Classifications

• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
  • F02P5/00—Advancing or retarding ignition; Control therefor
  • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
  • F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
  • F02P5/1455—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means by using a second control of the closed loop type
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
  • F02P5/00—Advancing or retarding ignition; Control therefor
  • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
  • F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
  • F02P5/15—Digital data processing
  • F02P5/152—Digital data processing dependent on pinking
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/10—Internal combustion engine [ICE] based vehicles
  • Y02T10/40—Engine management systems

Definitions

• the invention relates to a device for regulating the ignition angle for at least one cylinder of an internal combustion engine according to the preamble of claim 1 (US Pat. No. 4,727,842).
• the ignition timing has a decisive influence on engine performance and fuel consumption. As the engine speed increases and the air / fuel ratio increases, the ignition timing must be adjusted to an increasing degree. Operating parameters such as engine load and engine temperature also influence the ignition timing or ignition angle. So far, a map has been determined on a motor test bench for the respective engine type by tests and optimized in subsequent driving tests according to predetermined criteria such as fuel consumption, exhaust gas and driving behavior. The ignition angle map thus determined was stored electronically, so that the ignition behavior of the engine remained unchanged throughout its life.
• the ignition timing of an internal combustion engine is adjusted so that the peak pressure position following the ignition (crankshaft position at maximum combustion chamber pressure) at a predetermined setpoint or in a predetermined setpoint range, which is stored in an operating point-dependent map , occurs.
• the invention has for its object to improve a device of the type mentioned that complex test bench and driving tests to optimize the ignition map are unnecessary.
• Figure 1 shows a schematic representation of a cylinder
• Figure 2 shows a block diagram of a device according to the invention.
• FIG. 1 shows schematically the section through a cylinder of an internal combustion engine with a combustion chamber, a piston, with an inlet and outlet channel and the corresponding valves, a spark plug and a pressure sensor.
• the spark plug is supplied with an ignition pulse Z at a connection point a via an ignition coil.
• a combustion triggered by the ignition spark increases the pressure in the combustion chamber of the cylinder.
• This pressure is detected and evaluated by the pressure sensor arranged in the combustion chamber. The evaluation takes place in such a way that the crankshaft position at which the maximum value or peak value of the combustion chamber pressure occurs is recorded and stored.
• the relationship between combustion chamber pressure and crankshaft position is illustrated in a small, unspecified diagram in FIG. 1.
• Figure 2 shows a block diagram of the device for controlling the ignition angle of a cylinder of an internal combustion engine.
• a subtractor A is supplied with a setpoint PSoll for the peak pressure position via a line G.
• An actual value PIst of the peak pressure position is fed to a further input of this subtracting element.
• the corrected ignition angle Z is fed to the ignition coil via input a of the controlled system.
• the actual value PIst of the peak pressure position appears, which is fed to the second input of the subtractor A.
• the ignition angles Z for the ignitions of this cylinder which occur every 720 "KW and the peak pressure positions determined thereupon are fed to an identifier C and stored in this.
• This identifier C is preferably constructed as a microprocessor and continuously determines this as” route identification " Ratio of change in peak pressure position to change in ignition angle of successive ignitions
• a sliding scatter value is determined from a representative number of stored actual values PIst of the peak pressure position, the value of which determines the width of a measuring window which is built up in relation to the crank angle around the setpoint PSet of the peak pressure position .
• the ratio value determined in the identifier C and a value explained later for the control quality of the control loop for the peak pressure position are fed to an assignor.
• the allocator which essentially consists of an addressable memory RAM, outputs controller parameters which are fed to the PID controller B via a line D.
• the tracking of the controller parameters carried out by means of the identification of the controlled system ignition angle peak pressure position thus enables an optimal transient response of the control loop.
• This control circuit is used for rapid pilot control of the ignition angle, which is used when the measured actual value PIst of the peak pressure position is outside the measuring window or when a rapid change in output is required.
• a comparatively slow controller (not shown) is activated, which optimizes the ignition angle with regard to maximum engine power at a given operating point.
• a comparatively slow controller (not shown) is activated, which optimizes the ignition angle with regard to maximum engine power at a given operating point.
• the indicated medium pressure i.e. the line integral pdV, is a measure for the delivered engine power. To determine it, the pressure signal recorded by the pressure sensor is multiplied by the volume-proportional crank angle position, summed up and evaluated after each working cycle.
• the above-mentioned values for the controller quality are taken from a microprocessor ⁇ P, in which they are stored as a function of the manufacturer's data and operating parameters.
• Such operating parameters are, for example, engine speed, engine load, air humidity, air temperature, air / fuel ratio, engine temperature, etc.
• Manufacturer data means such information that, for example under certain operating conditions, such as full load or acceleration, the air / fuel ratio a certain value, for example 0.9.
• the microprocessor ⁇ P has a further map, in which the setpoints PSoll for the peak pressure position are also stored, depending on the operating parameters mentioned. These are fed to the subtractor A via a line G.

Landscapes

• Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Signal Processing (AREA)
• Combined Controls Of Internal Combustion Engines (AREA)
• Electrical Control Of Ignition Timing (AREA)

Applications Claiming Priority (2)

Publications (1)

Family

ID=6381865

Family Applications (1)

Country Status (4)

Cited By (1)

Families Citing this family (1)

Citations (3)

Family Cites Families (4)

• 1989
  • 1989-06-01 DE DE3917906A patent/DE3917906A1/de not_active Withdrawn
• 1990
  • 1990-06-01 JP JP2507916A patent/JPH04501903A/ja active Pending
  • 1990-06-01 WO PCT/DE1990/000426 patent/WO1990015244A1/de not_active Application Discontinuation
  • 1990-06-01 EP EP90908457A patent/EP0474707A1/de not_active Withdrawn

Patent Citations (3)

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