Internal engine warming-up method

FIELD: mechanical engineering; internal combustion engines.

SUBSTANCE: invention relates to engines of vehicles. According to proposed method fuel is injected into engine combustion chamber and to increase amount of fuel to be injected at temperature lower than operating temperature of internal combustion engine, warming up index fWL is determined. Said index fWL is found using base or main index fG and index fLA which depends on load. Load dependant index FLa is found for different operating conditions independently from base or main index fG. Method uses control element, permanent memory or flash memory for control unit of internal combustion engines of vehicle which stores program orientated for operation in computer, mainly, in microprocessor suitable for implementing the method. Internal combustion engine of vehicle is designed for implementing the method being furnished with control unit making it possible to determine internal combustion engine warming up index fWL to increase amount of fuel injected at temperature lower than operating temperature of internal combustion engine.

EFFECT: provision of required flexibility and simplified operation at simultaneous improvement of operating parameters of internal combustion engine at warming up.

11 cl, 1 dwg

 

The level of technology

The present invention relates to a method of warming up of the internal combustion engine (ice), primarily internal combustion engine of the vehicle, at which the fuel injected into the intake manifold or into the combustion chamber and to increase the quantity of fuel to be injected at a temperature which is below the operating temperature of the internal combustion engine, determine the degree of the warm-up. The invention relates further to a corresponding internal combustion engine and to the control unit for such internal combustion engines.

This way, the internal combustion engine and a control unit known for use, for example, so-called systems of injection of fuel into the intake manifold. In such systems, the fuel during operation of internal combustion engine in a homogeneous mixture formation is injected into the intake manifold on the suction stroke of subsequent intake of fuel into the combustion chamber of the engine. Accordingly, in the internal combustion engine with a so-called direct injection the fuel is injected directly into the combustion chamber on the suction stroke of or on the compression stroke and burns it.

When the warm-up has not yet reached the operating temperature of the internal combustion engine it is necessary to increase the amount of injected his intake manifold, respectively, in its combustion chamber fuel. To do this, as it is known, uses a measure of the degree of warm-up, which is at a temperature below the working temperature is URS ice affects the amount of fuel to be injected.

There is a method of determining an index of the degree of heating is used to refer to systems of injection into the intake manifold and therefore has no flexibility, which would allow its use in relation to the systems of injection of other types. Thus, in particular, there is a method of determining the degree of the warm-up can only to a limited extent be used in relation to internal combustion engines with direct fuel injection.

Objective and advantages of the invention

The present invention was used to develop this method of warming up the internal combustion engine, which would have a higher flexibility and, above all, would be more simple and at the same time would provide more efficient heating of the internal combustion engine.

This task, in the way specified in the beginning of the description type is solved according to the invention due to the fact that the degree of the warm-up is determined on the basis of the basic or primary rate and load independent index. In respect of the internal combustion engine and control unit specified in the beginning of the description types, this problem is solved in the same way.

Due to the provided invention the separation of the base or main indicators and load independent index of the last of them can be defined for different modes of operation Dentavivo from baseline or main indicator. Due to this it is possible to significantly simplify the use of the proposed invention in approaches to determine the degree of heating as applied to internal combustion engines with direct fuel injection.

Equally thanks to the provided invention the separation of the base or the main index and load independent index can be used independently from each other. The same is true in relation to the definition of dependent load indicator when operating internal combustion engines with direct injection of fuel in different modes.

In the implementation proposed in the invention solutions primarily not required to change the method of determining the basic or primary rate depending on the applied to the ice load.

In addition, we offer in the invention of approach thanks to its high flexibility can without any problems be used and applied to systems of injection of fuel into the intake manifold. In this case, the most evident advantages associated with the use of basic or primary rate and load independent index independently of each other.

In preferred embodiments of the invention it is proposed to define a load independent index depending on the integrated m is sovago air flow and/or from the integrated mass flow rate of fuel and/or engine temperature and/or to determine the load independent index, depending on the relative filling of the cylinders of internal combustion engine air and/or the relative amount of fuel and/or the actual or specified value of air excess factor (coefficient lambda) and/or the actual or specified torque developed engine.

This important is the fact that regardless of the load indicator to quickly and flexibly respond to changes in engine load and/or other changes operating parameters of the engine. Related advantage is subjectively good "pick-up" the internal combustion engine even when the temperature is below operating temperature.

In another preferred embodiment of the invention the base or main indicator is proposed to determine depending on the current temperature of the engine. This approach provides the most simple, but at the same time and ample opportunity to determine the baseline or main index.

According to another preferred variant of the invention, regardless of the load indicator and the base or main indicator is proposed to additively combined with each other. In this case, the parameters determined according to the invention independently of each other, again combined into a single indicator of the extent of warming up the engine.

In accordance with another preferred embodiment of the invention for isasama from the load indicator or the amount depending on the load indicator and baseline or main indicator is proposed to be assigned weights depending on the rotation speed of the internal combustion engine. Thus, a weighting factor is multiplied or only dependent on the loading rate, or the amount depending on the load indicator and baseline or main indicator. This approach allows depending on the type of internal combustion engine to carry out the necessary coordination with the accounting depending on the rotation speed of the internal combustion engine weighting factor.

Of particular importance is the implementation proposed in the invention method based control designed for control of internal combustion engines, especially internal combustion engine of the vehicle. In memory of such a control is stored a program for executing in a computing device, primarily in the microprocessor, and is suitable for carrying out the invention method. Thus, in this case, the proposed invention the solution is implemented using a stored control program, and therefore, such a control given by the program is also one of the objects of the invention are similar to the above method, for which designed this program. As a control, you can use the first electric storage device, such as the permanent storage device (ROM) or flash memory.

Other distinctive features, the prob is gnosti and advantages of the invention are discussed below in some variants of its implementation with reference to the accompanying drawings. In this case, all described or presented on the drawings distinctive features individually and in any combinations characterize the object of the invention irrespective of their composition in the claims or references to them, and irrespective of their wording, respectively views in the description and on the drawings.

Description of embodiments of the invention

Attached to the description of the drawings in particular, it is shown:

figure 1 - schematic representation of one of the embodiments proposed in the invention of the internal combustion engine;

figure 2 - diagram illustrating the sequence of operations in the implementation proposed in the invention, a method of warming up the internal combustion engine, shown in figure 1.

1 schematically shows installed on the vehicle engine 1, the internal combustion engine, in the cylinder 3 which, with the possibility of reciprocating movement is set piston 2. In the cylinder 3 has a combustion chamber 4, which is limited, in particular, a piston 2, an intake valve 5 and exhaust valve 6. The inlet valve 5 controls the connection of the cylinder with the intake manifold 7 and an exhaust valve 6 is controlled by its connection with the exhaust manifold 8.

In the area of the intake valve 5 and exhaust valve 6 into the combustion chamber 4 of the protrusion is t valve nozzle 9 and the spark plug 10 of the ignition. Valve nozzle 9 is used for injection of fuel into the combustion chamber 4. Candle 10 ignition is designed to ignite fuel in the combustion chamber 4.

In the intake pipe 7 is rotatable throttle valve 11 for regulating the flow of air in this intake manifold 7. The amount of air depends on the angular position of the throttle valve 11. In the exhaust manifold 8 is a catalytic Converter 12, is used for neutralization of exhaust gases generated by the combustion of fuel.

From the exhaust manifold 8 departs the return pipe 13, leading back to the intake pipe 7. In this return line 13 and check valve 14 to regulate the number of returned back into the inlet pipe 7 of the EXHAUST gas. These return pipe 13 and check valve 14 form a so-called EGR system.

From the fuel tank 15 departs passing to the intake pipe 7 of the vent pipe 16. This vent pipe 16 is installed ventilation valve 17 for regulating the amount of fuel vapor supplied into the inlet pipe 7 of the fuel tank 15. These vent pipe 16 and the vent valve 17 form a so-called recovery system vapor is ensina or the ventilation system of the fuel tank.

The combustion of the fuel in the combustion chamber 4, the piston 2 is driven in a reciprocating movement, which is not shown in the drawing the crankshaft and creates a torque.

On the input unit 18 of the control signals 19, characterizing measured by different sensors operating parameters of internal combustion engine 1. For example, the control block 18 connected to the air mass flow sensor, oxygen sensor, speed sensor, etc. in Addition to the control block 18 is connected to the position sensor accelerator pedal, which formed (sensor) signal proportional to the position pressed by the driver of the accelerator pedal, and thus the required torque. The control block 18 generates output signals 20, which control actions applied to the drive and/or actuators, can affect the mode of operation of the internal combustion engine 1. When the control block 18 is connected, for example, with the valve nozzle 9, the candle 10 of the ignition, the throttle 11 and the like, and forms required to manage the signals.

Unit 18 of the control is intended, in particular, to control operating parameters of the internal combustion engine 1 and/or regulation. So, for example, block 18 controls the reduction of fuel consumption and/or reduce emissions controls the amount and/or regulates if estvo injection valve nozzle 9 into the chamber 4 of the fuel combustion. For this purpose, the control block 18 includes a microprocessor, a memory which, fulfilled, in particular in the form of flash memory that stores the program, on the basis of which are the processes of control and/or regulation.

Shown in figure 1 the internal combustion engine 1 can operate in different modes. For example, the internal combustion engine can operate in a mode with a homogeneous mixture formation, using a layer-by-layer mixing processes, with homogeneous mixing processes in a lean fuel mixture, in the mode of double injection, etc.

In a homogeneous mixture formation fuel is injected valve nozzle 9 directly into the combustion chamber 4 of internal combustion engine 1 on the suction stroke of. As a result, the fuel before ignition advanced significantly curls, resulting in the combustion chamber 4 is formed almost homogeneous air-fuel mixture or a homogeneous charge. Created when this torque substantially independent of the position of throttle valve 11 controlled by the control block 18. In a homogeneous mixture formation control of operating parameters of the internal combustion engine 1 and/or regulation is carried out so that the coefficient of excess air (lambda) of the combustible mixture equal to one. Mode with a homogeneous mixture formation is primarily intended for the internal combustion engine when s is lnai load.

Mode with a homogeneous mixture formation in a lean fuel mixture in the main corresponds to the mode with a homogeneous mixture formation, however, the coefficient of excess air (lambda) is set at a value greater than one.

In the layer-by-layer mode with carburetion fuel is injected valve nozzle 9 directly into the combustion chamber 4 on the compression stroke. As a result, when the ignition of the combustible mixture candle 10 of the ignition, the fuel is distributed in the present in the chamber 4 of the combustion charge is not homogeneous, and in layers. Regardless of the specific requirements, such as EGR or trapping fuel throttle valve 11 in this mode can be fully opened, and the internal combustion engine 1 thereby works in nezakomentirovannaja mode. In layer-by-layer mixing processes generated torque is mainly regulated by changing the amount of fuel to be injected. Mode with layer-by-layer mixing processes is primarily intended for the internal combustion engine 1 is idling and in the range of partial loads.

The internal combustion engine 1 can be translated, respectively, to switch from one of these modes on the other. Similar to the switch unit 18 of the control.

When starting the internal combustion engine 1 at a temperature which is below its operating temperature, for example at start-up of the internal combustion engine 1 p and the outdoor temperature is low after a long stop, the quantity injected into the combustion chamber 4 of the fuel increase. In this way it is possible not only to get in the combustion chamber 4 is able to ignite the fuel-air mixture, but also to compensate for the loss of fuel, which caused him to hit in the engine oil and/or education of his film on the wall of the combustion chamber 4.

As the warm engine 1 heat released during each combustion in the combustion chambers, an increased amount injected into the combustion chamber of the fuel can be reduced gradually. Upon reaching the operating temperature of the internal combustion engine 1 quantity injected into the combustion chamber fuel, additionally consumed at least warming up of the internal combustion engine no longer increase.

The amount by which to increase the quantity of fuel injected into the combustion chamber during a cold start of internal combustion engine 1, and the speed of the gradual decline of this magnitude is determined by the control block 18 on the basis of the indicator fWL degree of engine warm-up. Additionally, this indicator fWL degree of heating can multiplicative be combined with the so-called post-launch indicator for the subsequent impact on the quantity injected into the combustion chamber 4 of the fuel.

Figure 2 shows a diagram illustrating the process of determining the indicator fWL degree of heating. This indicator fWL degree warmup determine Aut on the basis of the basic or primary rate fG and load independent index of fLA. In accordance with these distinctions are related primarily to the operation of the engine at idle indicator, i.e. basic or primary rate fG, and occur only when the engine is under load indicator, i.e. depending on the load indicator fLA. Thus the basic or primary rate fG and load independent index of fLA-do not depend on each other and can be used separately.

Basic or primary rate fG is determined by multiparameter characterization 10 idling, which determines the dependence of this parameter on the temperature TMS of the motor during starting, and the current motor temperature TM. Using this multivariate characteristics 10 idling basic or primary rate fG set to such a magnitude to provide the desired variations in the coefficient of excess air (lambda) at idle, respectively, at low engine load.

Under the temperature TMS of the motor when the start means that the temperature of the internal combustion engine 1, which he has at the start. Thus the distinction between the different approaches for managing the operation of the motor during its start-up, namely between the approach used when starting a cold engine at low ambient temperatures, and the approach used when re-starting a warm, but not progretogo to the working temperature of the engine. Under the current motor temperature TM refers to the actual temperature of the internal combustion engine 1, gradually increasing as it is warming up, heat generated at each fuel combustion. When starting the internal combustion engine 1, the temperature TMS of the motor during starting and the current engine temperature TM of at least short-term have the same value.

To determine the load independent index of fLA temperature TMS of the motor at start-up combined with the relative filling G1 cylinders of internal combustion engine air using for this purpose multivariate characteristics 11. This value of r1, characterizing the relative filling of the chamber 4 combustion air is provided by the dependence of the index of fLA from the load. It is obvious that instead of the value of the relative filling r1 cylinders of internal combustion engine, respectively, the combustion air can also be used and other characteristics, such as the value of the relative amount of fuel and/or the actual or specified value of air excess factor (coefficient lambda) and/or the actual or set the torque of the internal combustion engine, or other values.

Similarly the temperature TMS of the motor at start-up combined with the integrated value of the air flow mli using for this purpose multivariate data 12. Due to this CPS shall increase, received by multiparameter characterization 11 decreases as the warm engine 1. Integrated mass air flow mli is a measure converted in the combustion chamber 4 of the energy released at each fuel combustion and in turn provides a gradual increase in the temperature of internal combustion engine 1. It is obvious that instead of the integrated mass air flow mli you can also use other values, such as the integrated mass flow rate of fuel and/or in the simplest case, the current engine temperature TM.

Output values that are defined on both multivariate characteristics 11, 12, multiplicative combine with each other to produce in the result depending on the load indicator fLA. This is dependent on the load indicator fLA additive then combine with the base or the main indicator of fG with the results in figure fWL degree of heating.

After that Dnepropetrovs characteristic 13 determines a weighting factor fn, reflecting the degree of enrichment of the combustible mixture in the warm-up period, the internal combustion engine 1 depending on the rotation frequency of the shaft. Instead Dnepropetrovs specifications 13 for the same purpose you can use multiparameter characterization, which in addition to depending on shaft speed takes into account the dependence on temperature or on the relative quantity of air or the relative amount of fuel.

This is dependent on the speed weighting factor fn may, on the one hand, a direct impact on the dependent load indicator fLA due to multiplicative Association with him, as shown in figure 2 as a solid line. In another embodiment, the frequency-dependent rotation weighting factor fn can multiplicative merge with the amount depending on the load indicator fLA and basic or primary rate fG, as shown in figure 2 with a dashed line.

Shown in figure 2 scheme optionally, you can provide another branch with single or multiparameter characteristic that establishes the dependence of the coefficient of excess air (lambda), and multiplicative or additive to unite defined on it value with a value defined in one of the other above branches.

Figure fWL degree of heating of the internal combustion engine 1 with direct fuel injection determined above by depending on the operation mode of the internal combustion engine 1. It means: for each of the possible operating modes of the internal combustion engine 1, i.e. the first mode with layer-by-layer mixing processes and modes of a homogeneous mixture formation is provided shown in figure 2 multiparameter features 10, 11, 12, respectively Dnepropetrovskaya feature 13.

When translating the internal combustion engine 1 during the first warm-up work in one of the various modes to work in a different mode at the same time changes the method of determining the rate fWL degree of heating. Approaching the current temperature TM of internal combustion engine 1 to its operating temperature indicator fWL degree warming tends to unity, and its impact on the amount of injected fuel tends to zero.

When using the above with reference to figure 2 figure fWL degree of heating as applied to internal combustion engines, in which unlike schematically shown in figure 1 of the engine the fuel is injected into the combustion chamber and the intake manifold, you must have only one shown in figure 2 multiparameter characterization 10, 11, 12, respectively Dnepropetrovs characteristic 13, namely mode with homogeneous mixing. In this case, the internal combustion engine is not translated from work in one of the modes to work in a different mode.

1. The method of warming up of the internal combustion engine (ice) (1), first internal combustion engine of the vehicle, at which the fuel injected into the chamber (4) combustion, and to increase the quantity of fuel to be injected at a temperature which is below the operating temperature of the internal combustion engine (1), determine the rate (fWL) degree of heating, characterized in that the indicator (fWL) the degree of heating is determined on the basis of the basic or primary rate (fG) and load independent index (fLA), with load independent index (fLA) is determined for the different modes work independently the t basic or primary rate (fG).

2. The method according to claim 1, characterized in that the load independent index (fLA) are determined from the integrated mass flow rate (mli) air and/or from the integrated mass flow rate of fuel and/or temperature (TM) ice (1).

3. The method according to claim 1 or 2, characterized in that the load independent index (fLA) is determined depending on the relative content (r1) cylinders of internal combustion engine air and/or the relative amount of fuel and/or the actual or specified value of air excess factor (coefficient lambda), and/or the actual or specified torque developed internal combustion engine (1).

4. The method according to claim 2 or 3, characterized in that the load independent index (fLA) is determined by a multiplicative logical combination.

5. The method according to any one of claims 1 to 4, characterized in that the base, or primary, indicator (fG) is determined depending on the temperature (TM) ice (1).

6. The method according to any one of claims 1 to 5, characterized in that the load independent index (fLA) and the base, or main indicator, (fG) additive logically combined with each other.

7. The method according to any one of claims 1 to 6, characterized in that depending on the load indicator (fLA) or the amount of load independent index (fLA) and the base, or primary, indicator (fG) assign weights to zavisimost and speed (n) of the shaft of the internal combustion engine (1).

8. The method according to any one of claims 1 to 7, characterized in that the load independent index (fLA) and/or base, or main indicator, (fG) and/or indicator (fWL) the degree of heating is determined in dependence on temperature (TMS) internal combustion engine (1) at its start.

9. The control is primarily a persistent storage device or a flash memory block (18) controls the internal combustion engine (1)is primarily internal combustion engine of a vehicle, in which is stored a program for executing in a computing device, primarily in the microprocessor, and is suitable for implementing the method according to any one of claims 1 to 8.

10. The engine (1) internal combustion engines, especially of the vehicle, with the possibility of injection of fuel into the chamber (4) combustion heating of such internal combustion engine, which is equipped with a block (18) control, allowing to determine the rate (fWL) the degree of heating of the internal combustion engine to increase the amount of fuel to be injected at a temperature which is below the operating temperature of the internal combustion engine (1), characterized in that the block (18) control is designed with the ability to define indicator (fWL) the degree of heating of the internal combustion engine on the basis of the basic, or primary, indicator (fG) and load independent index (fLA), with the possibility of determining the load independent index (fLA) for different modes of operation regardless of the database is new, or primary index (fG).

11. Block (18) control for the internal combustion engine (1), first of all ice vehicles, with the possibility of injection of fuel into the chamber (4) combustion heating of such internal combustion engine (1)and the block (18) allows to determine the rate (fWL) the degree of warm-up to increase the amount of fuel to be injected at a temperature which is below the operating temperature of the internal combustion engine (1), characterized in that it is made with the ability to define indicator (fWL) the degree of heating of the internal combustion engine on the basis of the basic, or primary, indicator (fG) and dependent load indicator (fLA), with the possibility of determining the load independent index (fLA) for different modes of operation regardless of the underlying, or core, of the measure (fG).



 

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