WO1999031384A1 - Procede de mesure de flux ionique dans des moteurs a combustion interne, et dispositif de mesure de flux ionique - Google Patents

Procede de mesure de flux ionique dans des moteurs a combustion interne, et dispositif de mesure de flux ionique Download PDF

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Publication number
WO1999031384A1
WO1999031384A1 PCT/EP1998/008006 EP9808006W WO9931384A1 WO 1999031384 A1 WO1999031384 A1 WO 1999031384A1 EP 9808006 W EP9808006 W EP 9808006W WO 9931384 A1 WO9931384 A1 WO 9931384A1
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WO
WIPO (PCT)
Prior art keywords
time window
time
ion current
ignition
signal
Prior art date
Application number
PCT/EP1998/008006
Other languages
German (de)
English (en)
Inventor
Peter Bertelshofer
Peter Hohner
Hartung Wilstermann
Original Assignee
Temic Telefunken Microelectronic Gmbh
Daimler-Benz Aktiengesellschaft
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 DE19755247A external-priority patent/DE19755247A1/de
Priority claimed from DE19755256A external-priority patent/DE19755256A1/de
Application filed by Temic Telefunken Microelectronic Gmbh, Daimler-Benz Aktiengesellschaft filed Critical Temic Telefunken Microelectronic Gmbh
Publication of WO1999031384A1 publication Critical patent/WO1999031384A1/fr

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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
    • 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
    • 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
    • F02P5/1523—Digital data processing dependent on pinking with particular laws of return to advance, e.g. step by step, differing from the laws of retard
    • 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
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/1409—Introducing closed-loop corrections characterised by the control or regulation method using at least a proportional, integral or derivative controller
    • 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
    • F02P2017/125—Measuring ionisation of combustion gas, e.g. by using ignition circuits
    • 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
    • F02P2017/125—Measuring ionisation of combustion gas, e.g. by using ignition circuits
    • F02P2017/128—Measuring ionisation of combustion gas, e.g. by using ignition circuits for knock detection
    • 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 method for ion current measurement in internal combustion engines according to the preamble of claim 1 and an ion current measurement device according to claim 14.
  • the ion current measurement measures the release of charge carriers during the combustion of the fuel in the combustion chamber of an internal combustion engine and, via the ion current signal obtained in this way, enables conclusions to be drawn about the combustion behavior, in particular for misfire detection and for knocking combustion, the ion current measurement is used.
  • Various devices and methods for detecting knocking combustion by means of the ion current measurement method are, for example, DE 42 39 592 C2, DE 43 21 782 C2, DE 34 15 948 C2, DE 30 27 103 and GB 2 259 365 remove.
  • the knocking combustion of an internal combustion engine is an uncontrolled explosion of the not yet burned mixture in the cylinder and can damage the engine if knocked strongly. However, since the engine releases its maximum output precisely at the knock limit, i.e. when the combustion is already knocking slightly, the aim of an engine control is to operate it as close to the knock limit as possible. If knocking occurs, the ignition timing is shifted towards later ignition. Knocking combustion is characterized by vibrations (5 to 20 kHz) in the range after the cylinder pressure maximum and can be determined by means of the ion current. However, the ion current signal already has a first maximum and fluctuations in the ion current with the spreading flame front. This can falsify knock detection, as these fluctuations are due to turbulence in the cylinder, but not to knock.
  • the methods according to the prior art have the considerable disadvantage that the time windows are activated by means of a crank angle position detector to a fixed crank angle position, and it is Angle position-related control of the time window and simultaneous adjustment of the ignition timing can lead to very strong differences in the ion current signal.
  • the intention is to change the ignition times in such a large range that a time window coupled to a crank angle position only partially or not at all covers the time range relevant for knock detection.
  • a method for detecting misfires for internal combustion engines with electronic ignition timing is known from DE 196 18 980.
  • this method is based on a change and maximum value determination, which is considered to be extremely complex and prone to errors.
  • DE 43 03 267 A1 also shows an engine control device which has a sensor device for determining an operating state of the engine, an ion current measuring device for determining the ion current and a misfire detection device.
  • the method used here to detect misfires or misfires also detects the ion current within a time window, but in this method only the amplitude of the individual ion current values is compared and the time window selected such that no noise occurs within the time window.
  • the time window is such that it at least partially covers the ignition spark range, that is to say the ion current measurement takes place when the energy supply is switched on (ignition coil drive period).
  • the temporal position of the time window is coupled to a reference position signal which represents a certain crank angle and which is derived from the crank angle by means of an angular position detector.
  • the ignition timing of the engine is subsequently set by means of the engine control device.
  • the detection of the ion current during the ignition duration is subject to errors, since the ionization caused by the ignition spark cannot be easily separated from that by a subsequent combustion.
  • This method according to the prior art also has the considerable disadvantage that there are very large differences in the ion current signal when the time window is controlled in relation to the crank angle and the ignition timing is adjusted at the same time can.
  • the intention is to change the ignition times in such a large range that a time window coupled to a crank angle position only partially or not at all covers the time range relevant for misfire detection.
  • the control device according to DE 43 03 267 therefore changes the comparative threshold value depending on the operating state of the engine.
  • the object of the invention is to provide a method for ion current measurement in internal combustion engines, which is technically simple and also fail-safe and suitable for adjusting the ignition timing. It is also an object to specify a suitable ion current measuring device.
  • the basic idea of the invention is to detach from the crank angle-related time window control and to implement a tracking of the time window after the ignition time by the starting time and / or the duration of the time window from the ignition time and at least one variable describing the current operating state of the internal combustion engine, in particular the variable Speed, is determined automatically.
  • This requires a new type of ion current measuring device which, instead of using a contactor, now uses an ignition timing signal to carry out the control for determining the starting time and / or the duration of the time window, this ignition timing signal being obtained from the electronic ignition timing control.
  • Other preferred operating parameters can also be incorporated into the control as preferred further developments. such as the torque, the exhaust gas recirculation rate and / or the fuel / air mixture, which influence the ion current signal. Corresponding correction values in the form of characteristic curves or fields are stored in the control.
  • a first time window for misfire detection and a second time window for the detection of knocking combustion are preferably provided, which can be tracked independently of each other so that each time window can be regulated in the optimal range.
  • the integration over a time window to an integral value largely suppresses interference and enables a comparison with a threshold value to be made more reliably. Since the time window is tracked at a predetermined time interval from the ignition point, that is to say outside the ignition area and is independent of the crank position, the same area of the ion current signal is always detected and the influence of the ignition spark on the ion current signal is minimized. Even very extreme adjustments of the ignition timing, as is desired, for example, in certain load conditions, do not lead to falsification of the ion current signal and thus to no errors in the detection.
  • the course of the ion current signal in particular the duration of the significant region of the ion current signal, is also dependent on the operating state of the internal combustion engine, it proves to be very advantageous for comparison with a threshold value to change the duration of the time window accordingly.
  • a particularly advantageous embodiment is the coupling of the duration of the time window to the engine speed, which is stored accordingly in a map. It has proven particularly suitable to use a time window of approximately 100 degrees crank angle at low speeds, which is then reduced to approximately 60 degrees crank angle up to the maximum speed. When specifying degrees in the crank angle, the speed-independent specification only refers to the duration, but not the start time, which is independent of the crank position.
  • the adaptation for the second time window is analogous to this, the specific areas of the ion current signal to be recorded being different.
  • FIG. 1 ion current signal during knocking combustion Figure 2 by means of a band pass on the significant for knocking
  • FIG. 3 position of the time window (3a), result of the rectified ion current signal within the time window (3b) and integration (3c) of the signal at an early ignition point and faulty knock detection due to rigid time window coupled to the crank angle position
  • FIG. 4 position of the time window (4a), result of the rectified ion current signal within the time window (4b) and integration (4c) of the signal with a time window coupled to the ignition point and consequently error-free knock detection
  • FIG. 5 position of the time window (5a), result of the rectified ion current signal within the time window (5b) and integration (5c) of the signal at a late ignition point and faulty knock detection due to rigid time window coupled to the crank angle position
  • FIG. 7 bandpass-filtered ion current signal according to FIG. 6 FIG. 8 position of the time window (8a), result of the rectified ion current signal within the time window (8b) and integration (8c) of the signal at an early ignition point and due to rigid time window coupled to the crank angle position, an incorrect knock detection
  • FIG. 9 block diagram of an arrangement for carrying out the
  • FIG. 10 block diagram of an arrangement for performing the
  • FIG. 11 shows the course of the ion current signal over time and the increase in the integral value dependent on the position of the time window during successful ignition
  • Figure 12 ion current, time window and integral value with a misfire Figure l3 ion current signal and integral value at a fixed to one
  • FIG. 14 time window control with two time windows W1 and W2 that are tracked independently of the ignition timing as a function of operating parameters
  • FIG. 1 first shows the typical course of the ion current signal i in the case of knocking combustion.
  • the two amplitude deflection ranges which are separated in time, can be clearly seen, while the first oscillation range (flame front signal range 1) characterizes the ionization during the spreading flame front, a second amplitude deflection range (knock signal range 2) occurs with a delay, with a harmonic characteristic of the knocking combustion.
  • knock signal range 2 While normal knock-free combustion results in a low-frequency amplitude change, knocking causes pulsed, pulsating ionization. This can be seen even more clearly when the bandpass-filtered ion current signal i f in FIG. 2 is considered.
  • the low-frequency components of the ion current signal are extinguished and the flame front signal area 1 can easily be distinguished from the knock signal area 2. However, the amplitudes in the flame front signal area 1 are markedly higher than the vibrations in the knock signal area 2.
  • time window 3 begins very late at an early ignition point (time window start is in each case denoted as t 0 ).
  • the time window 3 / W2 can therefore no longer fully detect the knock signal area 2.
  • the time window 3 / W2 is to be distinguished in its beginning t 0 and its duration (to t E ) from other time windows, for example misfire detection, since a much smaller time range is detected for the knock detection.
  • the time-windowed and rectified signal is thus shortened in the knock signal area 2 (cf. FIG. 3b), which leads to an insufficient intralvalue! I dt during integration (cf. FIG.
  • FIG. 4 shows for a time window W2 that follows the ignition point that the time window always detects the knock signal area 2 exactly, this precisely between the beginning t 0 and the end t E in the middle of the time window 3.
  • the time-windowed and rectified ion current signal according to 4b can thus be integrated in an unadulterated manner and reaches knocking threshold 4 due to the vibrations in knocking area 2 that are significant for knocking combustion (cf. FIG. 4c).
  • the combustion is correctly recognized as knocking.
  • FIG. 5 again shows the effects of a time window 3 rigidly coupled to the crank angle position in accordance with the prior art with knocking combustion, but this time at a late ignition point, so that the time window 3 begins very early (time window start is in each case designated as t 0 ).
  • the flame front area 1 is then partially detected (cf. FIG. 5a).
  • the time-windowed and rectified ion current signal thus, as can be clearly seen from FIG.
  • FIG. 6 first shows the ion current signal i in which no harmonics can now be determined after the flame front signal area 1, as can be seen even better from FIG. 7, the bandpass-filtered ion current signal i f . If this is now filtered again in analogy to FIG. 5 with a time window rigidly coupled to the crank angle position and at the same time a very late ignition time occurs, the time window starts again very early and at least partially captures the time Flame front signal area 1, as can also be seen in FIG. 8b with the time-windowed and rectified ion current signal.
  • FIG. 9 shows a block diagram of an ion current measuring device.
  • the ignition control 11.1 receives commands from the ignition timing control 12.1 and influences the ignition timing accordingly.
  • the ignition times are transmitted via a connection 13.1 to the ion current detection unit 15.1, which then activates the time window for the integration of the bandpass-filtered ion current signal i at the predetermined or previously determined distance.
  • the duration and / or the start t 0 of the time window 3 is determined from at least one parameter 14.1 describing the operating state of the internal combustion engine (here the speed n is given here as an example and further ones are indicated) and one or more characteristic diagrams from data stored there and changes accordingly.
  • the integer value I i dt determined during the time window is forwarded to knock detection 16.1, which in turn sets one or more knock display signals 17.1 as a function of the comparison result with knock threshold 18.
  • the preferred working areas claimed in the subclaims are also suitable for a large number of internal combustion engines, but can still be checked adaptively and adapted accordingly.
  • the implementation of the time window within the ion current detection unit 15.1 as a function of the parameters 14.1 is readily possible for the person skilled in the art.
  • a block diagram of an arrangement for misfire detection can be constructed analogously to this by the ignition control 11.2 Receives commands from the ignition timing control 12.2 and influences the ignition timing accordingly. The ignition times are transmitted via a connection 13.2 to the ion current detection unit 15.2, which then activates the time window for the integration of the ion current signal i at the predetermined or previously determined distance ⁇ T.
  • the duration TF of the time window is determined from at least one parameter 14.2 describing the operating state of the internal combustion engine (the speed n given here as an example and further indicated) using a map from data stored there and changed accordingly.
  • the integral value lidt determined in this way during the time window is passed on to the misfire detection 16.2, which in turn sets one or more misfire display signals 17.2 depending on the comparison result with a threshold value 18.2.
  • FIG. 11 shows the course of the ion current i over time t as well as the position of the time window W1 and the integral value ji dt resulting from this by integrating the ion current signal i.
  • the position of the time window TF is determined by the start time t2 and the end time t3.
  • the position and duration TK of the time window W1 are dependent on the ignition timing to and the ignition spark duration T zf , because the distance ⁇ T between the ignition timing to and the time window start t2 is specified accordingly, but also the operating state of the internal combustion engine at the distance ⁇ T and in particular the time window duration TF is taken into account.
  • the time window W1 sets in exactly after the distance ⁇ T and thus regardless of the current crank angle position.
  • the width TK of the time window W1 is selected such that it detects both the ion current signals of the spreading flame front (1) and the pressure maximum during the subsequent combustion (2) when the ignition is successful and is determined according to the current operating state of the internal combustion engine, for example the speed and load, adjusted. Only the actual spark between to and tl is hidden. The immediately following the spark and over a relatively large time window W1 that extends from 100 to 60 degrees crank angle depending on the current operating state, e.g. the speed, is not affected by atypical ignition curves and faults, because compensate for this over time.
  • the ignition can be over a large area before or after the top Dead center OT, shown at a usual point in FIG. 1, can be shifted without causing an error in the ion current signal. Comparing this with FIG. 12, which shows the case of a misfire, it becomes clear that in the case of the misfire, i.e. the misfire, only a small noise in the ion current signal is detected and integrated within the time window W1 following the ignition time, so that the integral value is far below the predetermined threshold.
  • FIG. 14 additionally outlines a time window controller 20 for carrying out the method with two time windows W1 and W2.
  • the time window control 20 receives the ignition timing signal ZZP and the ignition duration TZF as input variables from the ignition control 21, the ignition timing signal acting as a synchronization signal for the entire time window control 20, according to which all elements are aligned in time. This ensures that the time windows W1 and W2 are tracked to the ignition point regardless of the crank angle position.
  • the time window controller 20 receives at least one parameter describing the operating state of the internal combustion engine, in this case the speed n. In particular the duration of the time window TD (W1 ) and TD.W2) depends on the speed n.
  • the time window control 20 is, for example, directly connected to a tachometer 22. It is also for This exemplary embodiment provides to take into account further operating parameters, which are preferably provided by the motor control circuit 23 by connecting it to a series of sensors 24, 25. These sensors record engine parameters, such as the load, the exhaust gas recirculation rate and the fuel-air mixture via hot-film sensors, the lambda sensor or the like. In this exemplary embodiment, at least the load p, the exhaust gas recirculation rate EGR and the fuel-air are used for the time window control Mixture ⁇ is taken into account, the possibility of further signals being sketched out, for example special signals in the case of staggered dual ignition, cylinder deactivation, change in injection or diagnostic settings.
  • All of these input signals are either linked directly, such as the ignition timing signal, by numerical operations 26 or prepared by characteristic curves or characteristic diagrams 27 or look-up tables 28, and fed to four mutually independent evaluation circuits 29 to 32, each of which determines the position of the time window Determine W1 for misfire detection and W2 for knock detection by starting point in time t0 (W1 / 2) and duration of time window TD.W1 / 2) and forward it to the ion current measuring device (not shown in FIG. 14), which corresponds to this time window W1 and W2 detects the ion current, the ion current signal also being generated only once in the overlapping time ranges, of course, and correspondingly two integrators being supplied for the integration over both time windows W1 and W2.

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  • 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)
  • Ignition Installations For Internal Combustion Engines (AREA)

Abstract

Les procédés de mesure de flux ionique mis en oeuvre jusqu'ici, lesquels consistent à déterminer le signal de flux ionique à l'intérieur d'une fenêtre temporelle, se sont montrés inadaptés pour des moteurs à réglage de l'allumage, étant donné que les dispositifs de mesure de flux ionique utilisés jusqu'ici couplaient ladite fenêtre temporelle de façon fixe à une position angulaire du vilebrequin. Cela peut donner de grandes différences dans le comportement du signal de flux ionique et des erreurs lors de la reconnaissance de ratés d'allumage ou d'une combustion avec cognement. Selon l'invention, la fenêtre temporelle suit le point d'allumage indépendamment de la position angulaire du vilebrequin, le point initial et/ou la durée de la fenêtre temporelle étant déterminés à partir du signal du point d'allumage et au moins d'une grandeur définissant l'état de fonctionnement actuel du moteur à combustion interne, en particulier du nombre de tours. On peut ainsi obtenir une adaptation de la fenêtre temporelle à l'état de fonctionnement du moteur à combustion interne.
PCT/EP1998/008006 1997-12-12 1998-12-09 Procede de mesure de flux ionique dans des moteurs a combustion interne, et dispositif de mesure de flux ionique WO1999031384A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE19755247A DE19755247A1 (de) 1997-12-12 1997-12-12 Verfahren zur Erkennung von Zündaussetzern aus einem Ionenstromsignal bei Brennkraftmaschinen mit elektronischer Verstellung eines Zündzeitpunktes
DE19755247.1 1997-12-12
DE19755256A DE19755256A1 (de) 1997-12-12 1997-12-12 Verfahren zur Erkennung von klopfender Verbrennung aus einem Ionenstromsignal bei Brennkraftmaschinen mit elektronischer Zündzeitpunktverstellung
DE19755256.0 1997-12-12

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WO1999031384A1 true WO1999031384A1 (fr) 1999-06-24

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Cited By (10)

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WO2002016745A3 (fr) * 2000-08-25 2002-06-20 Bosch Gmbh Robert Procede de detection de cliquetis pour un moteur a combustion interne et dispositif correspondant
LU90733B1 (en) * 2001-02-16 2002-08-19 Delphi Tech Inc Device for lon current sensing
DE10162253A1 (de) * 2001-12-18 2003-07-10 Daimler Chrysler Ag Glüh- und Ionenstrommeßvorrichtung für einen Dieselmotor
FR2838780A1 (fr) * 2002-04-17 2003-10-24 Mitsubishi Electric Corp Appareil de detection d'etat de combustion pour moteur a combustion interne
FR2838781A1 (fr) * 2002-04-17 2003-10-24 Mitsubishi Electric Corp Dispositif de detection de rate d'un moteur a combustion interne
EP1217207A3 (fr) * 2000-12-20 2004-04-07 Honda Giken Kogyo Kabushiki Kaisha Système pour détecter des ratés d'allumage pour un moteur à combustion interne
EP1416156A1 (fr) * 2002-10-31 2004-05-06 Toyota Jidosha Kabushiki Kaisha Dispositif et méthode de commande du cliquetis dans un moteur à combustion interne
DE10248488B4 (de) * 2002-04-26 2009-07-09 Mitsubishi Denki K.K. Fehlzündungserfassungsvorrichtung für einen Verbrennungsmotor
DE10325318B4 (de) * 2002-08-06 2009-07-16 Mitsubishi Denki K.K. Vorrichtung zur Erfassung von Bedingungen bei der Kraftstoffverbrennung in einer Brennkraftmaschine
DE19953710B4 (de) * 1999-11-08 2010-06-17 Robert Bosch Gmbh Verfahren und Vorrichtung zur Meßfenster-Positionierung für die Ionenstrommessung

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DE3415948C2 (fr) 1984-04-28 1992-10-15 Robert Bosch Gmbh, 7000 Stuttgart, De
GB2259365A (en) 1991-09-04 1993-03-10 Nippon Denso Co Engine knock control
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US5263452A (en) * 1991-11-26 1993-11-23 Mitsubishi Denki K.K. Knocking detector for internal combustion engine
US5343844A (en) * 1990-06-25 1994-09-06 Mitsubishi Denki Kabushiki Kaisha Apparatus and method for detecting misfiring in an internal combustion engine
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JPH07310584A (ja) * 1994-05-16 1995-11-28 Nippondenso Co Ltd 内燃機関用ノック制御装置
DE4321782C2 (de) 1992-06-30 1996-11-07 Mitsubishi Electric Corp Klopfunterdrückungsvorrichtung und -Verfahren für eine Brennkraftmaschine mit innerer Verbrennung
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DE3027103A1 (de) 1979-07-18 1981-01-22 Nissan Motor Einrichtung zum beurteilen der staerke des in einem verbrennungsmotor entstehenden klopfens
DE3415948C2 (fr) 1984-04-28 1992-10-15 Robert Bosch Gmbh, 7000 Stuttgart, De
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DE19953710B4 (de) * 1999-11-08 2010-06-17 Robert Bosch Gmbh Verfahren und Vorrichtung zur Meßfenster-Positionierung für die Ionenstrommessung
WO2002016745A3 (fr) * 2000-08-25 2002-06-20 Bosch Gmbh Robert Procede de detection de cliquetis pour un moteur a combustion interne et dispositif correspondant
EP1217207A3 (fr) * 2000-12-20 2004-04-07 Honda Giken Kogyo Kabushiki Kaisha Système pour détecter des ratés d'allumage pour un moteur à combustion interne
US6803765B2 (en) 2000-12-20 2004-10-12 Honda Giken Kogyo Kabushiki Kaisha Misfire detection system for internal combustion engines
LU90733B1 (en) * 2001-02-16 2002-08-19 Delphi Tech Inc Device for lon current sensing
EP1233177A1 (fr) * 2001-02-16 2002-08-21 Delphi Technologies, Inc. Dispositif pour mesurer un courant ionique
DE10162253A1 (de) * 2001-12-18 2003-07-10 Daimler Chrysler Ag Glüh- und Ionenstrommeßvorrichtung für einen Dieselmotor
FR2838781A1 (fr) * 2002-04-17 2003-10-24 Mitsubishi Electric Corp Dispositif de detection de rate d'un moteur a combustion interne
FR2838780A1 (fr) * 2002-04-17 2003-10-24 Mitsubishi Electric Corp Appareil de detection d'etat de combustion pour moteur a combustion interne
DE10248488B4 (de) * 2002-04-26 2009-07-09 Mitsubishi Denki K.K. Fehlzündungserfassungsvorrichtung für einen Verbrennungsmotor
DE10325318B4 (de) * 2002-08-06 2009-07-16 Mitsubishi Denki K.K. Vorrichtung zur Erfassung von Bedingungen bei der Kraftstoffverbrennung in einer Brennkraftmaschine
EP1416156A1 (fr) * 2002-10-31 2004-05-06 Toyota Jidosha Kabushiki Kaisha Dispositif et méthode de commande du cliquetis dans un moteur à combustion interne
US6877482B2 (en) 2002-10-31 2005-04-12 Toyota Jidosha Kabushiki Kaisha Knock control apparatus and knock control method for internal combustion engine

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