Solution: knock knock in an internal combustion engine

 

The invention relates to a method of eliminating detonation knocking in the internal combustion engine (ice) when in dynamic mode. The technical result is to effectively eliminate detonation knock in the dynamic mode of operation of the engine. Solution: knock knock in the internal combustion engine is carried out using a device collection and preliminary processing of data, control unit, device identification detonation and knock detection device of dynamical regimes. With the help of the device collection and pre-processing data to determine the operating parameters of the engine. Using device detection dynamic regimes recognize the transition of ice to the dynamic mode. Using the control unit based on the measured operating parameters calculate the ignition timing taking into account in the dynamic regime, the values of pre-emption dynamic load change which is selected by the memory control unit multiparameter characterization. This is contained in multivariate characteristic value for the magnitude of pre-emption dynamic load change correct in each case in the end dinamica detect detonation knock. 9 C.p. f-crystals, 5 Il.

The invention relates to a method of eliminating detonation knocking in the internal combustion engine (ice) when in dynamic mode using a device collection and preliminary processing of data with which to determine at least one operating parameter of the internal combustion engine control unit, which based on at least one measured the working parameter, calculating the ignition timing, respectively, the timing given in the dynamic regime, the values of pre-emption dynamic load change, the device detecting detonation knock, which determine the intensity of detonation knock, and detection devices dynamic modes, with the help of which recognize the transition of ice to the dynamic mode of operation, on the basis of at least one working parameter of the engine control unit to calculate the value proportional to the actual load signal value is proportional to the future load signal, and the difference between the load values calculated by the difference between the specified values of the actual and the future is proportional to the load from the first load change by sampling this value lead to dynamic changes of the load stored in the memory of the control unit multiparameter characterization, this is contained in this multivariate characteristic values correspond to specific ranges of the difference between the loads and the amount of lead dynamic load change each time the program is reading from the same region of multiparameter characteristics, which range differential loads corresponding to the actual differential load values.

Below the present invention and its underlying problem, despite the possibility of its use in all internal combustion engines, are considered with regard to the internal combustion engine of the vehicle.

The apparatus and method eliminate detonation knock in internal combustion engines is known from DE 3420465 C2. In such a known device and method is used to determine the operating parameters of internal combustion engine and on the basis of the measured operating parameters in the control unit calculates the corresponding regulatory impact management primarily processes such as ignition and fuel injection. In this way, for example, based on the rotational speed and applied load is calculated optimum ignition timing.

In addition, in the known device provides a gauge of detonation combustion, which shall register separately in each ciliv the signal processing unit detonation knock, after filtering out background noise, these signals are compared with a certain reference level detonation knock. When it detects detonation combustion in one cylinder ignition timing in the cylinder, defined on the basis of speed and load changes to eliminate detonation in the direction of late and thus offset from the border of detonation. After a predetermined number of cycles budgeteering combustion specified modified towards late ignition timing is gradually returning to the calculated control unit is the specified value. Because of the cold, i.e., not warmed up, the engine of the risk of detonation combustion no, control system for detonation usually activated only after the engine reaches a predetermined temperature, i.e., after it warms up. Below this temperature the system is turned on, the control detonation, knock excluded because prevailing in the combustion chamber of thermal conditions do not allow detonation combustion.

In known systems, the engine temperature is usually determined by the coolant temperature or the temperature of the combustible mixture at the entrance to the cameras is established to accurately predict the degree of filling air in the cylinder, which is the injection of the fuel.

As described in DE 4401828 A1 technical solution is proposed to determine the amount proportional to the load of future signal characterizing the expected relative degree of filling of the air cylinder. The magnitude is proportional to the future load signal is determined on the basis proportional to the actual load of the main signal proportional to the actual load of the auxiliary signal, which is ahead of the specified proportional to the actual load main signal, and the angular interval of rotation of the crankshaft. This angular interval of rotation of the crankshaft can be set depending on expressed in units of time or units of angle of rotation of the crankshaft previously accumulated amount of fuel and duration of fuel injection and the time of computation. The advantage associated with the use of such quantities characterizing the angular interval of rotation of the crankshaft, is that this creates an opportunity to determine the value proportional to the load of future signal at the most recent point in time and thus with the most high is tra lower frequencies, constant which can be set depending on the load. The value of the constant of the filter is read when the load increases by one characteristic and at the drop of a load on a different characteristic. This offers the opportunity to determine in advance the degree of filling air cylinders of internal combustion engine with the least amount of time on calculations.

The magnitude is proportional to the load of the auxiliary signal is determined on the basis of the angular position of the throttle valve, the rotation speed of the internal combustion engine and, if necessary, the flow rate of air passing to the throttle valve via the bypass channel, and adjust depending on the temperature in internal combustion engines intake air and barometric pressure.

When opening the throttle at a small angle magnitude is proportional to the load of the auxiliary signal can also be determined on the basis of the measured flow meter mass air flow, which usually improves the accuracy of such a signal in the operating range.

The magnitude is proportional to the load of the main signal can be defined, for example, based on the measured intake manifold pressure and speed, on the basis of the measured rashly.

A similar approach can be used when the engine is in the transient and in the steady state, because when determining the magnitude is proportional to the future load signal is used is proportional to the load of the auxiliary signal, consistent with the proportional burden the main signal. The correction value (correction) necessary for the alignment is proportional to the load of the auxiliary signal, is calculated by integrating the magnitude of misalignment between the proportional load of the main signal and subjected to filtration is proportional to the load of the auxiliary signal, adjusted by an appropriate amendment. When subjected to filtration is proportional to the load of the auxiliary signal is obtained by filtering the adjusted proportional to the load of the auxiliary signal.

When carrying out this known process is proportional to the future load signal is used only to determine the amount of fuel to be injected.

The problem underlying the present invention is that the internal combustion engine with forced (spark) ignition mixture are PR the IOM tendency to knock, to eliminate which usually try through the use of so-called adaptive prefetching dynamic load change, i.e., due to additional changes to the ignition timing in the direction late in the period of the internal combustion engine in dynamic mode. Such additional prefetch dynamic load change is introduced when exceeding the gradient of the load, i.e., instantaneous velocity, respectively, an instant increase in speed, load change, some threshold. After this pre-emption dynamic load change persists for some period of time and then its value is gradually reduced through appropriate regulation to zero.

The disadvantage of this known approach described above is, as it was found, that the gradient of the load, which is differential, i.e. the instantaneous value carries no information about the load changes, which actually occurs during the entire follow-up period of the internal combustion engine in dynamic mode. This load change is determined only at a later point in time by integrating the gradient of the load time, which is, however, too late to set the led is given by the value of the lead dynamic load change only depends on how quickly changes the load at some point in time during operation of the engine, in the dynamic mode. Therefore, with a slight rapid load changes is given the same amount of lead dynamic load change when significant and the same rapid change of the load.

Said illustrated in Fig.5. As shown in this drawing, the diagram t means time tdyst means the start of the internal combustion engine in the dynamic mode, tdyena means the end of combustion in the dynamic mode in the case of "a", tdyenb means the end of combustion in the dynamic mode in the case of "b", rl indicates the degree of filling, and drl mean gradient filling degree. If "a" is significant and rapid change in the degree of fillingrla, and if "b" is insignificant and the same rapid change in the degree of fillingrlb.

However, temperature changes inside the engine and affect its tendency to knock, if "a" is greater and therefore the amount of lead dynamic load change accordingly would have to be considerably higher. However, for this at the moment is GNA to be known. In existing devices eliminate detonation knock in internal combustion engines such information is not available.

Based on the foregoing, the present invention was used to develop the solution detonation knock in the engine when it is operating in the dynamic mode, which would allow to solve the problems described above.

This task is solved according to the invention due to the fact that contained in the multivariate characteristic value for the magnitude of pre-emption dynamic load change correct in each case at the end of the dynamic modes of the internal combustion engine in accordance with the intensity of detonation knock identified by the device identifying detonation knock.

The advantage of the proposed invention in comparison with the known solutions is that it allows physically reasonable and dynamically with higher accuracy to set the amount of lead dynamic load changes and thus more effectively eliminate detonation knock in the dynamic mode of operation of the engine.

Proposed in the invention, the adaptation algorithm provides more accurate adaptive value, and thereby Ulcinj for accuracy, which simplifies their use.

To improve known from the prior art approaches in the invention it is proposed to set the amount of lead dynamic load change at the level of the predicted changes is proportional to the load signal, respectively, changes the degree of filling. It should be noted that the concept of "proportional to the load signal and proportional to the degree of filling (cylinder internal combustion engine with air) signal" are in the context of the present description is synonymous with value, since they are related by a simple constant of proportionality.

So, for example, based on the values specified torque, determined by the position of the accelerator pedal and on the basis of other input parameters or variables, you can calculate the value of a given load, respectively, given the degree of filling. Adjustable changing the actual load toward the setpoint, by setting the throttle in position and if necessary, control the turbocharger system of a supercharged internal combustion engine takes place with some delay. In other words, at the moment a large load changes needed to coordinate torque to already predicted this time dierence load is a measure of the load change, in fact expected in the dynamic mode.

This means that in the dynamic mode for setting the value of lead dynamic load change instead of a signal characterizing the instantaneous gradient of the load, use the difference between the predicted and instant is proportional to the load signals.

The amount of lead dynamic load changes more accurately than before, consistent with the actual physical needs, i.e., the magnitude and speed of change of the load. This eliminates the issue of unreasonably large values lead to dynamic load change, followed by a decrease in efficiency and deterioration of engine response to an impact. You can use the existing values used in the engine management system.

The result eliminates one of the main causes of detonation when running the engine, in the dynamic mode, which cannot optimally be considered in use today the dynamic adaptation algorithms used in control systems for detonation.

According to one preferred options proposed in the invention method as working the e throttle, and/or the intake manifold pressure and/or volumetric or mass flow in internal combustion engines intake air, and/or the angle of rotation of the crankshaft, and/or the temperature of the internal combustion engine. In this case, preferably, contained in multivariate characteristic values for the magnitude of pre-emption dynamic load change were further divided according to the frequency of rotation, while the corresponding value for the magnitude of pre-emption dynamic load change is read from the area of multiparameter characteristics, in which the speed range corresponds to the actual rotational speed.

In accordance with the following preferred option proposed in the invention method, the fact of the transition of ice to the dynamic mode set using the detection device of dynamical regimes in the case when the gradient of the load exceeds the threshold value.

The magnitude is proportional to the future load signal is preferably calculated on the basis proportional to the actual load of the main signal proportional to the actual load of the auxiliary signal, which is ahead of the specified proportion Aviemore depending on calculation time, expressed in units of time or units of angle of rotation of the crankshaft. In this case, the value proportional to the actual load of the auxiliary signal is preferably determined on the basis of the angular position of the throttle valve, the rotation speed of the internal combustion engine and, if necessary, the flow rate of air passing to the throttle valve via the bypass channel and/or via the optional bypass valves. The same value is proportional to the actual load of the main signal is preferably determined based on the measured intake manifold pressure and speed, on the basis of the measured flow meter mass air flow, or by filtering proportional to the actual load of the auxiliary signal.

In accordance with another preferred embodiment proposed in the invention method, a value proportional to the future load signal is determined taking into account the regulated changes in angular position of a shaft and/or EGR.

According to another preferred option proposed in the invention method, the difference between the load values specified with polewski, defined in the end of combustion in the dynamic mode, and a value for the magnitude of pre-emption dynamic load change that is stored in the corresponding area of multiparameter characteristics adjusted in multivariate characteristic at the time of completion of the internal combustion engine in dynamic mode only, when the difference of these differences load values at the beginning and end of the specified dynamic mode is less than the specified values.

Below the invention is described in more detail on the example of some variants of its implementation with reference to the accompanying drawings on which is shown:

in Fig.1 - technical means for ensuring the work of the internal combustion engine, which can be used in the proposed invention in solution,

in Fig.2 is a diagram that illustrates the nature of the change is proportional to the load of the main signal tL (dashed line) and proportional to the auxiliary load signal tL' (solid line) depending on the angle w of rotation of the crankshaft;

in Fig.3 is a block diagram illustrating the sequence of operations for the first variant embodiment of the invention; and

in Fig.4 is a diagram showing the change in brogo variant of the invention, namely, in the case of "with" in the presence of the predicted time tdyst load change and in the case of "d" in the absence of the predicted time tdyst load change;

in Fig.5 is a diagram showing the change with time of the degree of filling of air cylinders of internal combustion engine and the gradient of the degree of filling of air cylinders, namely if "and" when a significant rapid change in load case "b" with a slight, but also rapid load changes.

All drawings are structurally or functionally identical elements are denoted by the same positions.

In Fig.1 shows the technical tools that support the operation of the engine 100 is an internal combustion engine, which can be used proposed in the invention the solution.

First, more detail is shown in the drawing, the elements used to control the internal combustion engine 100. On the intake tract 102 in the internal combustion engine 100 is supplied fuel (fuel) mixture and exhaust gases are discharged through the discharge path 104. In the intake tract 102 are consistently located, when viewed in the direction of flow of the intake air, the flow meter 106 for measuring the volumetric or mass flow of air, for example thermoanemometers is a, throttle valve 110 to the sensor 111 to determine its angular position, the sensor 112 pressure and one or more nozzles 113. Usually in such systems, as a minimum, use the flow meter 106 to measure the volume or mass air flow sensor 112 pressure.

To bypass that section of the intake tract on which you installed the throttle 110, passes through the bypass channel 114 with located therein controller 115 speed at idle. The need to use a bypass channel 114 and the controller 115 speed at idle might fall in if the engine speed at idle is controlled by throttle valve 110. If necessary, may provide additional bypass valves at idle to maintain speed at a desired level, for example, when the air conditioning is activated. In the exhaust tract 104 is the oxygen sensor 116. In the internal combustion engine 100 is installed, the sensor 118 angular position of the crankshaft and the sensor 119 determine the temperature of the internal combustion engine 100. In addition, for ignition of the combustible mixture in the cylinders in the internal combustion engine 100 is provided, for example, four candles 120 ignition.

The output signals described m from the flow meter 106, measuring the volumetric or mass flow rate of air, the signal T from the temperature sensor 108, which is intended for determining the temperature of the intake air, a signalfrom the sensor 111 determine the angular position of the throttle valve 110, the signal R from the sensor 112 of the pressure signalfrom the oxygen sensor 116, the signal w from the sensor 118 angular position of the crankshaft and the signal TCM from the sensor 119 determine the temperature of the internal combustion engine 100. Unit 122 controls the processing of the signals of these sensors, controls the nozzle, respectively nozzles 113, the controller 115 speed at idle and candles 120 plugs, adjusting the ignition timing.

Calculation of parameters lead to dynamic load change must be completed by time tscircuit breaker points ignition system, i.e., such a calculation should be carried out well before reaching a crankshaft angle corresponding to the beginning of the filling of the cylinder.

However, to calculate the parameters lead to dynamic load change, you must use a value that characterizes the change in the degree of air filling the cylinder internal combustion engine and defined as rusmetsteel the beginning of the filling of the cylinder, and proportional to the load of the main signal at the beginning of dynamic load changes, i.e. you need to be able to predict the difference between the values of the degree of filling, respectively, the difference between the values of the loads.

Known from DE 4401828 A1 method makes it possible to approximately predict the magnitude is proportional to the load signal tL issued upon achievement of the crankshaft angle corresponding to the beginning of the filling of the cylinder, and called below the future (anticipating) is proportional to the load signal tLPr. When this is used primarily by the fact that well-known the main factor affecting the characteristics of the future is proportional to the load signal tLPr, i.e. we know the angular position of thethrottle valve 111, and the fact that the signalahead of the tL signal. Stated in more detail illustrated in Fig.2.

In Fig.2 depicts a chart showing a change proportional to the load of the main signal tL (dashed line) and proportional to the auxiliary load signal tL' (solid line) depending on the angle w of the crankshaft rotation. In steady reguiarly). When moving from a lower to a higher load curve describes the change of the signal tL', has a significantly steeper slope compared to the curve describing the change of the tL signal, which allows on the basis of the actual values of the signals tL' tL to predict future values of the signal tL, i.e., to determine on the basis of the actual proportional to the load supporting tL' and the main tL signal value of the future signal tLPr proportional to the load.

To determine the future is proportional to the load signal tLPr on the basis of a simple model of the intake pipeline (intake manifold) described the characteristics of the lowpass filter of the first order with load dependant constant of the filter. When the actual value of the angle w of the crankshaft rotation value of the future is proportional to the load signal tLPr for the future of the angle of rotation of the crankshaft is equal to w + wPr, can be predicted using the following formula:

tLPr=tL(w+wPr)=tL(w)+(tL'(w)-tL(w))(1-exp(-wPr/wF)).

In the above formula wPr means the projected angle, i.e. the difference between the future angle of rotation of the crankshaft, for which the predicted value of the future proportional load is the Achal cylinder filling), and the instantaneous angle w of the crankshaft rotation.

As mentioned above, the transformation is proportional to the load signal tL is proportional to the degree of filling of the signal rl and Vice versa is trivial procedure.

When commonly used at the present time the process of adapting the distribution and magnitude wkrdya lead dynamic load change, on which is based the present invention, since the beginning of the dynamic mode at time tdyst, for example when exceeding the size of drl threshold value, determines the range stkrnx speed, which is the instantaneous frequency of rotation of the shaft of internal combustion engine and which is stored in the register is made in the form of memory with random access (NVR). Value wkrdya lead dynamic load change, adapted to this range stkrnx speed in the previous dynamic modes, is read from the NVR. Detonation knock that occurs under certain conditions in the dynamic mode, classified according to their intensity detonation knock normal and high intensity. Based on this classification at the end of the dynamic mode at time tdyen, for example when the value of the drl Myung is issued to the amount of lead dynamic load change, ie, the adaptation of the new values lead to dynamic load change for the specified speed range wkrdya'. Thus the range in which the allowed such adaptation is limited to specified limits.

In Fig.3 shows a block diagram illustrating the sequence of operations for the first variant embodiment of the invention.

According to this first variant of the invention, the range of adaptation, in addition to its dependence on the rotation frequency, which is set in a range stkrnx speed is also dependent on the expected time tdyst predicted difference values loadrlPr=rlPr-rl, asked in the same way as range stkrdrlx the difference of the loads.

With this purpose, the detection of the beginning of the dynamic mode at time tdyst (step 400), as before, on the basis of the actual frequency n of rotation is determined and stored in memory range stkrnx speed. Additionally generated and saved in the memory (step 410) the expected dierence loadrlPr = rlPr - rl.

Based on this differencerlPr on the relevant characteristic is the case in the range of adaptation from which is read the value wkrdya lead to subsequent dynamic mode (step 420).

Such value may not necessarily be assigned to the temperature-dependent weighting factor, and then this value can be passed for further processing.

In dynamic mode, resulting detonation knock classified by intensity, on the basis of which upon detection of the end of the dynamic mode at time tdyen (step 430) is determined by the value that under certain conditions it is necessary to adjust the output value lead to dynamic load change from getting in the adjusted value wkrdya' lead dynamic load change for the next cycle (step 440). This execution is shown in the block diagram of the procedure ends.

Schematically shown in Fig.4 a diagram showing the change with time of the degree of filling of air cylinders of internal combustion engine and the gradient of the degree of filling of air cylinders, allows to explain the second variant of the invention, namely in the case of "with" in the presence of the predicted time tdyst load change and in the case of "d" in the absence of predskazannaya of the invention in the second embodiment, the correction value is checked for accuracy to determine, whether the value ofrl changes the degree of filling of the cylinder is actually happening in the dynamic mode, reliable (practically acceptable) within a pre-calculated value ofrlPr changing the degree of filling of the cylinder.

To do this, simultaneously with the beginning of the dynamic mode, the value of rl, which characterizes the degree of filling of the cylinder is stored in the NVR as initial values rldyst. Similarly, at the end of the dynamic mode, the value of rl is again stored in the NVR in the form of final values rldyen. If the value characterizing the change in the degree of filling of the air cylinderrl = rldyen - rldyst, deviates downward from the previously calculated values ofrlPr changing the degree of filling of the cylinder at most by the amount DRLSPE, in this case, the adaptation process is possible. In other words, accumulating register is activated to re-calculate the adaptive significance only in the case when the following condition:

DRLSPE+rldyen-rldystrlPr, respectively rldyen-rldystrlPr//img.russianpatents.com/chr/916.gif">rlPr value lead dynamic load change is not consistent with the actually occurring variation in the degree of filling of the air cylinder, equal rldyen - rldyst.

Thus, in the shown in Fig.4 "" atrlcrlPr-DRLSPE adaptation is appropriate, whereas in the case of "d" atrld<rlPr-DRLSPE adaptation it would not make sense.

The speed reduction adjustable values lead to dynamic load change at the end of the dynamic mode is also advisable to put in dependence on the comparison result DRLSPE+rldyen-rldystrlPr. If the actual load changes less than the predicted values by at least the amount DRLSPE, the speed reduction controlled quantity of lead is increased, for example doubled. Otherwise, a similar decrease in controlled quantity of pre-emption occurs with normal preset speed.

The next, third embodiment of the invention proposes to form a range of adaptation only depending on the expected values ofrlPr, the characteristic is Rusak (i.e., not depending on the speed range). This value is the determining parameter characterizing the tendency of ice to detonation in dynamic mode. This value is implicitly depends on the frequency of rotation, since the maximum possible load changes depends on the rotation frequency. Another frequency-dependent rotation is manifested in the influence of temperature. Therefore, the above-mentioned temperature-dependent weighting factor it is advisable to use not only in relation to the simulated temperature evtmod the inlet valve, but also in relation to the frequency of rotation n by setting it in the form of multivariate data (n, evtmod). Thus, there is a possibility to determine the actual, depending on speed values in a physically optimal locations. Otherwise, used in the third embodiment, the approach is the same as that used in the first, respectively second, variants.

The present invention is not limited to the above preferred variants of its implementation and can make various changes and modifications. With that said invention is not limited in particular, described the GLA ignition timing can be compensated by use of the predicted signal with additional consideration of the regulated changes the angular position of the camshaft and exhaust gas recirculation.

Claims

1. Solution detonation knocking in the internal combustion engine (ice) when in dynamic mode using a device collection and preliminary processing of data with which to determine at least one operating parameter of the internal combustion engine control unit, which based on at least one measured the working parameter, calculating the ignition timing, respectively, the timing given in the dynamic mode value (wkrdya) lead dynamic load change, the device detecting detonation knock, which determine the intensity of detonation knock, and detection devices dynamic modes, with the help of which recognize the transition of ice to the dynamic mode of operation, on the basis of at least one working parameter of the engine control unit to calculate the value proportional to the actual load signal (tL, rl), a value proportional to the future load signal tLPr, rlPr), and the difference between the load values calculated by the difference between the specified values of the actual and the future is proportional to the load signal (rlr) load values, characterized in that the data contained in multivariate characteristic value for the magnitude of pre-emption dynamic load change correct in each case at the end of the dynamic modes of the internal combustion engine in accordance with the intensity of detonation knock identified by the device identifying detonation knock.

2. The method according to p. 1, characterized in that the operating parameters determine the rotational speed (n), and/or the temperature in internal combustion engines intake air, and/or the angular position of the throttle valve and/or intake manifold pressure and/or volumetric or mass flow in internal combustion engines intake air, and/or the angle of rotation of the crankshaft, and/or the temperature of the engine.

3. The method according to p. 2, characterized in that the data contained in multivariate characteristic values for the s rotation, while the corresponding value (wkrdya) for values lead to dynamic load change is read from the area of multiparameter characteristics, in which the range (stkrnx) speed corresponds to the actual rotational speed (n).

4. The method according to any of the preceding paragraphs, characterized in that the transition of ice to the dynamic mode set using the detection device of dynamical regimes in the case when the gradient of the load exceeds the threshold value.

5. The method according to any of the preceding paragraphs, characterized in that the magnitude is proportional to the future load signal is calculated on the basis proportional to the actual load of the main signal (tL), is proportional to the actual load of the auxiliary signal (tL'), which is ahead of the specified proportional to the actual load main signal, and on the basis of the angular interval (wPr) of rotation of the crankshaft, which is set in dependence on time (wB) the computation expressed in units of time or units of angle of rotation of the crankshaft.

6. The method according to p. 5, characterized in that the magnitude is proportional to the actual load of the auxiliary signal (tL') ODA (n) shaft internal combustion engine and, if necessary, flow (qLL) air passing to a throttle flap (110) via the bypass channel (114) and/or through additional bypass valves.

7. The method according to p. 5 or 6, characterized in that the magnitude is proportional to the actual load of the main signal (tL) is determined on the basis of the measured intake manifold pressure (p) and speed (n), on the basis of the measured flow meter (106) mass flow rate (m) of air or by filtering proportional to the actual load of the auxiliary signal (tL').

8. The method according to any of the preceding paragraphs, characterized in that the magnitude is proportional to the future load signal tLPr, rlPr) is determined taking into account the regulated changes in angular position of a shaft and/or EGR.

9. The method according to any of the preceding paragraphs, characterized in that the difference (rlr) load values determined at the moment when the transition of ice to the dynamic operation.

10. The method according to any of the preceding paragraphs, characterized in that the difference between the load values defined using the control unit at the start of the internal combustion engine in the dynamic mode, compared with the difference between the load values determined at the time oski, stored in the corresponding area of multiparameter characteristics adjusted in multivariate characteristic at the time of completion of the internal combustion engine in dynamic mode only, when the difference of these differences load values at the beginning and end of the specified dynamic mode is less than the specified value.

 

Same patents:

The invention relates to a method of job control ignition values in the internal combustion engine is in the acceleration mode

The invention relates to measuring and diagnostic equipment and can be used for registration of detonation engine

FIELD: mechanical engineering; internal combustion engines.

SUBSTANCE: invention is aimed at increasing efficiency of discrimination of signals caused by knocking in internal combustion engine from signals caused by other noises in engine. Method is implemented by means of at least one detonation combustion sensor and signal processing unit installed after detonation combustion sensor and provided with at least one comparator. Output signal from detonation combustion sensor is compared after processing by comparator with variable reference value of level formed basing on preceding output signals of said combustion detonation sensor. Reference value of level passes into comparator through low-pass filter, and comparator indicates presence or absence of knocking basing on results of comparing. Tracking of reference value of level or calculation of value of input signal of low-pass filter are carried out at least by two different methods. Method is chosen depending on presence or absence of dynamic mode of engine operation.

EFFECT: improved efficiency of discrimination of signals caused by knocking.

5 cl, 6 dwg

FIELD: engines and pumps.

SUBSTANCE: method to control operation of an internal combustion engine with multiple combustion chambers includes introduction of advance into synchronisation of ignition in the first subgroup of combustion chambers from working synchronisation of ignition, until a detonation event is registered, simultaneously operation of other combustion chambers with working synchronisation of ignition is controlled. The first border of detonation is determined for the first subgroup of combustion chambers in compliance with the difference between working synchronisation of ignition and ignition synchronisation in case of the detonation event. Properties of fuel supplied into combustion chambers are determined in compliance with at least the first detonation border.

EFFECT: provision of internal combustion engine operation parameters control with account of fuel quality variation and conditions of engine operation.

20 cl, 4 dwg

FIELD: transport.

SUBSTANCE: output signal of device detonation pickup 28 is filtered by multiple of band filters 36-39 to extract components of multiple frequency bands oscillation (f1-f4). Weight factor G1-G4 multiplying component of frequency band oscillation in each frequency band is set so that said factor increase with increase in frequency band noise intensity. Thus, component of frequency band oscillation in each frequency band is synthesized by weighing in compliance with effects of noise intensity in every frequency band.

EFFECT: decreased noise, higher accuracy of detonation determination.

5 cl

FIELD: engines and pumps.

SUBSTANCE: proposed internal combustion engine comprises expansion ratio control mechanism A to vary expansion ratio and mechanism C to control gas phase distribution at outlet to vary moment of opening of exhaust valve 9. Expansion ratio and moment of exhaust valve opening are selected subject to engine load so that with engine load increasing, expansion ratio increases while moment of exhaust valve sifts toward delay in intake stroke BDC.

EFFECT: higher thermal efficiency.

6 cl, 23 dwg

FIELD: transport.

SUBSTANCE: electronic control unit (ECU) of the engine executes a program with the following stages: detecting the value of the engine vibration (stage S102); detecting the wave shape of the engine vibration based on the said value (stage S104); calculating the quotient K of correlation if the engine rotational frequency NE is less than the threshold value NE (1), using the sum of the values where each value is calculated by substracting the positive reference value from the value taken in the shock shape model , the sum is used as the area S of the shock shape model; and calculating the quotient K of correlation if the engine rotational frequency NE is not less than the threshold value NE (1), using the whole area S of the shock shape model (stage S114); and determining whether the detonation occurred or not, using the quotient K of correlation (stages S120, S124). The quotient K of correlation is calculated by dividing the sum of remainders by the area S, where each remainder is a remainder between the value on the vibration wave shape and the value on the shock shape model.

EFFECT: creation of method and device for detecting the detonation which is capable of detecting precisely whether the detonation occurred or not.

24 cl, 28 dwg

FIELD: engines and pumps.

SUBSTANCE: invention relates to internal combustion engines. Particularly, it relates to adaptation of engine to fuel octane number by conversion of the fuel identified octane number. Proceeding from spark advance check adjustment in the area of measured engine operating magnitudes, for definite octane number this area of measured engine operating magnitudes is divided into several zones (1-16); note here that every said zone comprises antiknock correction value for spark advance for said check adjustment. Here, changeover to check adjustment is performed corresponding to higher octane number: when incremental counter (TDC_CTR) of TDC number exceeds definite threshold (S3) if advance correction at current zone is smaller than definite threshold (S1_1-S16_1), or when zone number counter wherein advance correction cycle is smaller than the other threshold (S1_2-S16_2) exceeds multi-zone threshold (S3).

EFFECT: engine adaptation to fuel octane number.

7 cl, 3 dwg

FIELD: engines and pumps.

SUBSTANCE: invention relates to ICEs. Particularly, it relates to engine adaptation of octane number by conversion of identified octane number. Proceeding from check advance ignition adjustment at engine operating range for definite octane number said operating range is divided into several zones (1-16). Note here every said zone comprises includes antiknock advance ignition correction magnitude of check adjustment. Changeover to check adjustment corresponding to lower octane number is performed. When threshold magnitude of advance correction cycle (S1_2-S16_2) is exceeded at one zone, or when zone counter wherein another threshold magnitude (S1_1-S16_1) is exceeded, multi-zone threshold (S3) is exceeded.

EFFECT: engine adaptation to fuel octane number.

6 cl, 2 dwg

FIELD: engines and pumps.

SUBSTANCE: invention can be used at designing control system for ICE 2 running on several types of fuel. Identification of knocks at changing the type of fuel consists in registration of characteristic of signal (ikr) describing the ICE housing noise and definition of base level of background noise (rkr) by filtration in low-pass filter (LPF) LPF filtration factor (TPF) is varied during transition from one fuel to the other. Note here that magnitude of said factor is set to lower value that moment. Occurrence of knocks is defined proceeding from threshold value (SW) to be coordinated at changing of fuel type. Proposed device comprises housing noise registration unit 5 to record the characteristic of signal (ikr) and knocks identification unit 4 to register aforesaid signal and to determine its base level (rkr). Adjustment is performed by changing the throttle position, amount of fed fuel or ignition dwell angle.

EFFECT: lower probability of false operation of control system.

7 cl, 3 dwg

FIELD: engines and pumps.

SUBSTANCE: claimed controller comprises means for fuel feed into every cylinder and spark plug. Basic ignition moment for spark generation is set subject to the ICE operating conditions. The cylinder is defined for every cycle which develops the abnormal combustion at the area of operation with supercharging. Fuel feed is terminated for said cylinder developing the abnormal combustion. The ignition moment of the cylinder developing the abnormal combustion is varied so that the crankshaft turn angle width between compression stroke TDC and the ignition basic moment is expanded for several cycles after termination of the fuel feed. Additionally, after several cycles the ignition is terminated to inhibit the park generation by the spark plug.

EFFECT: suppressed increase in the ignition required voltage at fuel feed termination.

3 cl, 10 dwg

FIELD: engines and pumps.

SUBSTANCE: claimed invention consists in introduction of a definite measure (for example, fuel feed limitation) in case the definite ICE mode is revealed (for example, knocking). The check is performed to make sure that the fuel tank communicated with the ICE is filled. After introduction of said measure checked is whether the fuel from the fuel tank reaches the ICE after its filling and if the ICE operation in a definite mode terminates to cancel said definite measure at execution of aforesaid terms. This invention discloses the computer program products with the program code meant for execution of the claimed process at the existing ICEs with no extra hardware components.

EFFECT: higher accuracy of control.

4 cl, 1 dwg

Up!