The method of stopping the internal combustion engine

 

The invention relates to engine and can be used to control the internal combustion engine with raspredelennym sequential fuel injection and spark ignition. The invention allows to reduce the environmental pollution during operation of the engine. The method of stopping the internal combustion engine with sequential multipoint fuel injection and spark ignition is that after issuing a command to stop the internal combustion engine continue to fuel injection. Fuel injection continues only for those cylinders of internal combustion engine, in which at the time of filing the command to stop the internal combustion engine, the injection was not completed. Complete the injection of the estimated portions of the fuel and form specified in the cylinders of internal combustion engine spark discharges up until the duty cycle in all cylinders of the internal combustion engine will not be fully completed. 2 Il.

The invention relates to the field of engine construction and can be used to control the internal combustion engine (hereinafter DIC) with multipoint sequential fuel injection and spark ignition.

A known way to automatically stop the internal combustion engine equipped with an electronic control system (see patent US 4453506, MCIS F 02 D 17/00, PU the volumes of control of a particular mode of operation units of the vehicle by simultaneous off the supply of current to the spark plug and the overlap of the fuel into the cylinders of the engine.

This method allows to reduce fuel consumption when driving with frequent stops, typical urban driving conditions.

However, the above method does not take into account the processes occurring in the cylinders when performing the stop of the engine. Ignoring these processes leads to the following negative consequences.

Because the command to stop the internal combustion engine is formed at a random point in time, you can interrupt initiated fuel injection for the cylinder part of the engine. As the shaft of the internal combustion engine continues for some time to rotate by inertia, the working mixture flowing in these cylinders, is depleted and cannot be ignited. In the part of the cylinder for which the fuel injection was completed before entering the command to stop the engine, the fuel comes in full, but does not ignite because the ignition is switched off. Thus, after completing the steps to stop the internal combustion engine, the fuel entering the cylinder part, does not ignite and enters the exhaust system, polluting the environment.

As the calculations show, the one stop 1.5-liter four-cylinder engine in the environment can be allocated from 15 mg of fuel at idle to 100 mg Topley is DE4010940, MKI 5 F 02 D 17/04, publ. 18.10.90), in which, after the command to stop the internal combustion engine continues for a specified time, the fuel injection into the cylinders of the engine.

The disadvantages of the prototype is the increased pollution from entering the exhaust system of internal combustion engine unburned fuel.

The task of the invention is the reduction of environmental pollution during operation of the engine.

This problem is solved in the method of stopping the internal combustion engine with sequential multipoint fuel injection and spark ignition by the operator (driver) or by an automatic control system in which after the command to stop the internal combustion engine continue to fuel injection and ignition in the cylinders of the engine.

This task is solved in that the fuel injection continues only for those cylinders of internal combustion engines, for which at the time of filing the command to stop the internal combustion engine, the injection was not completed, complete the injection of the estimated portions of the fuel and form specified in the cylinders of internal combustion engine spark discharges up until the duty cycle in all cylinders of the internal combustion engine will not be fully completed.

The claimed method is applicable both for internal combustion engines with fuel injection in the intake tract and combustion engine with direct fuel injection into the chamber is tion is illustrated by the following drawings.

In Fig.1 shows a block diagram of a control system of internal combustion engine to implement the inventive method.

In Fig.2 depicts the sequence of the cycles and processes control fuel injection and ignition, provided by the control system 4-cylinder internal combustion engine according to the proposed method.

The inventive method can be implemented, for example, in the electronic control system four-cylinder engine with multipoint sequential fuel injection (see 1), which includes (see Fig.1) the controller 1, the ignition switch 2, the sensor 3, the crank shaft position sensor 4 camshaft position (probe phase), as well as individually for each cylinder coil 5 ignition electromagnetic fuel injector 6 and the main relay 7.

Typically, the control system also includes sensors 8 mode settings of the internal combustion engine, such as coolant temperature, air flow and intake air temperature, throttle position, etc., the Power control system of internal combustion engine is supplied from power supply system (battery and alternator electrical current with a voltage regulator, figure not shown), the output “+AB” which is connected to whoo entrance grounding of the controller.

The fuel in the inlet channels of each of the cylinders of internal combustion engine is produced from the fuel rail (not shown) through a nozzle 6 when the flow through the winding of the last of electric current. The pulses of control current through the coil 5 ignition and fuel injectors 6 are generated by the controller 1 depending on the settings of the operation mode of the internal combustion engine measured by the sensors 3, 4, 8.

In known systems, direct injection, fuel is supplied through a nozzle directly into the combustion chambers of the engine. Block diagram of the control system (see Fig.1) in both cases remains unchanged.

The ignition of the air-fuel mixture is produced by forming a spark discharge between the electrodes of a spark-spark (not shown) installed in the combustion chambers of the engine. The plug electrodes while connected to the outputs of the secondary windings of the ignition coils.

The outputs of the sensors 3, 4, 8, and the output of the ignition switch 2 is connected to respective inputs of the controller 1, the outputs of which are connected to the inputs of the control coil 5 ignition of the fuel injector 6 and the main relay 7.

Often in control systems for internal combustion engines power to the ignition coils, and sometimes the power of the fuel injectors, osushestvlyae pulse-generating fuel injection and ignition, which leads to the above-mentioned drawback. In the proposed system the power input to the primary windings of the coil 5 ignition and coils of the electromagnetic actuators of the fuel injector 6 is connected to the output of the main relay 7.

Typically, the commands start and stop the internal combustion engine comes from the ignition switch 2. Closed state of the ignition switch 2 corresponds to the resolution of control systems for internal combustion engines. The opening of the ignition switch 2 is the command to stop the internal combustion engine. The command to stop the internal combustion engine can be formed automatically (including the controller 1, for example, when working warmed up engine at idle with a closed throttle for a certain period of time. In the example considered the first option.

The system works as follows.

When the switch is closed the ignition switch 2 carry out switching on the main relay 7 by filing a control signal to the appropriate output controller 1. The voltage supply from the system power supply is supplied through the relay 7 to the ignition coil 5 and the nozzle 6. The signals of the sensors 3, 4, 8 produce control fuel injection and ignition by generating electrical pulses in the windings of the nozzles 6 and katuseplaate the disconnecting switch 2, perform the following steps:

Continue until receipt of a command to stop the internal combustion engine the fuel injection through the continuation of the pulse (pulse) control nozzle (nozzles) in the respective output (outputs) of the controller. The duration of this pulse (pulses) must match the mode of operation of the engine, in accordance with the parameters of the mode of its operation, as measured by the controller according to the signals of the sensors 2, 4, 8.

Continue generating control pulses of the ignition coils up until the duty cycle of all cylinders will not be completed by the inflammation present in them air-fuel mixture.

In Fig.2 shows the sequence of processes occurring in the cylinders 4-cylinder engine with multipoint sequential fuel injection in the intake tract with work order 1-3-4-2 cylinders. The fuel injection into the inlet channel of each of the cylinders is closed on the inlet valve, which promotes vaporization of the fuel prior to its absorption to improve the effective performance of the engine. In other words, the fuel injection for the cylinder depending on the mode of operation of internal combustion engines (primarily depending on the load on the internal combustion engine) may begin on the compression stroke or working the ka engine is mostly idling, when the fuel is relatively small and the fuel injection for each cylinder is performed during a single clock cycle, beginning and ending on the discharge stroke. Theoretically, the command to stop the internal combustion engine can be formed and at full load, when the maximum fuel. In this case, the fuel injection for each cylinder internal combustion engine can start on the compression stroke after the intake valve closing) and end at the end of the discharge stroke (before opening of the inlet valve).

The time of formation of the team stop the internal combustion engine shown in Fig.2 by the arrow. Suppose that it is generated on the suction stroke of the first cylinder, indicated in the shown sequence of cycles number 1. This means that in the first cylinder is sucked air is mixed with fuel injected into the intake channel earlier (the injection was completed at the previous discharge stroke). For correct completion of the working cycle in the first cylinder according to the proposed method on the quantum number 2 (compression) produce the ignition, and the next respectively, terminating at step 4, do not produce.

During the formation of a stop command internal combustion engine in the second cylinder is stroke stroke that produces the ignition for vosplameneniyu the fuel injector for that cylinder was not started, it does not start. If the fuel injection in the intake channel of the given cylinder at the time of setting the command to stop was initiated, it is fully complete. This means that produce respectively calculated depending on the mode of operation of internal combustion engine fuel. In this case, the following compression stroke of this cylinder (cycle 5) produce the ignition.

First shown in Fig.2nd time is the discharge stroke 3-cylinder. According to this method, if at the time of formation of the team to stop the fuel injection for the cylinder is initiated, it is produced in full, i.e. complete respectively calculated (depending on the mode of operation of the internal combustion engine) fuel. In this case, in step 3, when the cylinder is compressed, produce ignition to ignite the mixture. If the time of formation of the command to stop the internal combustion engine, the fuel injector for that cylinder was not started not started. Ignition in step 3 do not produce. The next fuel injection for the cylinder is not produced.

The command to stop the internal combustion engine is formed at the time when the fourth cylinder is stroke stroke. If the fuel injection for the cylinder has already started, it produces panosteitis fuel at the time of formation command to stop was not started, it does not produce. Do the ignition in the cylinder in step 4.

After working cycle in all cylinders of the internal combustion engine is completed ignition received them in the mixture, further fueling and ignition do not produce. The main relay 7 is disconnected by removing the enable signal relay 7 in the respective output controller 1. However, the power windings of the coil 5 ignition and injector 6 fuel injection is disabled. The control system goes into standby mode, the following events start and run the engine.

The proposed method is also applicable to internal combustion engines with direct injection. Started by the time of team formation to stop the fuel injection in any of the cylinders of internal combustion engine fully complete, and form the ignition to ignite the mixture in the cylinder. If at the time of team formation to stop the fuel injection into the cylinder had not been started, in the future, it is not produced. Do not produce and subsequent ignition, because the fuel in the cylinder is missing. The only difference lies in the fact that direct injection of fuel into the cylinders of the internal combustion engine is usually only on the cycles of intake and compression.

The sources of information.

1. Control system engines VAZ-2111, VAZ-2112 (1.5 l) with RA.

Claims

The method of stopping the internal combustion engine with sequential multipoint fuel injection and spark ignition, in which after the command to stop the internal combustion engine continue to fuel injection, wherein the fuel injection continues only for those cylinders of internal combustion engine, in which at the time of filing the command to stop the internal combustion engine, the injection was not completed, complete the injection of the estimated portions of the fuel and form specified in the cylinders of internal combustion engine spark discharges up until the duty cycle in all cylinders of the internal combustion engine will not be fully completed.



 

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SUBSTANCE: invention relates to devices for disconnection of engines in case of emergency situations and to compression brakes of engine trucks. Device for emergency shutting down of internal combustion engine and deceleration of vehicle by engine contains member for closing section of intake pipe line, closing member position setter and compressed air source. Closing member position setter is made in form of crankshaft speed limit pickup, oil pressure drop pickup, cooling liquid temperature rise pickup, and engine retarder control pushbutton. Intake pipeline section closing member is made in form of spool series-connected by pneumatic cylinder, in upper part of which calibrated hole communicating with atmosphere is made with fuel-feed valve connected with fuel-feed main line and with each of above-indicated pickups through check valve, and signal lamp and with engineering retarder control pushbutton and is connected in series with compressed air source. Pickups and engine retarder control pushbutton are connected in parallel.

EFFECT: improved reliability and efficiency of engine in operation, enlarged functional capabilities.

1 dwg

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