to the desired predetermined time and by a fixed increment in the opposite direction when autoignition does not occur by the predetermined time.
7. An engine as claimed in any one of claims 3 to 6, wherein an Nox generator is provided in the engine intake system and the means for modifying a parameter of the charge that affects the temperature and pressure at which the charge will auto-ignite is operative to vary the proportion of NOx in the intake charge.
8. An internal combustion engine constructed, arranged and adapted to operate substantially as herein described with reference to and as illustrated in the accompanying drawing.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB9919031A GB2353070A (en) | 1999-08-13 | 1999-08-13 | I.c. engine with pre-mixed intake charge and controlled auto-ignition under part-load conditions |
| PCT/GB2000/003027 WO2001012965A1 (en) | 1999-08-13 | 2000-08-04 | Engine with controlled auto-ignition |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB9919031A GB2353070A (en) | 1999-08-13 | 1999-08-13 | I.c. engine with pre-mixed intake charge and controlled auto-ignition under part-load conditions |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| GB9919031D0 GB9919031D0 (en) | 1999-10-13 |
| GB2353070A true GB2353070A (en) | 2001-02-14 |
Family
ID=10859028
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB9919031A Withdrawn GB2353070A (en) | 1999-08-13 | 1999-08-13 | I.c. engine with pre-mixed intake charge and controlled auto-ignition under part-load conditions |
Country Status (2)
| Country | Link |
|---|---|
| GB (1) | GB2353070A (en) |
| WO (1) | WO2001012965A1 (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2001086127A2 (en) * | 2000-05-08 | 2001-11-15 | Cummins, Inc. | Internal combustion engine operable in pcci mode with post-ignition injection and method of operation |
| EP1233160A2 (en) * | 2001-02-19 | 2002-08-21 | Ford Global Technologies, Inc. | Engine with controlled auto-ignition |
| FR2852355A1 (en) * | 2003-03-12 | 2004-09-17 | Renault Sa | Homogeneous charge compression ignition internal combustion engine controlling process, involves treating combustion information delivered by ionization sensor in cylinder to determine maximum pressure instant |
| EP1400671A3 (en) * | 2002-09-17 | 2006-12-27 | Hitachi, Ltd. | Control apparatus and control method for multi-cylinder engine |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2091000A (en) * | 1980-12-31 | 1982-07-21 | Lucas Industries Ltd | Automatic control of engine operation |
| GB2105408A (en) * | 1982-06-09 | 1983-03-23 | Inst Francais Du Petrole | A method for automatically regulating the time of combustion initiation in an internal combustion engine |
| JPS6056150A (en) * | 1983-09-06 | 1985-04-01 | Nissan Motor Co Ltd | Controller for engine |
| JPS62131976A (en) * | 1985-12-05 | 1987-06-15 | Nissan Motor Co Ltd | Device for controlling ignition timing for spark ignition engine |
| US5526788A (en) * | 1993-11-08 | 1996-06-18 | Chrysler Corporation | Auto-ignition detection method |
Family Cites Families (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB955702A (en) * | 1959-08-26 | 1964-04-15 | Ici Ltd | Method of conducting gaseous reactions |
| US4185598A (en) * | 1976-08-25 | 1980-01-29 | Toyota Jidosha Kogyo Kabushiki Kaisha | Internal combustion engine |
| DE2802202C2 (en) * | 1978-01-19 | 1986-09-04 | Robert Bosch Gmbh, 7000 Stuttgart | Device for detecting pressure fluctuations in the combustion chamber of an internal combustion engine |
| US4765293A (en) * | 1986-05-07 | 1988-08-23 | The Cessna Aircraft Company | Hybrid internal combustion reciprocating engine |
| AU4082997A (en) * | 1996-08-23 | 1998-03-26 | Cummins Engine Company Inc. | Homogeneous charge compression ignition engine with optimal combustion control |
| US6089077A (en) * | 1997-06-26 | 2000-07-18 | Cooper Automotive Products, Inc. | Mass fraction burned and pressure estimation through spark plug ion sensing |
-
1999
- 1999-08-13 GB GB9919031A patent/GB2353070A/en not_active Withdrawn
-
2000
- 2000-08-04 WO PCT/GB2000/003027 patent/WO2001012965A1/en active Application Filing
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2091000A (en) * | 1980-12-31 | 1982-07-21 | Lucas Industries Ltd | Automatic control of engine operation |
| GB2105408A (en) * | 1982-06-09 | 1983-03-23 | Inst Francais Du Petrole | A method for automatically regulating the time of combustion initiation in an internal combustion engine |
| JPS6056150A (en) * | 1983-09-06 | 1985-04-01 | Nissan Motor Co Ltd | Controller for engine |
| JPS62131976A (en) * | 1985-12-05 | 1987-06-15 | Nissan Motor Co Ltd | Device for controlling ignition timing for spark ignition engine |
| US5526788A (en) * | 1993-11-08 | 1996-06-18 | Chrysler Corporation | Auto-ignition detection method |
Cited By (13)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6659071B2 (en) | 2000-05-08 | 2003-12-09 | Cummins Inc. | Internal combustion engine operable in PCCI mode with early control injection and method of operation |
| WO2001086128A2 (en) * | 2000-05-08 | 2001-11-15 | Cummins, Inc. | Internal combustion engine operable in pcci mode with early control injection and method of operation |
| WO2001086127A3 (en) * | 2000-05-08 | 2002-03-28 | Cummins Inc | Internal combustion engine operable in pcci mode with post-ignition injection and method of operation |
| WO2001086128A3 (en) * | 2000-05-08 | 2002-03-28 | Cummins Inc | Internal combustion engine operable in pcci mode with early control injection and method of operation |
| WO2001086127A2 (en) * | 2000-05-08 | 2001-11-15 | Cummins, Inc. | Internal combustion engine operable in pcci mode with post-ignition injection and method of operation |
| US6684852B2 (en) | 2000-05-08 | 2004-02-03 | Cummins Inc. | Internal combustion engine operable in PCCI mode with post-ignition injection and method of operation |
| GB2369158B (en) * | 2000-05-08 | 2004-09-01 | Cummins Inc | Internal combustion engine operable in PCCI mode early control injection and method of operation |
| EP1233160A2 (en) * | 2001-02-19 | 2002-08-21 | Ford Global Technologies, Inc. | Engine with controlled auto-ignition |
| EP1233160A3 (en) * | 2001-02-19 | 2003-05-21 | Ford Global Technologies, Inc. | Engine with controlled auto-ignition |
| EP1400671A3 (en) * | 2002-09-17 | 2006-12-27 | Hitachi, Ltd. | Control apparatus and control method for multi-cylinder engine |
| FR2852355A1 (en) * | 2003-03-12 | 2004-09-17 | Renault Sa | Homogeneous charge compression ignition internal combustion engine controlling process, involves treating combustion information delivered by ionization sensor in cylinder to determine maximum pressure instant |
| WO2004083612A2 (en) * | 2003-03-12 | 2004-09-30 | Renault S.A.S. | Method of controlling a homogenous-charge compression-ignition engine |
| WO2004083612A3 (en) * | 2003-03-12 | 2005-02-10 | Renault Sa | Method of controlling a homogenous-charge compression-ignition engine |
Also Published As
| Publication number | Publication date |
|---|---|
| WO2001012965A1 (en) | 2001-02-22 |
| GB9919031D0 (en) | 1999-10-13 |
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| Date | Code | Title | Description |
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| WAP | Application withdrawn, taken to be withdrawn or refused ** after publication under section 16(1) |