Method and device control detonation when the failure of the sensor phase

 

The invention relates to a method and apparatus control the detonation of the internal combustion engine (ice). The technical result is the ability to achieve maximum combustion efficiency of the working mixture in the internal combustion engine and to ensure a high degree of system reliability regulation on detonation. The invention is provided in an internal combustion engine having multiple cylinders, each of which is provided by the ignition coil to generate an igniting spark in the appropriate spark plug. On the basis of signals from the speed sensor and sensor phase detect, respectively, the piston of which cylinder is at top dead center and the piston which of the cylinders is at the stage of expansion. These sensors are connected to a control unit for detonation, which is issued to the control unit ignition signal control detonation individually for each cylinder. Moreover you can activate dual ignition, in which the igniting spark is created in each of the cylinders at each achievement of its piston top dead center. According to the invention, when the failure of the sensor phase, if double ignition does not advance the W by detonation in normal mode. If, however, the failure of the sensor phase is activated double ignition, in this case, the knock control is through the use of strategy, emergency management, which provides for the adoption of individual for each cylinder measures. This is not individual for each cylinder measures may include preventive changing the ignition timing for all cylinders in the direction of late or knock control based on the uniform for all cylinders threshold recognition detonation. 2 C. and 8 C.p. f-crystals, 4 Il.

The present invention relates to a method and apparatus control the detonation of the internal combustion engine (ice) under the restrictive parts of the respective independent claims.

Due to the self-ignition of a fresh portion of the working mixture, not yet reached by the flame front in a combustion engine can occur abnormal combustion processes, called detonation. The knocking continued for a long time may result in the related increase of thermal load and the occurrence of udarnyi, is the ignition timing. When is too early ignition in the combustion chamber of the fuel-air mixture is its detonation combustion. Therefore, when registering detonation in internal combustion engines combustion possible measure to prevent detonation in subsequent cycles of combustion is the change of the ignition timing in the direction of late.

However, delayed ignition leads to a decrease of the coefficient of performance (COP), and therefore in internal combustion engines use the system control detonation, one function of which is to identify the detonation in the combustion of the mixture. This part of the regulation of detonation, performs the specified function is called by the detection of detonation knock. Another function of the system control detonation is to install the ignition timing. Such a system of regulation by detonation is known, for example, from application PCT/DE 91/00170. However, to reduce the tendency of ice to detonation can be changed and other parameters, such as the fuel / air mixture, the rate of filling of the cylinders, the compression ratio and the working point of the engine.

In addition, it is known that the knock control can be performed individually for CSA separately for each cylinder. Because of the structural differences between the cylinders, as well as non-uniform sensor placement detonation combustion and the associated heterogeneity issued for each cylinder signals detonation knock cause differences in the knock control of the individual cylinders, individually for each cylinder controlling detonation reduces the tendency of ice to detonation, while optimising its efficiency.

When the failure of the sensor phase, issuing signals on the basis of which is provided to synchronize the ignition and knock control, knock control, produced up to this point individually for each cylinder, are making new demands. With regard to the danger of engine output from the operation control system for detonation must work with a high degree of reliability and with high accuracy to achieve the highest possible efficiency.

The objective of the invention is to develop a method and a device control detonation of an internal combustion engine that allows you to adjust the parameters of detonation in internal combustion engines, and after it rebooted to achieve Maxim on detonation.

This problem is solved by using the proposed invention, a method of controlling detonation of the internal combustion engine (ice) having multiple cylinders, each of which is provided by the ignition coil to generate an igniting spark in installed in the corresponding cylinder spark plug, on the basis of the sensor signal frequency of rotation is determined, the piston of which cylinder is at top dead center (TDC) on the basis of the sensor signal phase define a piston of the cylinder is at a stage of expansion, and when the presence of a signal of the speed sensor and sensor signal phase individually for each cylinder form the signal control detonation, and you can activate dual ignition, in which the igniting spark is created in each of the cylinders at each achievement of its piston top dead center. According to the invention, when the failure of the sensor phase when activated dual ignition to control detonation apply the strategy of emergency management, which provides for the adoption of individual for each cylinder measures, and when the failure of the sensor phase phinazee in normal mode.

As a not for each individual cylinder control measures on detonation, it is preferable to set a constant preset ignition timing or differential ignition timing.

As a not for each individual cylinder control measures on detonation, it is preferable to set the same for all cylinders threshold recognition of detonation combustion.

However, depending on the parameters that are appropriate for the design of internal combustion engine control system for detonation, in the universal control unit, it is preferable to select the appropriate individual for each cylinder measure.

In this case, these parameters are preferably the number of cylinders and the number of sensors detonation combustion.

The objective of the invention is solved with the help of its proposed regulation on detonation combustion engine having multiple cylinders, each of which is provided by the ignition coil to generate an igniting spark in installed in the corresponding cylinder spark plug, with internal combustion engine equipped with a speed sensor, allowing you to determine when the piston reaches one Izzy on the quantum extension and with proper operation of the speed sensor and sensor phase control system for detonation allows you to create individual for each cylinder signal control detonation, with a dual ignition, which ensures the creation of an igniting spark in each cylinder at each achievement of its piston top dead center. According to the invention, when the failure of the sensor phase when activated device dual ignition control unit for detonation provides the application to control detonation strategy, emergency management, which provides for the adoption of individual for each cylinder measures, and when the failure of the sensor phase when not activated the device dual ignition control unit for detonation provides for each individual cylinder knock control in normal mode.

As a not for each individual cylinder control measures by the detonation of the device control detonation passes in the ignition control unit is a constant pre-set ignition timing or differential angle OPO device control detonation sets common to all cylinders threshold recognition of detonation combustion.

Preferably, depending on the parameters that are appropriate for the design of internal combustion engine control system for detonation, in the universal control unit is selected corresponding to the individual for each cylinder measure.

The specified parameters in this case are preferably the number of cylinders and the number of sensors detonation combustion.

The advantage of the invention method and device is to use a variety of approaches to the knock control depending on, whether double ignition or not. Proposed in the invention strategy emergency management requires not individually for each cylinder measures, i.e. measures affecting all cylinders affecting the knock control. Because the regulatory parameters for detonation can occur in either the process of internal combustion engines, and after it rebooted, it is preferable to provide for the possibility of reconciliation proposed in the invention method and device with a corresponding mode of operation of the engine. Due to this it is possible to achieve the maximum degree of completeness of combustion of the mixture and to provide a high degree of reliability of the system regulirovaniya on detonation even in case of failure of the sensor phase with the restoration of sync with other measures.

Other advantages of the invention are discussed below in some variants of its implementation, are particularly applicable under these options individually for each cylinder measures. These measures provide a high degree of reliability suppress detonation processes through job or thresholds for the detection of detonation detonation or ignition timing.

Another advantage of the invention is achieved in that if its proposed method and the device provided they are not individually for each cylinder measures are implemented, respectively, integrated into a universal control unit that allows you to select a specific individual for each cylinder measure depending on the type and mode of operation of the engine. Such a universal control unit can be used with different types of engines, providing a selection of the most optimal for each case individually for each cylinder measures.

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 is a schematic depiction cityrag.2 - chart that illustrates the time dependence of the moments of ignition-cylinder internal combustion engine,

in Fig.3 is a block diagram illustrating proposed in the invention is a method of controlling detonation when the failure of the sensor phase, and

in Fig.4 is a block diagram explaining the operation of the universal control unit is designed to implement another variant of the proposed method.

In Fig.1 schematically shows a four-cylinder internal combustion engine. The internal combustion engine in which the cylinder is greater than or less than four, is similar to the one shown in Fig.1 design. Is depicted in Fig.1 internal combustion engine equipped with a block 10 ignition control, which is connected to the sensor 20 and rotating speed sensor of the angular position of a shaft also called a sensor 30 phase. Unit 10 ignition control controls the operation of each of the coils 40 plugs provided for each of the cylinders 1-4. This block 10 ignition control, and thus the coil 40 of the high-voltage ignition wires 45 are connected with candles 50 ignition, indicated in the drawing figures 1-4, the number of each of the coils 40 of the plug corresponds to the number connected with her spark plugs. In other words, the spark plug with but is worn to the cylinder 3, and the candle with the number 4 refers to the 4 cylinder. In addition, the internal combustion engine equipped with a device 60 of the regulation on detonation, which is connected with the block 10 ignition control, as well as with one or more sensors 70 detonation combustion. Unit 10 ignition control and the device 60 control detonation can be combined into a single universal engine control unit. The device control detonation also connected to the sensor 20 and rotating speed sensor 30 phase. In the system of regulation of its detonation device control detonation issues in the control unit ignition system ignition control signal to control the ignition timing to prevent the occurrence of detonation and at the same time to ensure the operation of the engine, in the mode closest to the edge of detonation.

The sensor 20 speed measures the speed of the crankshaft. In addition, due to the presence of special labels this speed sensor allows you to define the end of the crankshaft of the total turnover. The sensor 30 phase allows you to define the end of the camshaft of the total turnover. In one working cycle of a four-stroke internal combustion engine cranked it the th shaft is impossible to determine if at the current time the crankshaft angle interval from 0 to 360° or from 360 to 720°, i.e. the angular position of the crankshaft is impossible to determine which stroke four-stroke cycle internal combustion engine is a piston of each cylinder. Over the same period of time for which the crankshaft makes two full turns, the Cam shaft makes one complete revolution, i.e., rotates 360°. Thus, the signal sensor 30 phase, you can determine which stroke four-stroke cycle internal combustion engine is a piston of each cylinder.

The procedure of cylinders associated with the corresponding expressed in degrees angular position of the crankshaft-cylinder internal combustion engine shown in Fig.2 on the time axis. On this time axis vertical lines marked certain points in time.

Under the time axis is specified angular position of the crankshaft in degrees, corresponding to these points in time. Above the time axis indicate the number of the cylinder, the piston of which at this time is at top dead center on the compression stroke. In the following description of the upper dead point commonly referred to as TDC. Because four-stroke cycle, the crankshaft is of surata, in which the direction of movement of the piston is changed to the reverse, this is the first time the piston reaches TDC at the beginning of the suction stroke of. This TDC is indicated in the following as TDC, corresponding to the corner of overlapping phases. The second time the piston reaches TDC at the beginning of the stroke extension. This TDC is called hereinafter referred to as TDC, corresponding to the moment of ignition. Located in the combustion chamber fuel mixture is ignited only when the piston is at TDC, corresponding to the moment of ignition and burned then on the stroke extension.

The sensor signal 20 speed allows you to define the pistons what the so-called group of cylinders are at TDC. For example, a four cylinder internal combustion engine at TDC at the same time can be pistons, 1st and 4th or 2nd and 3rd cylinders. However, on the basis of only the signal of the speed sensor cannot be determined, a piston of the cylinders of the respective group of cylinders is in TDC, corresponding to the moment of ignition.

Thus, to control detonation important as signals of the speed sensor and sensor signals of the phase. The sensor or sensors 70 detonation combustion register noises caused leaking in Zelinka signals. This registers the noise occurring during a certain period of time after the moment of ignition, i.e. during the so-called measurement interval, typical manifestations of processes of detonation. Periodically issued by the sensor 20 and rotating speed sensor 30 phase pulses allow for proper set time interval measurements and to correlate the electrical signals with a specific cylinder of the engine. In device 60 control detonation has a memory in which is stored the corresponding threshold for each of the cylinders. In that case, if one of the cylinders, the ratio between the integrated signal proportional to the noise level accompanying the combustion process in the cylinder, and a signal proportional to a certain baseline level of noise exceeds this specified for that cylinder so-called threshold value recognition detonation, the device 60 control detonation captures the appearance of detonation, accompanying the current process of combustion of the working mixture in the cylinder. This is proportional to the underlying noise signal represents the average value obtained by averaging the integrated proportional urope registration detonation device 60 control detonation issues in block 10 of the ignition control to manage the impact on the adoption of measures to suppress detonation in the subsequent combustion processes. Such measures may affect, in particular, individually each of the cylinders and may, for example, consist in the change of the ignition timing toward late for that cylinder, in which were registered directly knock.

When the output of the sensor 30 phase fail for any reason, the unit 10 ignition control is no longer able to determine, the piston of which cylinder is currently in TDC, corresponding to the moment of ignition. As a result there is a risk of engine failure. Possible measure that can be taken in this case, the control unit in order to avoid output of the internal combustion engine of the system is a dual ignition, i.e., the driving impulse for the creation of sparks when the piston of each cylinder in any of its upper dead point. This measure in any case and provides the ignition of the mixture when the piston is at TDC, corresponding to the moment of ignition. However, double ignition can be activated also for other reasons and with proper sensor phase.

In block 10 of the ignition control can be incorporated features that allow and when there is no signal from the sensor 30 phase to determine which is estline proposed in the invention method. The source is assumed that the sensor 30 phase has failed. If at step 75, where it is checked, whether double ignition or not, you will get a negative response, then move to step 77, in which the knock control individually for each cylinder. In this case, either the ignition timings can accidentally be correct, i.e., the engine will randomly be working correctly, or ignition timings despite the failure of the sensor phase is necessary to ensure the adoption of additional measures.

If at step 75 will receive a positive answer, i.e. double the ignition is activated, in this case, the transition to step 79, which shall not individually for each cylinder measures affecting the further regulation on detonation. In this case, the system control detonation is no longer able to identify proportional to the noise level signal as the presence of a detonation in a cylinder and/or to carry out the knock control individually for each cylinder. Therefore, when the output of the sensor 30 phase failure and activation of the dual ignition must pricemoney not individually for each cylinder measures can be called a task common to all cylinders threshold recognition detonation. Because in such cases it is necessary to consider the possibility due to detonation engine damage, this threshold recognition detonation set such that reliably detect detonation knock. Thus, it is necessary not to consider the fact that a sufficiently large number of combustion processes will be mistakenly attributed to detonation, and therefore the individual cylinders will operate in a mode substantially remote from the actual border of detonation.

Another possible measure could be to job the same for all cylinders of constant ignition timing at which eliminates the occurrence of detonation. This measure is named subsequent preventive (failsafe) by changing the ignition timing in the direction of late. Such constant ignition timing may or may not depend on the operating parameters of the engine, such as load, required torque and temperature, constant value, or dependent of such operating parameters of the engine constant value. The value of this constant angle may be formed from a constant value and a differential value, the so-called differential timing advance saiga the e from the operating parameters of the engine values. In this case, not individually for each cylinder measure may consist in setting the constant value of this difference ignition timing for all cylinders. The values of these constant or differential angles ignition timing set before entering the engine in operation and retain in memory block 10 ignition control. This measure allows to keep all cylinders in a mode substantially remote from the border of detonation.

If dual ignition is not activated, then according to the proposed invention the method is carried out for each individual cylinder knock control, which is the usual approach when normal operation of the engine.

In Fig.4 shows a block diagram illustrating another option proposed in the invention method. This option can be used in the universal system control detonation, suitable for use with internal combustion engines of different types, distinguished by the number of cylinders and number of sensors detonation combustion. As in the above embodiment, in this case, the source is assumed that the sensor phase has failed. Similarly sacaleanu navigates to step 77, where is the knock control individually for each cylinder.

If at step 75 will receive a positive answer, i.e. double the ignition is activated, then in this case you need further differentiation depending on the properties of ice for the correct choice is not individually for each cylinder measures.

Thus, upon receipt at step 75 positive answer first is a jump to step 86 to determine the presence of ice even or odd number of cylinders. If the internal combustion engine has an odd number of cylinders, i.e., if received at step 86 positive response transitions to step 88, which is a preventive change of the ignition timing for all cylinders in the direction of late. In internal combustion engines with an odd number of cylinders in the activated double the first ignition sparks in one cylinder occurs when the actual finding of the piston in TDC, corresponding to the ignition timing, and the second sparking occurs when this piston is at TDC, the corresponding angle of overlap of phases, and during this time none of the pistons of the other cylinders is not at TDC, the fit is it happen with a frequency the corresponding single ignition. Although the internal combustion engine and working properly, however, due to the lack of information about the angular position of shaft uncertainty in the synchronization between the ignition and the measurement interval when the knock control, i.e. it is impossible to establish that the measurement interval should in time after TDC, corresponding to the moment of ignition. The need for preventive changing the ignition timing in the direction of late.

If in step 86 is received a negative answer, i.e. if the engine even number of cylinders, when the piston of one cylinder at TDC, the corresponding angle of overlap of timing, the piston of the second cylinder of the same group of cylinders is at TDC, corresponding to the ignition timing, since the difference between the angles of the ignition timing for the cylinders of one group is always 360° rotation angle of the crankshaft. So the engines with an even number of cylinders provide proper synchronization between the ignition of the mixture and the measurement interval despite the activated double ignition.

Thus, upon receipt at the th or more sensors detonation combustion. When there are several sensors detonation combustion is again a transition to step 88, where the timing of prevention is changed for all of the cylinders in the direction of late. In this case, the noise level recorded by different sensors of the detonation combustion. However, due to the lack of information about the angular position of shaft received for processing in the system control detonation signal can not be correlated with any particular gauge of detonation combustion, and therefore it is necessary preventive changing the ignition timing for all cylinders in the direction of late.

If only one gauge of detonation combustion takes you to step 92, which is common to all cylinders threshold recognition detonation, above which the noise during the combustion of the mixture will be considered as detonation. As described above, even when the number of cylinders can be observed synchronization interval measurement gauge of detonation combustion ignition. This ensures the correlation of this interval with the sole gauge of detonation combustion. So PM if the sensor signal detonation combustion cannot be associated with any particular cylinder of one of their group, all cylinders give the overall threshold value for detection of detonation. This single threshold detection detonation replaced the previous set separately for each cylinder thresholds used under normal knock control. In General, this threshold value corresponds to the smallest of all the threshold values set for the various cylinders, which ensures high reliability of detection of detonation.

Thus, according to the proposed invention the method is carried out for each individual cylinder knock control without activating dual ignition, and when activated dual ignition, depending on the design of internal combustion engine and control system for detonation or is preventive changing the ignition timing for all cylinders in the direction of late, or is set the same for all cylinders, the recognition threshold of detonation. The two latter measures affect not individually each cylinder, and are introduced to all of the cylinders. If after the introduction of measures consisting in preventive changing the ignition timing for all cylinders in the direction of late, recognition detonation b is no knock control, that under certain conditions can increase the degree of completeness of combustion. However, if the engine does not allow you to set the mode common to all cylinders threshold recognition detonation knock, measures aimed at securing budgeteering combustion due to the preventive modification of the ignition timing in the direction of late, should be given priority over measures aimed at achieving higher efficiency.

Claims

1. Method of controlling detonation of the internal combustion engine (ice) having multiple cylinders, each of which is provided by the coil (40) ignition to create an igniting spark in installed in the corresponding cylinder candle (50) ignition, on the basis of the sensor signal (20) frequency of rotation is determined, the piston of which cylinder is at top dead center (TDC) on the basis of the sensor signal (30) in the define phase, the piston of which cylinder is on the quantum expansion, and in the presence of sensor signal (20) speed and in the presence of the signal of the sensor (30) phase individually for each cylinder form the signal control detonation, the I in each of the cylinders at each achievement of its piston top dead center, wherein when the failure of the sensor phase when activated dual ignition to control detonation apply the strategy of emergency management, which provides for the adoption of individual for each cylinder measures, and when the failure of the sensor phase when inactivated dual ignition is used for each individual cylinder knock control in normal mode.

2. The method according to p. 1, characterized in that as for each individual cylinder control measures on detonation specify a constant preset ignition timing or differential ignition timing.

3. The method according to p. 1, characterized in that as for each individual cylinder control measures on detonation ask the same for all cylinders threshold recognition of detonation combustion.

4. The method according to p. 2 or 3, characterized in that depending on the parameters that are appropriate for the design of internal combustion engine control system for detonation, in the universal control unit select the appropriate vehicles for each cylinder measure.

5. The method according to p. 4, wherein the specified parameters is I detonation engine, having multiple cylinders, each of which is provided by the coil (40) ignition to create an igniting spark in installed in the corresponding cylinder candle (50) ignition, while the internal combustion engine equipped with a sensor (20) speed, allowing to determine the moment of achievement of the piston of one cylinder to top dead center, and a sensor (30) phase, which allows to determine the cylinder, the piston of which is quantum expansion, and with proper operation of the sensor (20) and rotating speed sensor (30) phase control system for detonation allows you to create individual for each cylinder signal control detonation, with a dual ignition, which ensures the creation of an igniting spark in each cylinder at each achievement of its piston top dead center, wherein when the failure of the sensor phase when activated device dual ignition control unit for detonation provides the application to control detonation strategy, emergency management, which provides for the adoption of commercial vehicles for each cylinder measures, and when the failure of the sensor phase when inactivated give the echoes knock control in normal mode.

7. The device according to p. 6, characterized in that as for each individual cylinder control measures by the detonation of the device control detonation transmitting unit (10) ignition control is a constant pre-set ignition timing or differential of the ignition timing.

8. The device according to p. 6, characterized in that as not individually for each cylinder of regulatory measures by the detonation of the device control detonation sets common to all cylinders threshold recognition of detonation combustion.

9. The device under item 7 or 8, characterized in that depending on the parameters that are appropriate for the design of internal combustion engine control system for detonation, in the universal control unit is selected corresponding to the individual for each cylinder measure.

10. The device according to p. 9, characterized in that the specified parameters are the number of cylinders and the number of sensors detonation combustion.



 

Same patents:

The invention relates to a method of eliminating detonation knocking in the internal combustion engine (ice) when in dynamic mode

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!