WO1996021097A1 - Systeme de gestion de moteur - Google Patents

Systeme de gestion de moteur Download PDF

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Publication number
WO1996021097A1
WO1996021097A1 PCT/GB1995/002989 GB9502989W WO9621097A1 WO 1996021097 A1 WO1996021097 A1 WO 1996021097A1 GB 9502989 W GB9502989 W GB 9502989W WO 9621097 A1 WO9621097 A1 WO 9621097A1
Authority
WO
WIPO (PCT)
Prior art keywords
engine
bypass pipe
main throttle
internal combustion
air
Prior art date
Application number
PCT/GB1995/002989
Other languages
English (en)
Inventor
Thomas Tsoi-Hei Ma
Original Assignee
Ford Motor Company Limited
Ford Werke Ag
Ford France S.A.
Ford Motor Company
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
Priority claimed from GBGB9426399.3A external-priority patent/GB9426399D0/en
Application filed by Ford Motor Company Limited, Ford Werke Ag, Ford France S.A., Ford Motor Company filed Critical Ford Motor Company Limited
Publication of WO1996021097A1 publication Critical patent/WO1996021097A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/104—Intake manifolds
    • F02M35/108—Intake manifolds with primary and secondary intake passages
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D43/00—Conjoint electrical control of two or more functions, e.g. ignition, fuel-air mixture, recirculation, supercharging or exhaust-gas treatment
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/08—Throttle valves specially adapted therefor; Arrangements of such valves in conduits
    • F02D9/10—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having pivotally-mounted flaps
    • F02D9/109—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having pivotally-mounted flaps having two or more flaps
    • F02D9/1095—Rotating on a common axis, e.g. having a common shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M23/00—Apparatus for adding secondary air to fuel-air mixture
    • F02M23/02—Apparatus for adding secondary air to fuel-air mixture with personal control, or with secondary-air valve controlled by main combustion-air throttle
    • F02M23/03—Apparatus for adding secondary air to fuel-air mixture with personal control, or with secondary-air valve controlled by main combustion-air throttle the secondary air-valve controlled by main combustion-air throttle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M23/00—Apparatus for adding secondary air to fuel-air mixture
    • F02M23/04—Apparatus for adding secondary air to fuel-air mixture with automatic control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/36—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with means for adding fluids other than exhaust gas to the recirculation passage; with reformers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10209—Fluid connections to the air intake system; their arrangement of pipes, valves or the like
    • F02M35/10216—Fuel injectors; Fuel pipes or rails; Fuel pumps or pressure regulators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10209—Fluid connections to the air intake system; their arrangement of pipes, valves or the like
    • F02M35/10222—Exhaust gas recirculation [EGR]; Positive crankcase ventilation [PCV]; Additional air admission, lubricant or fuel vapour admission
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10373—Sensors for intake systems
    • F02M35/10386—Sensors for intake systems for flow rate
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
    • F02D2009/0201—Arrangements; Control features; Details thereof
    • F02D2009/0279—Throttle valve control for intake system with two parallel air flow paths, each controlled by a throttle, e.g. a resilient flap disposed on a throttle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/45—Sensors specially adapted for EGR systems
    • F02M26/46—Sensors specially adapted for EGR systems for determining the characteristics of gases, e.g. composition
    • F02M26/47—Sensors specially adapted for EGR systems for determining the characteristics of gases, e.g. composition the characteristics being temperatures, pressures or flow rates
    • 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
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the present invention relates to an engine management system for an engine that is operated with a stoichiometric air to fuel ratio (AFR) ' under high load conditions and with a lean AFR under lower load conditions.
  • AFR air to fuel ratio
  • a problem encountered in the above calibration strategy is that such rapid AFR perturbation in the mixture flow would cause a sudden change in the fuel flow supplied to the engine. This results in a sudden change in the engine output power that could be disconcerting to the driver.
  • a moderately rapid torque increase through richer fuel calibration during acceleration of the vehicle is desirable to give the driver a favourable performance feel .
  • This fuelling strategy is commonly known as power enrichment.
  • the magnitude of this torque increase and the rate of change should be kept within acceptable limits and should only be introduced with caution.
  • the engine throttle In order to make the rapid AFR transition imperceptible to the driver, the engine throttle must be quickly changed independently of the driver's accelerator pedal position to introduce a correction in the mixture flow at the new AFR such that the actual fuel flow supplied to the engine remains substantially unchanged.
  • the present invention seeks to provide a lean burn engine in which the AFR may be rapidly switched between lean and stoichiometry without causing a sudden change in the engine output power.
  • a spark ignition internal combustion engine for a motor vehicle having an intake system comprising an intake manifold, a main throttle for regulating the rate of flow of ambient air into the intake manifold, a bypass pipe having a flow regulating valve and arranged in parallel with the main throttle to dilute the charge reaching the engine with additional air, an air flow meter for measuring directly or indirectly the flow rate of air through the main throttle only and a fuel metering system for supplying to the engine a quantity of fuel substantially stoichiometrically related to the measured air flow through the main throttle only, the bypass pipe being sized to allow the total amount of the air in the charge reaching the engine combustion chambers to be increased owing to the additional air dilution by at least 20%, characterised in that the flow regulating valve in the bypass pipe is mechanically linked for movement in synchronism with the main throttle and in that means are provided for selectively rendering the bypass pipe operative and inoperative so as to switch rapidly between two discrete values of air to fuel ratio in the total charge reaching the engine
  • Stopping the air dilution by suddenly rendering the bypass pipe inoperative causes an increase in the manifold vacuum. While the density of the air charge is decreased, there is a small increase in flow through the main throttle because of increased pressure difference across the throttle. This in turn causes a corresponding increase in the amount of fuel metered to the engine and an increase in the engine power.
  • Another consequence of the change in manifold vacuum from rendering the bypass pipe operative or inoperative is that the pumping losses of the engine are also reduced or increased correspondingly. This compensates to a large extent for the change in engine power caused by the change in fuel flow described above, such that the nett change in output power is in most cases imperceptible to the driver. As long as the above changes in output power are moderate, rendering the bypass pipe operative or inoperative during driving could be advantageous for improving the performance feel of the vehicle. If the AFR is changed from stoichiometric to lean at the same time as the driver is slowing down, the small reduction in engine power is usually not perceptible to the driver. If the AFR is changed from lean to stoichiometric at the same time as the driver is accelerating the vehicle, the small increase in engine power could sharpen the response of the vehicle as perceived by the driver.
  • the means of rendering the bypass pipe operative and inoperative comprises a two-position valve connected in series with the flow regulating valve in the bypass pipe.
  • an EGR pipe is merged with the bypass pipe at a point downstream of the two-position valve to supply exhaust gases into the intake manifold through the bypass pipe, the EGR having its own flow regulating valve or cut-off valve which can be switched in co-ordination with the two-position valve in the bypass pipe.
  • dilution with EGR gases can be used in preference to dilution with air as this results in lower feedgas emissions of N0 X and does not interfere with the operation of the three-way catalyst because the overall AFR is still stoichiometric.
  • EGR dilution is only practicable up to a limit of around 20% whereas dilution with air allows stable engine operation at as much as 75%, this corresponding to an AFR of 25:1 as against 14.5:1 at stoichiometry.
  • increasing amount of air dilution can be used to give better engine efficiency and even lower N0 X feedgas emissions.
  • the three-way catalytic converter will be acting only as an oxidation catalyst and will not be able to reduce the NO x content of the feedgas.
  • the switching between EGR and air dilution should therefore take place near the maximum limit of EGR in order to take full advantage of the N0 x conversion efficiency of the three-way catalytic converter.
  • the two-position valve is preferably electrically operated allowing it to be controlled directly by the electronic management system of the engine, the switching point being preferably the point where the EGR dilution rate reaches the combustion instability threshold.
  • the EGR dilution rate is of course a known parameter in the engine management system which includes a conventional EGR regulating system.
  • the flow regulating valve in the present invention is preferably linked mechanically for movement in unison with the main throttle and has a similar geometry to the main throttle. This maintains a fixed area ratio of the flow control cross-sections so that the flow rate of the air dilution would match the air flow rate through the main throttle, thereby providing a constant percentage dilution and a predetermined lean AFR at any time that the bypass pipe is rendered operative.
  • the flow through the main throttle may be either be measured directly, or estimated indirectly by calculating the fraction of the total air flow passing through the main throttle.
  • While the present invention is effective in preventing any large change in output power during rapid switching of the engine AFR, there may remain, under certain switching conditions, some lesser transient effect which could be adversely perceptible. In order to soften such effect, it is possible to match the engine calibration dynamically during switching of the two-position valve in order to make the change imperceptible.
  • One method is to adjust the ignition timing of the engine to compensate for the transient torque change.
  • Another method is to fine-tune the fuel flow by applying a varying fuel correction factor during the switching.
  • the latter method may of course also be used to fine-tune the final value of the resultant AFR after switching of the two-position valve.
  • it is possible to fine- tune the AFR by providing a small second bypass pipe in parallel with the first bypass pipe and varying the air flow through the second bypass pipe.
  • the resultant AFR may be shifted nearer to the lean instability limit by closed-loop control using an in-cylinder combustion sensor or a flywheel acceleration sensor to provide a feedback signal to reduce the AFR when the instability threshold is reached.
  • the resultant AFR may be adjusted to match a target value of AFR by first switching the two-position valve to achieve a step change in AFR in the desired direction, followed by fine-tuning the AFR using a signal from an exhaust oxygen sensor to measure the AFR in the exhaust system of the engine.
  • the outlet of the bypass pipe may be connected to the plenum of the intake manifold where the dilution air flow is uniformly mixed with the air flow from the main throttle before the combined flow is delivered to the engine.
  • the outlet of the bypass pipe may be separately connected downstream of the plenum to a plurality of outlets at the branches of the intake manifold leading to the intake ports of the engine cylinders.
  • the intake charge flowing through each branch may in this case be stratified as it enters the combustion chamber.
  • each bypass pipe having its own flow regulating valve all ganged to operate in unison with the main throttle, and each having its own two-position valve for rendering each respective bypass pipe operative and inoperative.
  • Such a system is still relatively compact and offers the advantage of digital AFR control by selecting each two-position valve individually for rapidly switching through a series of incremental AFR steps.
  • the invention is not to be confused with engines that have air-assisted fuel injectors with a supply of air that bypasses the throttle and sometimes the air flow meter.
  • Such an air supply is continuous and the flow rate, supplied by the small size of the air jets, is very small in comparison with the air flow through the main throttle during driving conditions. It is not possible in such a system for the air supplied to the injectors to have a significant effect on the AFR of the mixture supplied to the engine under anything but near idling conditions.
  • the air supplied to the injectors is also the major source of air supplied to the engine with the main throttle practically closed. Disrupting this air supply would risk stalling the engine.
  • a lean N0 X trap may be provided in the catalytic converter in the exhaust system of the engine to store the N0 X during lean operation and to convert the N0 X , that is to say to regenerate the trap, during stoichiometric operation.
  • the rich spikes are provided by perturbing the fuel calibration and simultaneously retarding the ignition timing so that there is no perceptible change in the engine output power.
  • the rich spikes in the mixture may readily be introduced by briefly rendering the bypass pipe inoperative, while setting the calculated AFR to a rich value.
  • the drawing shows an engine cylinder 10 having an intake port 12, an exhaust port 14 and a spark plug 16.
  • the air supply to the intake port 12 from the ambient atmosphere is regulated by a main throttle 28 arranged downstream of an air flow meter 22 in the air intake manifold 20.
  • a fuel management computer 24 receives an input signal from the air flow meter 22 and controls the opening times of fuel injectors 26 to vary the amount of fuel supplied to the cylinders 10 for the combustion cycle.
  • the amount of fuel injected is at all times related substantially stoichiometrically to the measured rate of air flow through the main throttle 28.
  • Gas for diluting the main charge in the intake manifold 20 can be introduced through a branch 32 that is connected to a point downstream of the main throttle 28 thus bypassing both the main throttle and the air flow meter 22.
  • the dilution gas can be drawn either from ambient air or from the exhaust system depending upon the positions of a two-position valve 34 operated by a solenoid 35 and an EGR regulating valve 48, both valves being controlled by an electronic management system of the engine.
  • air is drawn from the ambient through a bypass pipe 30 containing the two-position valve 34 and a second throttle 38 which is geometrically similar in design to the main throttle 28 and is mechanically linked by a spindle 36b, 36a to the main throttle 28 so that the two throttles are movable in unison.
  • EGR gases are drawn from the exhaust manifold through an EGR pipe 40 which merges with the bypass pipe 32, the EGR gases flowing through the regulating valve 48 and a flow meter 42.
  • both the two-position valve 34 and the EGR valve 48 are completely closed.
  • the intake charge consists only of the air entering past the main throttle 28 and the corresponding amount of fuel set by the fuel management computer 24 to achieve a stoichiometric mixture in the combustion chamber of the cylinder 10.
  • This undiluted charge permits the engine to operate at maximum power with a stoichiometric mixture.
  • the N0 X gases that are given off during such full load operation are neutralised within the three-way catalytic converter which functions correctly under stoichiometric conditions.
  • the throttle 28 is progressively closed to reduce the air charge quantity and the regulating valve 48 is opened to increase the EGR.
  • the mixture reaching the catalytic converter is still stoichiometric under these conditions as dilution with EGR does not affect the AFR.
  • the effect of the EGR is to reduce the feedgas N0 X and it also improves engine efficiency by reducing air pumping losses.
  • the twc-position valve 34 is opened at the same time as the EGR valve 48 is closed.
  • the intake charge is now diluted with ambient air drawn in through the bypass pipe 30 and the throttle 38.
  • the effect of ganging the throttles 38 and 28, which are geometrically similar, is to set a predetermined ratio between the metered air and the bypass air so that at all positions of the main throttle 28, a fixed proportion of dilution air will be drawn in through the bypass pipe 30.
  • the preferred ratio is 2:1, that is to say that twice as much air should be drawn in through the main intake throttle 28 as through the bypass throttle 38 giving a resultant AFR of around 22:1.
  • bypass pipe may be isolated by switching the two-position valve 34 back to its closed position so that the system goes back to stoichiometry at idle.
  • the latter method may also be used to fine-tune the final value of the resultant AFR after switching of the two- position valve 34.
  • it is possible to fine- tune the AFR by providing a small second bypass pipe (not shown) in parallel with the first bypass pipe 30,32 and varying the air flow through the second bypass pipe.
  • the resultant AFR may be shifted nearer to the lean instability limit by closed-loop control using an in- cylinder combustion sensor or a flywheel acceleration sensor to provide a feedback signal to reduce the AFR when the instability threshold is reached.
  • the resultant AFR may be adjusted to match a target value of AFR by first switching the two- position valve 34 to achieve a step change in AFR in the desired direction, followed by fine-tuning the AFR using a signal from an exhaust oxygen sensor to measure the AFR in the exhaust system of the engine.
  • bypass pipes (not shown) in parallel with one another and with the main throttle 28, each bypass pipe having its own flow regulating valve all ganged to operate in unison with the main throttle, and each having its own two-position valve for rendering each respective bypass pipe operative and inoperative.
  • Such a system is still relatively compact and offers the advantage of digital AFR control by selecting each two-position valve individually for rapidly switching through a series of incremental AFR steps.
  • the outlet of the bypass pipe 32 may be connected to the plenum of the intake manifold 20 where the dilution air flow is uniformly mixed with the air flow from the main throttle before the combined flow is delivered to the engine.
  • the outlet of the bypass pipe 32 may be separately connected downstream of the plenum to a plurality of outlets at the branches of the intake manifold leading to the intake ports 12 of the engine cylinders.
  • the intake charge flowing through each branch may in this case be stratified as it enters the combustion chamber.
  • a lean N0 X trap may be provided in the catalytic converter in the exhaust system of the engine to store the N0 X during lean operation and to convert the N0 X , that is to say to regenerate the trap, during stoichiometric operation.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Analytical Chemistry (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

La présente invention concerne un moteur à combustion interne à allumage par bougie. Le système d'admission de ce moteur comprend un collecteur d'admission (20), un clapet principal (28) pour la régulation du débit d'air atmosphérique pénétrant dans le collecteur d'admission, un tube de dérivation (30, 32) pourvu d'une soupape (38) de régulation du débit. Ce tube de dérivation est monté en parallèle avec le clapet principal (28) commandant l'enrichissement en air du mélange alimentant le moteur. Le système d'admission comprend également, un débitmètre d'air (22) mesurant spécifiquement, directement ou indirectement, le débit d'air au travers du clapet principal (28), et un débitmètre de carburant (26) permettant d'alimenter le moteur en carburant en proportion sensiblement st÷chiométrique par rapport au débit d'air mesuré au travers du clapet principal (28). La soupape (38) de régulation du débit montée dans le tube de dérivation (30, 32) étant pourvue d'une liaison mécanique assurant un mouvement synchrone avec le clapet principal (28), le tube de dérivation est rendu sélectivement passant ou bloquant par les moyens (34, 35) de façon à faire basculer rapidement entre deux valeurs discrètes le rapport air/combustible du mélange total arrivant dans les chambres de combustion du moteur (10).
PCT/GB1995/002989 1994-12-30 1995-12-21 Systeme de gestion de moteur WO1996021097A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
GB9426399.3 1994-12-30
GBGB9426399.3A GB9426399D0 (en) 1994-12-30 1994-12-30 Engine management system
GB9507171.8 1995-04-06
GB9507171A GB2296786A (en) 1994-12-30 1995-04-06 Lean burn ic engine

Publications (1)

Publication Number Publication Date
WO1996021097A1 true WO1996021097A1 (fr) 1996-07-11

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PCT/GB1995/002989 WO1996021097A1 (fr) 1994-12-30 1995-12-21 Systeme de gestion de moteur

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Country Link
WO (1) WO1996021097A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2319295A (en) * 1996-11-12 1998-05-20 Ford Motor Co Mode control for lean burn engines
WO1999045265A1 (fr) * 1998-03-07 1999-09-10 Filterwerk Mann+Hummel Gmbh Dispositif pour le recyclage des gaz d'echappement dans un moteur a combustion interne

Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4182295A (en) * 1975-07-01 1980-01-08 Robert Bosch Gmbh Method and apparatus for engine fuel control
US4207856A (en) * 1977-07-15 1980-06-17 Nissan Motor Company, Limited I.C. Engine operable in party-cylinder mode
US4484551A (en) * 1983-07-05 1984-11-27 Ford Motor Company Air-air/fuel control device
FR2567964A1 (fr) * 1984-07-19 1986-01-24 Renault Dispositif pour controler la richesse du melange admis dans un moteur a combustion interne
US4572141A (en) * 1983-12-23 1986-02-25 Honda Giken Kogyo K.K. Method of controlling intake air quantity for internal combustion engines
GB2167127A (en) * 1984-11-20 1986-05-21 Pierburg Gmbh & Co Kg Mixture-forming device for multicylinder internal combustion engines
JPS61232340A (ja) * 1985-04-05 1986-10-16 Mazda Motor Corp エンジンの空燃比制御装置
EP0473931A2 (fr) * 1990-08-28 1992-03-11 Bayerische Motoren Werke Aktiengesellschaft Méthode pour influencer la quantité de gaz d'échappement recyclé
EP0586123A2 (fr) * 1992-08-31 1994-03-09 Hitachi, Ltd. Dispositif d'admission d'air pour moteur à combustion interne
US5299548A (en) * 1992-12-18 1994-04-05 The Center For Innovative Technology Carburetor with lagging bypass air valve

Patent Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4182295A (en) * 1975-07-01 1980-01-08 Robert Bosch Gmbh Method and apparatus for engine fuel control
US4207856A (en) * 1977-07-15 1980-06-17 Nissan Motor Company, Limited I.C. Engine operable in party-cylinder mode
US4484551A (en) * 1983-07-05 1984-11-27 Ford Motor Company Air-air/fuel control device
US4572141A (en) * 1983-12-23 1986-02-25 Honda Giken Kogyo K.K. Method of controlling intake air quantity for internal combustion engines
FR2567964A1 (fr) * 1984-07-19 1986-01-24 Renault Dispositif pour controler la richesse du melange admis dans un moteur a combustion interne
GB2167127A (en) * 1984-11-20 1986-05-21 Pierburg Gmbh & Co Kg Mixture-forming device for multicylinder internal combustion engines
JPS61232340A (ja) * 1985-04-05 1986-10-16 Mazda Motor Corp エンジンの空燃比制御装置
EP0473931A2 (fr) * 1990-08-28 1992-03-11 Bayerische Motoren Werke Aktiengesellschaft Méthode pour influencer la quantité de gaz d'échappement recyclé
EP0586123A2 (fr) * 1992-08-31 1994-03-09 Hitachi, Ltd. Dispositif d'admission d'air pour moteur à combustion interne
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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2319295A (en) * 1996-11-12 1998-05-20 Ford Motor Co Mode control for lean burn engines
WO1998021461A1 (fr) 1996-11-12 1998-05-22 Ford Global Technologies, Inc. Commande de mode pour moteur a combustion a melange pauvre
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WO1999045265A1 (fr) * 1998-03-07 1999-09-10 Filterwerk Mann+Hummel Gmbh Dispositif pour le recyclage des gaz d'echappement dans un moteur a combustion interne

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