Correction of engine warming-up

 

The method of operation of the internal combustion engine during its warm-up, which includes managing at least one working parameter of the engine as a function of at least some measure of energy supplied to the engine since the start of the period of his warm-up, thereby providing increased stability of the combustion during the warm-up period. Preferably, this measure received by the engine power based on the amount of fuel admitted to the engine during the warm-up period. The invention provides stable combustion during a warm-up period. 10 C.p. f-crystals, 7 Il.

The present invention mainly relates to a method of controlling an internal combustion engine, and more specifically to the management of such engine during warm it up.

Internal combustion engines typically exhibit relatively low stability of combustion during their warm-up, especially after the engine is started from cold, when he is at a very low temperature. Typically, the combustion stability is increased as the engine warms up to normal operating temperature. In some DWI the CSO control (ECU - electronic control unit), the warm-up period is defined as starting the engine up until it reaches a predetermined operating temperature of the engine.

The stability of combustion in the engine can be characterized by the value of the index of variance (COV - coefficient of variance). The COV value indicates the degree of change the maximum indicator torque in each cylinder of the engine. Maximum indicator torque directly associated with the peak pressure in each cylinder and can be graphically represented by the area under the curve of pressure in the cylinder. Change the maximum indicator torque occur, usually due to the unstable combustion in each cylinder and, consequently, the value of COV is essentially a measure of the stability of engine operation. Usually reducing the COV values means higher stability of combustion in this engine.

It is known that in practice, in particular for four-stroke engines, will attempt to increase the stability of combustion during a warm-up period of the engine, allowing it to work on a richer compared to conventional air-fuel mixture and/or setting the ignition timing during this period. the mperature coolant during engine warm-up period. However, completed by the applicant testing engine with direct fuel injection have shown that for some types of engines there is no direct relationship between the coolant temperature and the degree of stability of combustion. For example, if the engine coolant temperature which at the start is equal to, say, 20 degrees Celsius, compared with the same engine, which was launched earlier and thus had a lower coolant temperature, and which has since worked for some time so that at the moment the coolant temperature is 20 degrees Celsius, the values of COV in each of these cases will differ significantly, despite the fact that at the moment the temperature of the coolant is equal to.

Conducted by the applicant testing some engines show that the COV value for the engine during the warm-up period after the engine is started from a cold condition, usually gradually decreases until, until it reaches almost a constant value. This constant value or the value of the COV of the steady-state regime as a whole equal to the value of COV of this engine when it is running at normal operating tempo is the warm-up period gradually increases as the average temperature of fuel in the cylinder (ACGT - average cylinder gas temperature) in each combustion chamber of the engine and the coolant temperature of the engine. Coolant temperature usually rises in thermal energy transfer from the combustion chamber and cylinder walls of the channels passing engine coolant. It was found that the steady-state operating mode some time after startup, the difference between the value of ACGT and the coolant temperature becomes almost constant. This can happen even with the continued increase of the combustion temperature and coolant. The point at which the temperature first reaches a nearly constant value, in General, corresponds to the point at which the value of COV reaches its lowest values of the steady-state mode.

Thus, it is desirable to change some operating parameters of the engine during the warm-up period to the value of the ACGT increased so that the difference between combustion temperature and the coolant temperature is in a steady operating mode has reached the above-mentioned constant value.

This typically would ensure that the value of COV would be equal to the value established , combustion during a warm-up period. It is a constant value of COV would be achievable under all operating modes.

In addition to the foregoing, the applicant noted that for individual engine that starts with the specified coolant temperature, to achieve the sufficient stability of combustion in the engine always does almost the same energy level, although the time to achieve sufficient stability of combustion can vary depending on the operating mode of the engine and, in a broader sense, depending on how the engine is running after startup. This energy is supplied to the engine by the combustion of fuel in each combustion chamber of the engine during the warm-up period, and therefore the amount of fuel admitted to the engine since the start, is in mutual dependence with the amount of energy received by the motor from the start. That is, for individual engine the point at which the above-mentioned temperature difference and the value of COV reach a constant value, is also in mutual dependence with a certain amount supplied to the engine fuel.

It follows that there is a relationship between the amount of fuel is about to say, that, regardless of how much time is needed to reach this point, the total quantity supplied to the engine since start of fuel (called "accumulated fuel) required to achieve the above-mentioned low COV values of the steady-state mode, almost always under the condition that the engine start has the same initial coolant temperature. Therefore, to achieve sufficient stability is not relevant whether the engine until, until you reach this point, at high speeds or continues to run at idle, because since the launch used the same total amount of fuel.

Thus, it is possible to establish the degree of correction or change individual operating parameters of the engine during the warm-up period for accumulating since the launch of the fuel. That is, this correction may be based on how much fuel has been made to the engine since start.

Alternatively, it should be noted that can be used other measures to gauge the amount of energy supplied to the engine during the warm-up period. For example, entering the engine energy can assess the way the present invention is a control for a motor with a low COV value during the warm-up period, and this can be achieved by ensuring the correct working of the parameter on the basis of some measure of energy supplied to the engine during the warm-up period.

In addition, the present invention is a control for the engine at low COV value during the warm-up period, and this can be achieved by ensuring the correct working of the parameter based on the amount of fuel entering the engine during the warm-up period.

With this in mind, the present invention provides, on the one hand, the method of controlling the internal combustion engine during its warm-up, including the management of at least one working parameter of the engine as a function of at least one measure of the energy supplied to the engine during the warm-up period. It is preferable to control at least one working parameter of the engine was carried out as a control function of at least one measure of the energy supplied to the engine during the warm-up period of this engine to ensure, therefore, increased stable one working parameter of the engine based on specific measures energy, coming into the engine during the warm-up period, was carried out together with other factors related to the operation of the engine. For example, to control such at least one working parameter of the engine can be used, the temperature of the engine together with a certain measure of the energy supplied to the engine during the warm-up period. In addition, for more complex models can be taken into account other factors, such as the balance of energy, for example, caused by incomplete combustion or thermal losses.

Preferably, such a measure of energy fed into the engine during the warm-up period, based on the amount of fuel entering the engine during the warm-up period.

As an alternative measure of the energy supplied to the engine during the warm-up period, based on the accumulated value of the load level of each stroke combustion during a warm-up period.

Convenient to during the warm-up period was supported by the relatively low value of the indicator dispersion, the maximum indicator of torque. More preferably, during the warm-up period was mainly supported by the same constant low znachenieto will be at normal running of the engine after a period of warm it up.

Useful to manage data of at least one working parameter of the engine as a function of the total quantity of fuel, which shall be submitted to the engine during the warm-up period, or the accumulated value of the load level of each stroke combustion during a warm-up period, also depended on the temperature of the engine when it starts. Typically, the temperature of the engine is determined by the temperature of the coolant. As described below, the initial temperature of the engine coolant helps to determine the extent to which you want to change this at least one operating parameter during a warm-up period.

In relation to the working parameter, which is based on the accumulation of the number of people entering the engine fuel, convenient to the warm-up period of the engine was a time since engine start, for which this engine should apply a predetermined amount of fuel. Therefore, the duration of the warm-up period of the engine depends on its operating mode, which essentially determines the time for which the engine should apply a predetermined amount of fuel. In this regard, it is important to note, Thu the El. Instead, it determines what pre-specified amount of fuel must be submitted to the engine to complete a warm-up period, and uses this pre-set amount of fuel for precise control at least one working parameter of the engine to ensure sufficient stability of combustion during a warm-up period. In addition, this pre-set amount of fuel is also used to determine when it can be terminated such precise control that at least one working parameter of the engine.

However, compared with the previous ways of warming up, based on control of the coolant temperature to determine when the engine warms up and, therefore, when you remove the correction of various operating parameters, the method of the present invention may indeed be a consequence of the shorter warm-up period. This is mainly due to the fact that the warm-up period depends on the quantity supplied to the engine fuel, and the fact that the correction of the working parameter can be terminated more accurately on the basis of a submission to the engine of a given quantity of fuel. In addition, F. the heating is reduced, despite the fact that the engine is the same a predetermined amount of fuel.

Preferably, the management of this at least one working parameter of the engine was carried out only until the time when the engine filed a predetermined amount of fuel. After that, the management of this at least one working parameter of the engine is carried out in a known manner in guaranteed operating mode, usually based on the normal operating tables.

Preferably, a pre-specified quantity supplied to the engine fuel characterizing the duration of the warm-up period, were determined by conducted for this engine measuring and testing.

Useful to manage data of at least one working parameter of the engine was carried out as a function of the total quantity of fuel delivered in the engine since its launch, in the period when the engine temperature is below a predetermined value. Engine temperature is usually determined by the temperature of the engine coolant. Alternatively, the temperature of the engine can be based on the temperature of the site of the engine as Blo or inlet valve.

In addition to the above, this method, when a higher degree of detail may include: a) determination of the total quantity of fuel, which must be submitted to the engine to complete a warm-up period, (b) providing a table warm-up for this at least one working parameter to control the operation of the engine, (C) the choice of the scaling factor for this at least one working parameter to control the operation of the engine, and this scaling factor is chosen as a function of the current amount of fuel delivered in the engine since the start of the warm-up period, and (d) the use of this scaling factor to control the transition from the table to warm up to normal operating table for this at least one working parameter to control the operation of the engine.

As stated above, required for completion of the warm-up period, the total amount of fuel, or the total accumulated fuel, can be determined as a function of the engine temperature at the beginning of the warm-up period. The temperature of the engine is used as reference data for determining the condition of the engine at the beginning of the warm-up period. With this purpose "is to the required quantity of fuel as a function of the engine temperature. As described above, the motor temperature can typically be determined by the coolant temperature, but, alternatively, may be determined by temperature, for example, block, heads, bolt heads or component of the engine.

Preferably, the table warm-up could contain the absolute value for the at least one working parameter. These values represent values that are necessary to achieve stable combustion at a predetermined temperature run, significantly less than the normal operating temperature of the engine. For example, the values in the start-up table may be based on the stability of combustion at -10oC.

Convenient to the scaling factor applied to the difference between corresponding values in the table warm-up and normal operating table for a given engine speed and/or load for this at least one working parameter. As a result, the reduction of the scaling factor due to an increase in the amount received in engine starting, fuel, controls the transition from the table to warm up to normal operating table for this vegetale to ensure sufficient stability of combustion during a warm-up period, essentially leads to an increase in the average temperature of fuel in the cylinder ACGT in each combustion chamber of the engine and, consequently, a corresponding increase in the difference between the value of the ACGT and the temperature of the engine coolant. As stated above, this temperature difference is related to the mutual dependence with the index of dispersion maximum indicator torque for a given engine, and therefore, when reaching an almost constant temperature difference during the warm-up period can be achieved in a low and almost constant value of the indicator dispersion. It is important that the management data of the at least one working parameter of the engine is carried out in accordance with the method of the present invention immediately prior to cold starting of the engine. That is, a sufficient stability of combustion is usually achieved immediately when the engine is running.

To the operational parameters of the engine, which is controlled in accordance with the method of the present invention, may include air supplied in a single or each cylinder in the working cycle of the engine (ARS - air per cycle), and therefore, the fuel / air mixture, and install the timing shown in U.S. patent 4934329, can be managed by the beginning of the injection of air (SOA start of air injection), which determines the commencement of injection into the engine fuel. In addition, and particularly for two-stroke engines, such as engines, developed by the applicant, may also control the position of a single or each exhaust valve relative to the corresponding outlet port of the cylinder. Notwithstanding the foregoing, the control of operating parameters of a different engine in accordance with this method, as described, is seen as related to the present invention.

The scaling factor for each of the above operating parameters may be determined as a function of the total accumulated fuel filed into the engine. Such functions can be represented by the respective reference tables for each operating parameter. Depending on the engine temperature, measured at the beginning of the warm-up period, the total number of accumulated fuel needed to complete a warm-up period may vary, usually decreasing with increasing initial temperature of the engine. Therefore, each reference table starting point for OPI, the starting point for determining an initial scale factor to apply to each operating parameter of the engine based on the amount of fuel that must be submitted to the engine to complete a warm-up period.

The scaling factor for the above-mentioned operating parameters can usually decrease with a maximum value at the beginning of the warm-up period to some minimum value at the end of the warm-up period. Therefore, at the end of the warm-up period each performance parameter reaches a certain value, representing a typical value during normal operation of this engine.

The scaling factor may also be prescribed to control the cyclic flow of exhaust gases, known as "EGR" (exhaust gas recirculation), in the combustion chamber of the engine. However, since the EGR is usually warmed more slowly than the other components of the engine, possibly the EGR control should be based on a longer time interval than the management of other operating parameters of the engine. In addition, the EGR control may differ from the management of other operating parameters of the fact that the level of EGR can always start with olivola to the desired normal operating level. The period of time necessary to achieve normal levels, may decrease with increasing initial temperature of the engine.

Although the above comments are based on the management data of the at least one working parameter on the basis of the amount of fuel supplied to the engine during the warm-up period, it should be noted that similar comments apply in relation to the management of records at least one working parameter on the basis of some other measures, mutually related to the amount of energy entering the engine during the warm-up period.

For the following discussion of the present invention is convenient to use the links on the accompanying graphics, which illustrate the preferred embodiment of the present invention. Other embodiments of the present invention, and, accordingly, the specifics of the attached graphic materials should not be construed as a substitute for the General statement of the preceding description of the present invention.

Graphic materials: Fig. 1 shows a graph of the mutual dependence between the difference between the average temperature of fuel in the cylinder and the coolant temperature of the engine is dstanley graphics scaling factors for different operating parameters of the engine as a function of the percentage of the total accumulated fuel coming into the engine during warm-up.

In Fig. 3 presents a flowchart illustrating the method of heating in accordance with the present invention applied to managing the installation of the ignition timing.

Turning first to Fig. 1, it should be noted that this graph represents a function of the number of variables of the engine in dependence on time for a particular value of load and speed. Curve a represents the index of variance (COV) maximum indicator torque of the engine after starting the engine. As you can see, immediately after the engine is started, the value of COV is high, which is relatively low stability of combustion in the engine. As the engine warms up the value of the COV decreases until, until it reaches a certain, relatively low, constant value or values of the steady-state mode. This takes place after approximately the point E on the timeline.

Curves b and C respectively represent the temperature of the engine coolant and the average temperature of fuel in the cylinder (ACGT) for this engine after its launch. After starting the engine, both the above-mentioned temperature gradually increases until, until access is permanent. Curve D represents the difference between the temperature of the ACGT and the coolant temperature of the engine after it starts. It should be noted that at the point F on the curve D this temperature difference reaches a constant value, and this constant value is maintained subsequently, despite the fact that the temperature of the ACGT and the coolant temperature continues to increase. In addition, the point F corresponds to the time point E, in which the value of the COV for the first time reaches a relatively stable value. Thus, this graph illustrates the mutual relationship between supplied to the engine energy, which leads to temperature rise ACGT and coolant temperature, and the stability of combustion in this engine.

The present invention examines the management of at least one working parameter of the engine in order to significantly raise the temperature ACGT, as shown on the curve With' in order to effectively maintain almost constant difference between the temperature of the ACGT and the coolant temperature with the initial start of the engine and to the point in time marked by the point E. that is, it tries to maintain the temperature difference, shows the curve D'. Si And'. Thus, this means a sufficient level of stability of combustion during a warm-up period.

Further, it should be noted that in one embodiment, point E represents a predetermined number received in the engine fuel. Despite the fact that the point E may vary, presenting, therefore, different time of completion of the warm-up, a predetermined amount of fuel, which, ultimately, will lead to the constant value of COV if the working parameter of the engine does not require any correction or adjustment, will remain the same. This amount of required fuel remains the same regardless of the operating mode of the engine (i.e., not limited to the steady state mode and is applicable in cases where there are transients).

To achieve the required stability of combustion during a warm-up period operating parameters using the scaling factors change from their normal absolute values. That is, as is well known in the field of motor control, the correction of the operating parameters of the engines is provided usually on the warm-up period. In this regard, and as noted above, the scaling factor applied is for this at least one working parameter of the engine. Increasing since the start of the engine the amount fed it fuel controls the transition from the values in the table warm-up to the corresponding values in normal operational table for the at least one working parameter of the engine.

For example, in Fig. 2A shows a graph of the scaling factor to set the ignition timing as a function of the amount of fuel admitted to the engine during its warm-up after starting the engine, also called the "accumulated fuel. This scaling factor is usually normalized so that its value lay in the range from 0 to 1, with this scaling factor has a maximum value at the beginning of the warm-up period. At this point, this method is in accordance with the present invention provides a significant advance of the installation of the ignition timing as compared with the installation of the ignition timing, which are often used in the normal mode. During the warm-up period, increasing the value of the accumulated fuel scale factor gradually decreases in a linear dependence on accumulare ignition timing now coincides with the installation of ignition, used in the normal operating mode of the engine.

It must, however, be noted that the scaling factors are usually calculated on the assumption that the engine is started when the coolant temperature is greater than a certain value, for example, -10oC. Thus, for example, if the engine starts when the coolant temperature is equal to, say -20oSince, the values of the scaling factors used in the initial part of the warm-up period will be greater than 1. For example, the initial values of the scaling factors immediately after starting can be equal to 1.5, and then decrease, as noted above, until, until it becomes equal to 0.

In Fig. 2 presents a similar graph depicting the dependence of accumulated since the launch of the fuel-scaling factor to control the adjustment of the beginning of injection of air (SOA) or, essentially, the beginning of fuel injection in an engine with dual-injection system fluid. It is established that, in contrast to the scaling factor to set the ignition timing, the optimal scaling factor for the beginning of injection of air, as clearly seen in Fig. 2b, represents the and from fuel accumulated since the launch, the scaling factors for the air supplied to the cylinder in the working cycle of the engine, or "ARS", and for setting the position of the exhaust valve in a two-stroke engine. As noted above, it is possible to envisage other scaling factors for other operating parameters of the engine, such as the EGR control. In this respect, to control some work setting based on a percentage of accumulated since the start of the fuel can be any links.

In Fig. 3 shows a block diagram representing the method of heating in accordance with the present invention in relation to the installation of the ignition timing for the engine. A similar procedure can be used for the other aforementioned operating parameters of the engine. As shown in this flowchart, at step 1 begins the start of the engine, usually by turning the ignition key. In stage 2 is determined by the temperature of the engine coolant. To determine whether this method of controlling the warm-up period, this value coolant temperature is compared with a preset temperature of the cooling fluid is the engine to warm-up mode, where is the correction of various operating parameters of the engine, and thus, the engine management will be carried out in accordance with normal operating mode.

Assuming the necessary warm-up mode in step 3 in the reference table 12, representing the dependence of the total accumulated fuel from the coolant temperature of the engine, is determined by the total amount of fuel required for a warm-up period of this engine (wu_fuel). At a higher temperature coolant warm-up period required less total accumulated fuel.

On step 4 select the start point 14 in table scale factor to set the ignition timing. This table scaling factor is provided in the second information table 13, which represents the dependence of the scaling factors for setting the ignition timing from the total accumulated fuel admitted to the engine since its launch (acc_fuel). The informational table 13 shows the relationship between the scale factor of the ignition and the total accumulated fuel, as shown in Fig. 2A. The starting point 14 in the reference table 13 wu_fuel). Than less accumulated fuel, the right will be the starting point as shown in the graph in Fig. 2A. Consequently, this will lead to the fact that the initial scaling factor used to determine the correct installation of the ignition timing, will have a smaller value.

In step 5 managing this procedure, the electronic control unit of the engine sets the value of the counter by setting to 0 the value of the quantity of fuel admitted to the engine with the start time. This point corresponds to the actual start of the warm-up period of the engine. In step 6 by the reference table 13 defines the scaling factor of the ignition. At step 7, the following function determines the current ignition advance used this engine in this phase of the warm-up period: ign_adv = scaling factor * (wu_ign-ign_advn) + ign_advn, where "ign_adv" is the current ignition advance, which must use the engine during the warm-up period; the scale factor is a scaling factor defined on the reference table, the installation of ignition timing 13; "wu_ign" ignition advance received under the table prannoy the coolant temperature; and
"ign_ adv" - setting the ignition timing obtained by the conventional operating table that provides the absolute value of the installation of the ignition timing used this engine in the normal mode.

Phase 8 is the current step of fuel injection and the associated act of ignition when the calculated ahead. In step 9, the current number received in the motor fuel (acc_fuel) is compared with the desired total accumulated fuel (wu_ fuel) obtained according to reference table 12. If these quantities are the same, then at step 10 the warm-up period ends. Otherwise, using a counter stage 5 is injected at stage 8 fuel on the stage 11 is added to the accumulated value of the fuel, and the procedure is repeated from step 6.

It is believed that modifications and changes that would be known to the experienced professionals who are within the scope of the claims of the present invention.


Claims

1. The method of operation of the internal combustion engine during its warm-up containing the following stages: determining the amount of fuel that must be submitted to the engine to complete the period of progree stability of combustion of the engine.

2. The method according to p. 1, in which the specified quantity of fuel is accumulated amount of fuel supplied to the engine from starting the specified engine.

3. The method according to p. 1 or 2, wherein the specified amount of fuel depends on at least one parameter when the engine is running.

4. The method according to p. 3, in which at least one parameter is the temperature of the engine.

5. The method according to any of the preceding paragraphs in which the specified quantity of fuel is independent of the operating conditions of the engine during the warm-up period.

6. The method according to any of the preceding paragraphs in which the specified quantity of fuel is independent of the speed during the warm-up period.

7. The method according to any of the preceding paragraphs in which the specified control at least one working parameter of the engine is at least dependent on the accumulated measures of fuel supplied to the engine since engine start.

8. The method according to any of the preceding paragraphs, in which at least one operating parameter is at least one of the following options: ignition advance, the management of the start of injection, the rate is .8, in which the engine includes a dual system of injection fluid, and adjusting the injection includes at least the beginning of the injection of air.

10. The method according to any of the preceding paragraphs, in which stable combustion includes maintaining low dispersion maximum indicator torque.

11. The method according to p. 10, in which low dispersion indicator torque corresponds to the level of dispersion indicator of engine torque during steady state operation mode of the engine.

 

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