Ice control device

FIELD: engines and pumps.

SUBSTANCE: engine electronic control unit executes program allowing computation of following magnitudes, i.e. fuel injection ratios of the injector fitted in the cylinder (S100), ignition advance with the help of the first card used when the injector fitted inside the cylinder features the fuel injection ratio equals 1. Note here that the first card ensures ignition the (S220), ignition advance with the help of the second card used for the fuel injection ratio that equals zero. Note that the second card ensures ignition time with the minimum advance (S230) and ignition advance with the help of the third card used for fuel injection ratio exceeding zero but smaller than unity. Note that the third card ensures ignition time with higher ignition advance for larger value of ratio (S240).

EFFECT: control device for ICE comprising first and second fuel injection mechanisms participating together in injecting fuel into cylinder and intake manifold and allowing accurate computation of ignition time.

5 cl, 5 dwg

 

The technical field

The present invention relates to a control device for an internal combustion engine having a first engine fuel injection (injector mounted in the cylinder), performing the fuel injection into the cylinder, and the second mechanism fuel injection (injector mounted in the intake manifold), performing the fuel injection into the intake manifold or the intake channel, and relates in particular to a method of determining the moment of injection taking into account the ratio of fuel injection between the first and second mechanisms of fuel injection.

The level of technology

Known internal combustion engine, having an injector mounted in the intake manifold, through which the fuel injection into the intake manifold of the engine, and an injector mounted in the cylinder performing the fuel injection into the combustion chamber of the engine and configured to stop fuel injection through the injector intake manifold when the engine load is less than the preset load value, and carries out the fuel injection through the injector intake manifold when the engine load is greater than the set load.

In this internal combustion engine is known configuration, switching between the combustion charge of fuel mixture with a layer-by-layer distribution and homogen the m combustion system in accordance with the operation mode. During combustion of the charge of fuel mixture with a layer-by-layer distribution of the injected fuel passes through the injector mounted in the cylinder during the compression stroke for the local formation of an air-fuel mixture with a layer-by-layer distribution around the spark plug for the combustion of a lean fuel mixture. When homogeneous combustion of fuel sprayed into the combustion chamber with the formation of an air-fuel mixture for combustion.

Publication laid patent application of Japan No. 2001-020837 disclosed a control device for fuel injection engine, which switches between the combustion charge of fuel mixture with a layer-by-layer distribution and homogeneous combustion in accordance with the mode of operation and which has a main valve fuel injection, carrying out the injection of fuel directly into the combustion chamber, and a secondary valve fuel injection, performing the fuel injection into the inlet channel of each cylinder. Such a device control fuel injection engine is characterized by the fact that the ratio of fuel injection between the main valve of the fuel injection and the secondary valve fuel injection is set differently depending on the mode of operation of the engine.

In accordance with this control device, fuel injection for engine combustion with layer-by-layer distribution of the fuel issue is Laut, using only the main valve fuel injection, which provides direct fuel injection into the combustion chamber, while the homogeneous combustion is carried out using as the main valve of the fuel injection and the secondary valve fuel injection (or, in some cases, when using only the secondary valve fuel injection). This allows you to maintain the performance of the main valve of the fuel injection at a low level even in case of high engine power. The linearity of the injection duration/number of injection of the main valve of the fuel injection in the field of low load, such as idling, improving, which in turn improves the accuracy of control of the injection quantity. In accordance with this it is possible to maintain the preferred combustion of the fuel mixture with a layer of its distribution and, thus, to improve stability at low load, for example at idle. When homogeneous combustion simultaneously use both the primary and secondary valves fuel injection, resulting at the same time takes advantage of direct injection and the advantage of injection into the inlet channel. Thanks this may also be supported by the preferred homogeneous combustion.

In the device the e control fuel injection for the engine, open publication laid patent application of Japan No. 2001-020837, combustion with layer-by-layer distribution of the fuel mixture and a homogeneous combustion is used in accordance with the situation that complicates the control of the ignition control injection and throttle and requires a control program corresponding to the used methods of combustion. In particular, when switching between combustion modes such management requires significant changes, which makes it difficult to implement the desired control impairs the efficiency of fuel use, the characteristics associated with the exhaust) in the transition mode. In addition, in the area of layer-by-layer combustion of the fuel mixture, which is carried out by the combustion of a particular mixture, a three-component catalyst does not work, and in this case you want to use the catalyst depleted NOx, which leads to increased costs.

Given the above, was also designed an engine that does not use layer-by-layer combustion of a charge of fuel mixture and, thus, does not require a control for switching between layer-by-layer combustion of a charge of fuel mixture and a homogeneous combustion, and does not require the use of expensive catalyst lean NOx.

When the engine control in which you want to ensure is whether the ignition of the fuel, when the cooler has a low temperature, enter the ignition advance correction. This is because, when the cooler has a low temperature (worse is provided by sputtering), the rate of combustion is lower, and thus, the engine is less prone to detonation. The ignition advance can provide an increased time period between ignition and exhaust, and despite the low rate of combustion of the fuel-air mixture can burn sufficiently.

However, in the range in which the injectors mounted in the cylinder and in the inlet manifold, respectively, jointly participate in the fuel injection, the injector mounted in the cylinder, injecting fuel directly into the combustion chamber and the internal temperature in the combustion chamber can be effectively significantly lowered, while the injector in the intake manifold performs fuel injection into the intake manifold, causing the internal temperature in the combustion chamber is reduced less effectively. The fuel injected through the injector mounted in the cylinder, reduces the internal temperature of the combustion chamber to a certain extent, while the injector in the intake manifold it happens at a different scale. If the temperature difference in the combustion chamber is changing the nature of the specific, aimed at preventing detonation, while at lower temperature inside the combustion chamber is improved features aimed at eliminating detonation. If features aimed at reducing detonation, change, change, the optimum ignition timing. Thus, using only the temperature of the cooler to calculate the magnitude of the ignition timing, it is impossible to obtain the exact value of the ignition timing (or the exact value of the ignition timing). It should be noted that in the above-mentioned publication No. 2001-020837 disclosed that the management of each injector carried out to ensure that the ratio of fuel injection corresponding to the mode of interest, and the ignition timing set properly, while in the above-mentioned publication of the proposed solution to the problems described above.

Brief description of the invention

The aim of the present invention is to provide a control device for an internal combustion engine having first and second mechanisms respectively, which are respectively jointly participate in the fuel injection into the cylinder and into the intake manifold, respectively, which is able to accurately calculate the time of ignition.

According to one object of the present invention created a control device for the engine in the I internal combustion with the first mechanism fuel injection, performing the fuel injection into the cylinder, and the second mechanism fuel injection, performing the fuel injection into the intake manifold. The control device includes a controller, managing the first and second mechanisms respectively, which are respectively jointly participate in the fuel injection ratio, calculated on the basis of the conditions required for the internal combustion engine, the ratio includes the termination of fuel injection is one of the mechanisms of fuel injection; and a controller ignition timing that controls the ignition device to change the ignition timing. The controller ignition timing controls the ignition device on the basis of the reference ignition timing of the internal combustion engine defined by this value.

In accordance with the present invention for the range over which the first mechanism fuel injection (for example, the injector in the cylinder) and the second mechanism fuel injection (for example, the injector in the intake manifold), respectively, are jointly involved in the fuel injection, the fuel injected through the injector mounted in the cylinder, reduces the internal temperature in the combustion chamber. If the internal temperature in the combustion chamber will be reduced, improving the characteristics of the and aimed at preventing detonation and ignition timing can be set ahead. In contrast, the fuel injection through an injector mounted in the intake manifold, lowers the internal temperature in the combustion chamber, to a lesser extent than when using an injector mounted in the cylinder. Thus, in the internal combustion engine, having two mechanisms respectively, which are respectively jointly participate in the fuel injection and to varying degrees lower internal temperature of the combustion chamber, respectively, it is possible to precisely set the time of ignition. As a result, the control device, which can accurately calculate the time of ignition can be used for an internal combustion engine having first and second mechanisms of fuel injection, respectively, jointly participating in the fuel injection into the cylinder and into the intake manifold, respectively, which are made in two types of engine fuel injection that different carry out fuel injection.

According to another object of the present invention created a control device for an internal combustion engine having a first engine fuel injection, which performs fuel injection into the cylinder, and the second mechanism fuel injection, which implementation through the injection of fuel into the intake manifold. The control device includes a controller, managing the first and second mechanisms of fuel injection for the corresponding distribution of the degree of joint participation in the fuel injection ratio, calculated on the basis of the conditions required for the internal combustion engine, and this ratio includes the termination of fuel injection is one of the mechanisms of fuel injection; a memory in which are stored values of the reference ignition timing; and a controller ignition timing using the reference ignition timing to control the ignition device. In the drive are saved value of the reference ignition timing calculated based on the specified ratio.

In accordance with the present invention in the drive remains the reference ignition timing, allowing you to set the ignition timing by a large margin, when the injection of a greater proportion of fuel through the injector mounted in the cylinder, allowing a greater degree to reduce the internal temperature of the combustion chamber (including the fuel injection only through an injector mounted in the cylinder), than when the injection of a greater proportion of fuel through the injector in the intake manifold, to a lesser extent reduces the internal temperature of the combustion chamber (including the fuel injection only is about through an injector in the intake manifold). Thus, in the internal combustion engine, having two mechanisms respectively, which are respectively jointly participate in the fuel injection and in varying degrees, reduce the internal temperature of the combustion chamber, respectively, it is possible to ensure accurate installation of the ignition timing. In the result, you can create a control device that calculates the exact time of ignition for an internal combustion engine having first and second mechanisms of fuel injection, respectively, jointly participating in the fuel injection for fuel injection into the cylinder and into the intake manifold, respectively, which are made with the use of two types of engine fuel injection that different carry out fuel injection.

Preferably the reference ignition timing, pre-calculated on the basis of this ratio, is stored in memory in the form of a map.

In accordance with the present invention the values of the reference ignition timing can be defined by the values stored in the map view, on the basis of the ratio of fuel injection through an injector in the cylinder and the injector in the intake manifold.

Also preferably in the drive stored reference values of the ignition timing, is divided into the first map used when the fuel injection provides talkapella mechanism fuel injection, the second card used when the fuel injection performs only the second mechanism of fuel injection, and a third card used when the fuel injection carried out the first and second mechanisms of fuel injection.

In accordance with the present invention the injector mounted in the cylinder corresponding to one example of the first mechanism fuel injection and an injector mounted in the intake manifold corresponding to one example of the second mechanism fuel injection, which in varying degrees, reduce the temperature in the combustion chamber, respectively, when they perform the fuel injection, respectively, jointly participate in the fuel injection, and the reference ignition timing stored in the map, is divided into the first map used when the fuel injection performs only the injector mounted in the cylinder, the second map applied when the fuel injection performs only the injector mounted in the intake manifold, and a third card used when the fuel injection perform injector mounted in the cylinder, and an injector mounted in the intake manifold. The card can be selected in accordance with a ratio of fuel injection between the injector mounted in the cylinder, and an injector in the intake manifold to define a stored reference ignition timing.

Also predpochtite the flax first card provides the reference ignition timing, installed with the ignition advance.

In accordance with the preferred implementation of the first map is used when the fuel injection performs only the first mechanism fuel injection (for example, an injector mounted in the cylinder), with the fuel injected through it, greatly lowers the temperature in the combustion chamber and improves the characteristic of suppressing detonation. In accordance with this reference ignition timing can be set with great anticipation.

Also preferably, the second map provides a reference ignition timing set by the ignition delay.

In accordance with the present invention, the second map is used when the fuel injection performs only the first mechanism fuel injection (for example, an injector mounted in the intake manifold), and when the fuel is injected through it, the temperature in the combustion chamber decreases to a lesser extent and characteristics of suppressing detonation is not improving. In accordance with this reference ignition timing is set with a lower advance.

Also preferably, the third map provides a reference ignition timing set so that provided the ignition advance when the proportion of the first mechanism of fuel injection is increased.

In accordance with the present invention, when the first mechanism fuel injection (for example, injector mounted in the cylinder), which can greatly reduce the internal temperature of the combustion chamber when the injection of fuel through it, has a higher ratio of fuel injection, the characteristic of suppressing detonation can be better than when the second mechanism fuel injection (for example, an injector mounted in the intake manifold), which to a lesser extent reduces the internal temperature of the combustion chamber in the fuel injection through it, has a higher ratio of fuel injection. While the reference ignition timing can be set ahead. Thus, the internal combustion engine, having two mechanisms respectively, which are respectively jointly participate in the fuel injection and form an air-fuel mixture having a different state, respectively, when the fuel injection through them, allows accurate setting ignition timing.

Also preferably, the third map provides a reference ignition timing set so that the delay of the ignition, when increasing the ratio of the second mechanism fuel injection.

In accordance with the present invention, when the second mechanism fuel injection (for example, an injector mounted in the intake manifold), which to a lesser extent, reduces the temperature in Kam is re combustion when the fuel injection through it, a large share of the fuel injection characteristic of suppressing detonation improved to a lesser extent than when the first mechanism fuel injection (for example, an injector mounted in the cylinder), which can largely reduce the temperature in the combustion chamber when the fuel injection through it, has a large share of fuel injection. In line with this, the reference ignition timing is set with a greater delay. Thus, the internal combustion engine, having two mechanisms respectively, which are respectively jointly participate in the fuel injection and form an air-fuel mixture having a different state, respectively, when the fuel injection through them, allows accurate setting ignition timing.

Also preferably the first mechanism fuel injection is an injector mounted in the cylinder, and the second mechanism fuel injection is an injector mounted in the intake manifold.

In accordance with the present invention can be created by the control unit, which allows to calculate the exact value of the ignition timing for an internal combustion engine having first and second mechanisms of fuel injection is executed in the form of an injector mounted in the cylinder, and an injector mounted in the intake manifold with therefore, its separately from each other, and which together perform the fuel injection, when the injected fuel is divided between them, in a cold state and in the transition from the cold state to a hot state.

Brief description of drawings

Figure 1 - diagram of the device of an engine system controlled using a control device in accordance with a variant implementation of the present invention;

Figure 2 - block diagram (1) sequence of program operations performed by an electronic control unit (ECU) of the engine;

Figure 3 - an example of a map for the split injection;

Figure 4 is an illustration of the change of the operation mode of the engine;

5 is a flowchart (2) sequence program executed by the electronic engine control unit;

6 is a diagram (1)showing a map of the relations direct injection (HB) for the hot state of the engine, which applies accordingly the present device management;

Fig.7. diagram (1)showing a map of the relationships HB for cold condition of the engine, which applies accordingly the present device management;

Fig - scheme (2), map representing the relationship NV for hot state of the engine, which respectively apply the present control device; and

Fig.9 is a diagram (2), map representing the relationship NV for holodnogorskaya engine which is accordingly applied the present control device.

The best ways of carrying out the invention

Hereinafter the present invention will be described in more detail with reference to the accompanying drawings. In the drawings, identical elements are denoted by the same reference position. They also have the same name and function.

It should be noted that the description provided in respect of the ignition timing in a cold condition, although then reference is made to another state, different from the cold (because the internal temperature in the combustion chamber is reduced, improving the detonation characteristics and is provided ahead of the ignition timing).

It should be noted that although the following description is provided solely in relation to ignition timing in a cold condition, the present invention is not limited to this ahead of. The present invention also includes the original input ignition timing with subsequent ignition delay and input delay of ignition relative to the reference ignition timing. In addition, there may be an inverse correlation between lesser degree of ignition timing for a greater share of the fuel injected through the injector mounted in the cylinder, and EIT is sustained fashion greater degree of ignition timing at a higher ratio of fuel injected through an injector mounted in the intake manifold. For example, if the characteristic of the injector 100 that is installed in the cylinder, operating as a separate injector, and the characteristic of the injector 120 installed in the intake manifold that runs as a separate injector, contributes to a lesser degree of atomization of fuel injected through the injector 100 is installed in the cylinder than when the fuel injection through the injector 120 installed in the intake manifold, with the same cooler temperature THW of the engine may be set back ratio ignition timing depending on the ratio of fuel injection, as described above.

1 schematically shows a diagram of the engine system managed by an electronic control unit (ECU) of the engine, which embodies the control device of the internal combustion engine in accordance with a variant implementation of the present invention. Figure 1 shows the inline 4-cylinder gasoline engine, although the use of the present invention is not limited to such engine.

As shown in figure 1, the engine 10 includes four cylinders 112, each of which is connected via a corresponding intake manifold 20 with General smoothing of the receiver 30. Smoothing the receiver 30 is connected via fuckno the channel 40 with an air filter 50. The meter 42 air flow is installed in the inlet channel 40, and the throttle valve 70 which is actuated by an electric motor 60, is also placed in the inlet channel 40. The degree of opening of throttle valve 70 is controlled based on the output signal of the electronic control unit 300 of the engine regardless of the pedal 100 of the accelerator. Each cylinder 112 is connected to a common exhaust manifold 80, which is connected to a three-component catalytic Converter 90.

In each cylinder 112 is installed injector 110, which performs fuel injection into the cylinder, and the injector 120 in the intake manifold, which carries out fuel injection in the intake channel and/or the intake manifold. Injectors 110 and 120 is controlled based on the output signals of the electronic control unit 300 of the engine. In addition, the injector 110 that is installed in each cylinder connected to a common tube 130 fuel. Tube 130 fuel supply connected with 150 fuel high-pressure pump driven by the engine through a check valve 140, which provides the flow in the direction of the tube 130 fuel. In the present embodiment, the illustrated internal combustion engine, having made two separate injector, although the present invention is not limited to such an internal combustion engine. For example, moving the spruce internal combustion engines can have one injector, which performs as the injection cylinder and the injection into the intake manifold.

As shown in figure 1, the output side of the fuel pump 150 high pressure is connected through the electromagnetic spill valve 152 to the input side of the fuel pump 150 high pressure. When the electromagnetic spill valve 152 is opened to a small degree, the amount of fuel supplied from the fuel pump 150 high pressure tube 130 of the fuel increases. When the electromagnetic spill valve 152 is fully open, the fuel supply from the pump 150 fuel high pressure pipe 130 fuel stops. The electromagnetic spill valve 152 is controlled based on the output signal of the electronic control unit 300 of the engine.

Each injector 120 in the intake manifold is connected to a common tube 160 fuel on the low-pressure side. Tube 160 fuel supply and the fuel pump 150 high pressure is connected through a common controller 170-pressure fuel pump 180 fuel low pressure driven motor. In addition, fuel pump 180 low pressure is connected through the fuel filter 190 with the fuel tank 200. The controller 170 fuel pressure is set so that it returns the part of the fuel emerging from the fuel pump 180 low pressure back to the fuel tank 200 when the pressure of the fuel, coming out of the fuel pump 180 low pressure is higher than specified fuel pressure. This prevents excess pressure of fuel supplied to the injector 120 intake manifold and fuel pressure supplied to the fuel pump 150 high pressure specified fuel pressure.

The electronic control unit 300 of the engine is made in the form of a digital computer and includes a ROM (permanent memory) 320, a RAM (random access memory) 330, a CPU (Central processing unit) 340, an input port 350 and the output port 360, which are connected to each other through a bidirectional bus 310.

The meter 42 air flow generates an output voltage that is proportional to the amount of intake air, and this output voltage is supplied through a/d (analog-digital) Converter 370 to the input port 350. Sensor 380 temperature cooler mounted on the engine 10 and generates an output voltage proportional to the temperature of coolant of the engine, which is supplied through the a/d Converter 390 in the input port 350.

The sensor 400 fuel pressure is installed in the tube 130 fuel supply and generates an output voltage proportional to the fuel pressure in the tube 130 fuel that is passed through the a/d Converter 410 to the input port 350. The sensor 420 sootnosheniyakh-fuel installed in the exhaust manifold 80, which is set before a three-component catalytic Converter 90. The sensor 420 ratio of the air-fuel generates an output voltage proportional to the oxygen concentration in the exhaust gas that is passed through the a/d Converter 430 to the input port 350.

The sensor 420 ratio of the air-fuel engine system in accordance with the present engine is a sensor ratio of the air-fuel full range (linear probe ratio of air to fuel), which generates an output voltage proportional to the ratio of the air-fuel mixture burning in the engine 10. As sensor 420 ratio of the air-fuel sensor can be used Ozthat will detect mode on/off whether the air-fuel mixture burned in engine 10, enriched or depleted relative to theoretical ratio of air-fuel.

The pedal 100 of the accelerator is connected to the sensor 440 accelerator pedal position, which generates an output voltage proportional to the rate of the pedal 100 of the accelerator, and which is passed through the a/d Converter 450 to the input port 350. In addition, the sensor 460 motor speed, generating output pulses representing the speed of the engine, is connected to input port 350. In the ROM 30 of the electronic unit 300 engine control pre-stored in the form of maps the values of the quantity of fuel to be injected, installed in accordance with the operation modes based on the load factor of the engine and the motor speed is obtained by using the above-described sensor 440 accelerator pedal position sensor 460 motor speed, and on the basis of the correction value for them, specified by the cooler temperature of the engine.

As shown in the block diagram of the sequence of operations presented in figure 2, the electronic control unit 300 of the engine according to Fig 1 executes a program having a structure that provides such a control as described below.

At step S100, the electronic control unit 300 engine uses a map as shown in Figure 3, to calculate the ratio of injection of the injector 110 that is installed in the cylinder. Below this ratio is called the "relation r HB", where 0≤r≤1. Map used to calculate the ratio, will be described next.

At step S100, the electronic control unit 300 engine determines is whether the relation r HB 1, 0 or greater than 0 and less than 1. If the relation r HB is equal to 1 (r=1,0 at step S110), the processing proceeds to step S120. If the relation r HB 0 (r=0 at step S110), the processing goes to step S130. If the relation g HB greater than 0 and less than 1 (0<r<1 at step S110), the processing goes to step S140.

At step 3120, the electronic control unit 300 engine calculates the value of op is regenia ignition in a cold state, which corresponds to the ignition advance correction in a cold state, when the fuel injection is carried out only through the injector 110 is installed in the cylinder. This is done, for example, by using the function f(1) to calculate the magnitude of the ignition timing in a cold state = f(1)(THW). It should be noted that "THW" represents the temperature of coolant of the engine 10, detektiruya using sensor 380 coolant temperature.

At step S130, the electronic control unit 300 engine calculates the value of the ignition timing in a cold state, which corresponds to the ignition advance correction for cold condition when the fuel injection is carried out only through the injector 120 in the intake manifold. This is accomplished, for example, by using the function f(2), which calculate the value of the ignition timing in a cold state = f(2)(THW).

At step S140, the electronic control unit 300 engine calculates the value of the ignition timing in a cold state, corresponding to the value of the ignition timing correction for cold condition when the fuel injection is carried out simultaneously with the participation of injectors 110 and 120 mounted in the cylinder and intake manifold, respectively, when the fuel injection. This is done, for example, by using a function with the function f(3) to calculate the magnitude of the ignition timing in a cold state = f(3)(THW, r). It should be noted that "r" represents the ratio of HB.

At step S150, the electronic control unit 300 engine calculates the ignition timing, for example, using the function g for the calculation of the moment of ignition = g (the value of the ignition timing in a cold state).

Now consider Figure 3 to describe the ratio of fuel injection (0 ≤ relation r HB≤1) to the injector 110 that is installed in the cylinder at a speed NE of the engine and the coefficient KL load of the engine 10, are used as parameters.

At low motor speed and high-load fuel injected through the injector 110 mounted in the cylinder, not mixed with air in the combustion chamber there is a tendency for the inhomogeneity of the air-fuel mixture, which thus leads to unstable combustion. In accordance with this, for this range, the relation r HB is reduced to increase the ratio of injection (1-r), running through the injector 120 installed in the intake manifold, for sufficient mixing of air-fuel mixture before it gets into the combustion chamber.

In the range of high speed and low load fuel-air mixture injected through the injector 110 mounted in the cylinder, very quickly homogenized. In accordance with this relation r HB increase. Fuel, Priscila the mine through the injector 110, mounted in the cylinder, evaporates in the combustion chamber, which takes latent heat of vaporization (heat absorbed from the combustion chamber). In accordance with this side compression temperature of the air-fuel mixture is reduced, which provides superior characteristic of suppressing detonation. In addition, since the temperature in the combustion chamber decreases, provides improved suction efficiency and can be expected to increase output power. In addition, the end of the injector 110 that is installed in the cylinder can be opened into the combustion chamber, cooled by the fuel, resulting in preventing the adhesion of deposits on the hole injection.

Based on the above-described configuration, block diagram, sequence of operations of the engine 10 in accordance with this option perform the work as described below. It should be noted that in the following description the expression "if the temperature of the engine coolant change" and other similar terms refers to the period of transition from the cold state to the hot state.

The ratio of HB is not changed, and the temperature of the coolant of the engine changes

When the engine 10 is running, the temperature of the coolant increases. More specifically, as shown in figure 4, the temperature of the coolant is increased from the temperature TN(1)that soo is the same as point a, to the temperature TN(2), which corresponds to point C. When calculating the ratio of HB (S100) and determines that the ratio g HB has not changed (e.g., r=0.7)and decide that its value is greater than 0 and less than 1 (0<r<1,0 at step S110), respectively, and use the function f(3) to calculate the magnitude of the ignition timing in a cold condition f(3) (THW, r) (S140).

Figure 4 for a point And in accordance with f(3)(TH(1), r), where r=0,7, calculate the value of the ignition timing in a cold state, as the ignition advance correction (1). When the value of the ignition timing in the cold state is set as the ignition advance correction (1), the engine 10 is running and the temperature THW increases from T(1) to T(2), reaching point C. At point b in accordance with f(3) (TH(2), r), where r=0,7, calculate the value of the ignition timing in a cold state, as the ignition advance correction (2). In other words, the value of the ignition timing correction decreases the magnitude of timing correction (1) to the value of the ignition timing correction (2) by changing the degree of ignition timing for the correction, which is provided with an ignition advance correction (1) minus the ignition advance correction (2).

The ratio of HB is changed without changing the coolant temperature of the engine

When starting the engine 10 rate the temperature of the cooler may not be changed depending on the environmental conditions of the vehicle (in particular, temperature). In this case, the operation mode of the engine 10 is changed and the ratio of r HB decreases of 0.7, for example, in figure 4, while the temperature T(1), corresponding to point a is a point in which there is a relation r HB less than 0.7 (or maybe Vice versa). The ratio of HB count (S100), if it is determined that the relation r HB has changed (for example, from 0.7 to 0.5), determines that the relation r HB is still greater than 0 and less than 1 (0<r<1,0 at step S110), and use the function f(3) to calculate the magnitude of the ignition timing in a cold condition f(3) (THW, r) (S140).

Figure 4 for a point And in accordance with f(3) (TH(1), r), where r=0,7, calculate the value of the ignition timing in a cold state. In this mode, the engine 10 is running and, although temperature THW is maintained at the value T(1), the relation r HB decreases, reaching point C. point C in accordance with f(3) (TH(1), r), where r=0,5, calculate the value of the ignition timing in a cold state. More specifically, the ignition advance is injected as the change in the value of the ignition timing correction. This means that impose a greater value of ignition timing, since the temperature in the channel is lower than the internal temperature in the cylinder and through the injector 120 installed in the intake manifold 120, it is difficult to secure the spray injection is aemula fuel.

The ratio of HB changes, and the temperature of the coolant of the engine changes

When the engine 10 runs, the cooler temperature and the ratio of r HB can be changed at the same time. In this case, in figure 4, the point a corresponds to the temperature T(1) and the relation r HB = 0,7, moves to the point D, which corresponds to the temperature T (2), which is higher than VT(1), and the relation r HB that is less than 0.7. The ratio of HB count (S100), and if it is determined that the relation r HB has not changed (for example, from 0.7 to 0.5), still decide that the relation r HB greater than 0 and smaller than 1 (0<r<1,0 at step S110), and the function f(3) is used to calculate the magnitude of the ignition timing in a cold condition f(3) (THW, r) (S140).

Figure 4 for a point And in accordance with the function f(3)(TH(l), r), where r=0,7, calculate the value of the ignition timing in a cold state. In such conditions, the engine 10 is running, and while the temperature THW is changed from T(1) to T(2) the ratio of HB decreases, reaching a point D. point D according to f(3)(TH(2), r), where r=0,5, calculate the value of the ignition timing in a cold state. More specifically, the ignition timing is changed by changing the value of the ignition timing correction. This means that, when the ratio of HB is not equal to neither 0 nor 1, the value of the ignition timing in a cold condition calculated by fu the functions of coolant temperature and relations HB r and the change in the value of the ignition timing correction also depends on the coolant temperature and relations HB r, respectively.

Thus, in a cold state and in the transition from the cold state to the hot state when the injector is mounted in the cylinder, and an injector mounted in the intake manifold, respectively, jointly participate in the fuel injection, not only the temperature THW of the coolant of the engine, but also the relation r HB used to calculate the magnitude of the ignition timing in a cold state. If the temperature inside the cylinder and in the channel are different from each other and, thus, provides a different degree of fuel atomization can be obtained accurately ahead of injection for satisfactory combustion of the fuel.

Map reference ignition timing in dependence on the ratio of fuel injection, which is not limited to a cold state

The following describes an embodiment that is not limited to the condition of low temperature or cold state of the engine 10. In the present embodiment, the injector 110 mounted in the cylinder, the ratio of fuel injection or the ratio g HB, divided by three values, that is, r=0, r=1 and 0<r<1, and the reference ignition timing, respectively, of pre-stored in the electronic control unit 300 of the engine in ROM 320, a ROM 340, or the like

The fuel injected through the injector mounted in the cylinder 110, and through the injector installed in the TLU is knymi manifold 120, reduces the temperature of the combustion chamber in a substantially different degree, respectively. More specifically, the first, which performs injection directly into the combustion chamber, and the last, which performs injection into the intake manifold, after which the fuel enters the combustion chamber, reduce the temperature of the combustion chamber in varying degrees. More specifically, the latter reduces the temperature in the combustion chamber to a lesser extent, while the first, which performs injection directly into the combustion chamber reduces the temperature in the combustion chamber to a greater extent. When the combustion chamber has a low temperature, it is possible to improve the characteristics of protection against detonation and you can set the ignition timing advance.

The first card is set as the map used for the relationship NV r=1 (i.e. when only the injector 110 mounted in the cylinder, performs fuel injection) for the reference ignition timing, which allows the use of the ignition timing from maximum ahead. The fuel injected through the injector 110 mounted in the cylinder, to the maximum extent lowers the temperature in the combustion chamber, which allows the maximum extent possible to improve the characteristic of suppressing detonation. The ignition timing may be set in advance, and the engine 10 may satisfactorily have the identification of their characteristics (features).

The second card is set as the map used for the relationship NV r=0 (i.e. when only the injector 120 installed in the intake manifold, carries out fuel injection) for the reference ignition timing, which allows you to enter the maximum delay time of ignition. The fuel injected through the injector 120 in the intake manifold, to a lesser extent lowers the temperature in the combustion chamber. This lowering of the temperature in the combustion chamber can hardly be expected to improve the characteristics of suppressing detonation. In accordance with this, the ignition timing is delayed to avoid detonation in the engine.

The third card is set as the map used in the relation r HB level greater than 0 and smaller than 1 (i.e. when the injector 110 mounted in the cylinder and the injector 120 installed in the intake manifold, respectively, jointly participate in the fuel injection) for the reference ignition timing, which provides time ignition timing for large relations HB. With increase of the ratio HB r injector mounted in the cylinder 110, injecting more fuel and temperature in the combustion chamber, respectively, is reduced to a greater extent. Thus it is possible to improve the characteristic of suppressing detonation and ignition timing can be set ahead of time.

The electronic unit 300 from the management engine has three cards of such reference ignition timing in accordance with a share of the injector 110, installed in the cylinder, which is involved in the fuel injection, or the relation r HB selects one of the cards to switch maps the reference ignition timing. In accordance with the selected card electronic unit 300 engine control calculates the reference ignition timing. In particular, the third card provides the reference ignition timing, variable relation r HB. In accordance with this not only a card, but a function that interpolates the intermediate section mounted in the map, can also be pre-calculated and stored and can be used to provide interpolation.

As shown in the block diagram of the sequence of operations presented on Figure 5, the electronic control unit 300 of the engine of figure 1 executes the program having a structure aimed at management, as described below. It should be noted that the block diagram of the sequence of operations presented on Figure 5, the steps are identical represented in the block diagram of the sequence of operations shown in figure 2, labeled identically.

At step S220, the electronic control unit 300 engine calculates in accordance with the first card, which corresponds to the relation r HB = 1, the value of the ignition timing taking into account the characteristics of suppressing detonation.

At step S230, the electronic control unit 300 engine calculates in with the accordance with the second card, which corresponds to the relation r HB = 0, the value of the ignition timing taking into account the characteristics of suppressing detonation.

At step S240, the electronic control unit 300 engine calculates in accordance with a third card, which corresponds to 0<r HB<1, the value of the ignition timing taking into account the characteristics of suppressing detonation. More specifically, for example, the function F(3) is used to calculate the magnitude of the ignition timing = F(3) (r) taking into account the characteristics of suppressing detonation in which r represents the ratio of HB.

At step S250, the electronic control unit 300 engine calculates the ignition timing. More specifically, for example, the function G is used to calculate the ignition timing = G (the value of the ignition timing taking into account the characteristics of suppressing detonation).

Thus, not only in a cold state three cards (the ratio of r HB =1, 0 or greater than 0, or less than 1) can be selected in accordance with the relation r HB, and the selected card can be used to calculate the reference ignition timing. This allows to calculate the appropriate reference ignition timing, which corresponds to the relation r HB. Thus, the optimum reference ignition timing can be set in accordance with the relation r HB and you can eliminate the disadvantages associated with excessive delay and advance saiga the Oia.

The engine (1)using the control device

The engine (1), in which it is possible to use a control device in accordance with this variant of execution will be described below.

Next, with reference to Fig.6 and 7 will be described cards, each of which represents the ratio of fuel injection between the injector 110 mounted in the cylinder, and injector 120 installed in the intake manifold, identified as information related to the operating mode of the engine 10. Here the ratio of fuel injection between the two injectors will also be expressed as the ratio of the amount of fuel injected from the injector 110 that is installed in the cylinder, to the total amount of injected fuel, which is denoted as "the ratio of fuel injection of the injector 110 that is installed in the cylinder" or "HB (direct injection) ratio (r)". Maps stored in the ROM 320 of the electronic control unit 300 of the engine. Figure 6 shows the map for the hot state of the engine 10, and figure 7 shows the map for the cold state of the engine 10.

In the maps shown in Fig.6 and 7, the horizontal axis represents the engine speed for the engine 10 and the vertical axis represents the load factor, the ratio of fuel injection to the injector 110 that is installed in the cylinder, or the ratio of r HB pronounced ka is a percentage.

As shown in Fig.6 and 7, the relation r HB installed for each work area, which is determined by the motor speed and the load factor of engine 10. "Relation r HB = 100%" is the area in which the fuel injection is carried out using only the injector 110 that is installed in the cylinder, and the ratio of r HB =0%" represents the area in which the fuel injection is performed with the use of only injector 120 installed in the intake manifold. "Relation r HB ≠0%", "ratio r HB ≠100%and 0%<relation r HB<100 percent" each represents an area in which the fuel injection is carried out by using both the injector 110 that is installed in the cylinder and injector 120 installed in the intake manifold. Typically, the injector 110 mounted in the cylinder, increasing power output, while the injector 120 installed in the intake manifold, contributes to the homogeneity of the fuel-air mixture. These two types of injectors having different characteristics, appropriately selected depending on the motor speed and the load factor of engine 10 so that only the homogeneous combustion was carried out in the normal operation of the engine 10 (the other modes of operation, normal mode, for example, the mode of heating the catalyst at idle the m course).

In addition, as shown in Fig.6 and 7, the ratio of fuel injection between the injector 110 mounted in the cylinder, and injector 120 installed in the intake manifold, defined as the ratio of r HB individually in the cards for hot condition and the cold condition of the engine. Maps are compiled so that they represent different management injector 110 mounted in the cylinder, and injector 120 installed in the intake manifold, and temperature change of the engine 10. When the detected temperature of the engine 10 is equal to or exceeds the specified threshold temperature, pick a card for hot condition shown in Fig.6; otherwise, choose the map for the cold state, is shown in Fig.7. The injector 110 mounted in the cylinder, and/or injector 120 in the intake manifold is controlled based on the selected map, and in accordance with the engine speed and the load factor of engine 10.

The motor speed and the load factor of engine 10 mounted on 6 and 1 will be described below. Figure 6 is NE(1) set from 2500 rpm to 2700 rpm, KL(1) is set to from 30% to 50%, and KL(2) is set to 60% to 90%. 7 is NE(3) set from 2900 rpm to 3100 rpm. That is, NE(1)<NE(3). NE(2) figure 6, and is also KL(3) and KL(4) 7 is also set accordingly.

When comparing Fig.6 and Fig.7. one can see that NE(3) the map for the cold state, shown in Fig.7, more than NE(1) card for hot condition, is shown in Fig.6. This shows that as the temperature of the engine 10 below, the injector 120 in the intake manifold is extended so that it includes the area of higher motor speed. That is, it is unlikely that, when the engine 10 is cold, accumulated sediments in hole injection injector mounted in the cylinder 110 (even if there is no fuel injection through the injector 110 is installed in the cylinder). Thus, the area in which you want to perform the fuel injection using an injector 120 installed in the intake manifold, can be extended to improve, thus, the uniformity of spray.

When comparing Fig.6 and Fig.7. one can see that the condition "relation r HB =100%" is true in the region where the speed of the engine 10 is equal to or greater than NE(1), on the map for a hot state, and the region where the engine speed is equal to NE(3) or above on the map for the cold state. In addition, the condition of "relation r HB = 100%" is true in the region where the load factor is equal to KL(2) or more on the map for a hot state and in the region where the load factor is equal to KL(4) or more for the map for the cold state. This means that the EAP is ISK fuel exercise, using only the injector 110 mounted in the cylinder, in the region where the engine speed is at a predetermined high level, and the fuel injection is carried out, using only the injector 110 mounted in the cylinder, in the region where the engine load is at a predetermined high level, because the high speed and the area of low speed of the engine 10 speed and load are high, and the entrainment of large amounts of air, and can be used separately injector 110 mounted in the cylinder for fuel injection and provide a homogeneous air-fuel mixture. In this case, the fuel injected through the injector 110 mounted in the cylinder, sprayed into the combustion chamber taking into account the latent heat required for evaporation (with the absorption of heat from the combustion chamber). In accordance with this, the temperature of the air-fuel mixture is reduced by the compression side, and, thus, improves the characteristics prevent detonation. In addition, when the temperature in the combustion chamber is reduced, the suction efficiency is improved, which improves power output.

On the map, presents for hot condition figure 6, the fuel injection is also carried out using only the injector 110 is installed in the cylinder when the load factor is equal to KL(1) or m is nice. This shows that the injector 110 is installed in the cylinder separately is used in the specified area of low load, when the temperature of engine 10 is high. When the engine 10 is in a hot condition, sediments probably accumulated in the hole injection injector 110 that is installed in the cylinder. However, when the fuel injection is carried out, using the injector 110 mounted in the cylinder, the temperature of the hole injection may be reduced, which prevents the accumulation of deposits. In addition, clogging of the injector 110 that is installed in the cylinder can be prevented while ensuring the minimum fuel injection through it. Thus, in the relevant field is used only injector 110 is installed in the cylinder.

When comparing Fig.6 and Fig.7. one can see the scope relations HB r = 0%" only on the map for the cold state, is shown in Fig.7. Presented here that the fuel injection is carried out using only the injector 120 intake manifold in a given area of low load (KL(3) or less), when the temperature of engine 10 is low. When the engine 10 is cold, its load is low and the amount of intake air is small, poorly carried out spraying of the fuel. In such areas it is difficult to provide favorable conditions for combustion when using pristineblue through the injector 110, mounted in the cylinder. In addition, in particular, in the field of low-load and low speed, large output power obtained when using the injector 110 that is installed in the cylinder, is unnecessary. In accordance with this, the fuel injection is carried out using only the injector 120 installed in the intake manifold, instead of using the injector 110 that is installed in the cylinder, in the respective field.

Next, operation in other modes other than the normal operation mode, i.e. the mode of the heating of the catalyst idling of the engine 10 (insane mode), injector 110 that is installed in the cylinder is controlled so as to carry out the combustion of a charge of fuel mixture with a layer-by-layer distribution. Due to combustion of a charge of fuel mixture with a layer-by-layer distribution during the operation of the heating of the catalyst accelerates the heating of the catalyst and, thus, improves the exhaust of combustion products.

Engine (2), using the device management

Engine (2)using the control device in accordance with the present invention, will be described below. In the following description of the engine (2) a description that corresponds to the engine (1), will not be repeated.

On Fig and 9 maps, each of which indicates a ratio of fuel injection between ing the ktoroy 110, mounted in the cylinder, and injector 120 installed in the intake manifold, denoted as information relating to the operating mode of the engine 10. Maps stored in the ROM 320 of the electronic control unit 300 of the engine. On Fig shows the map for the hot state of the engine 10, and figure 9 shows the map for the cold state of the engine 10.

When comparing Fig and Fig.9 we can see that these drawings are different from 6 and 7 as follows: condition relation r HB =100%" is true in the region where the speed of the engine 10 is equal to or greater than NE(1), on the map for a hot state, and in the area where the motor speed is equal to NE(3) or higher for the map for the cold state. In addition, except in the area of low speed condition "relation r HB = 100%" is true in the region where the load factor is equal to KL(2) or more for a card for a hot state and in the region where the load factor is equal to KL(4) or more for the map for the cold state. This means that the fuel injection is carried out using only the injector 110 that is installed in the cylinder, in the area where the motor speed is set to high level, and the fuel injection is often performed using only the injector 110 that is installed in the cylinder, in the region where the engine load is at a predetermined high level. However, in the field of low near the property and in the area of high load mixing of air-fuel mixture, formed with the use of fuel injected by the injector 110 installed in the cylinder is bad, and such a heterogeneous fuel-air mixture in the combustion chamber can lead to unstable combustion. In accordance with this, the ratio of fuel injection by the injector 110 installed in the cylinder increases with motor speed, when the occurrence of such problems are unlikely, while the ratio of fuel injection of the injector 110 that is installed in the cylinder decreases with increasing engine load, and in this case, this problem is likely to occur. Such changes in the ratio of fuel injection by the injector 110 mounted in the cylinder, or relations HB r shown intersecting arrows on Fig and 9. Thus, the change of the output torque of the engine, which is associated with unstable combustion can be prevented. It should be noted that these measures are approximately equivalent measures aimed at decrease of the ratio of fuel injection by the injector 110 mounted in the cylinder, in a state where the engine operation mode is moved in the direction specified area rate is low, or the increase of the ratio of fuel injection through the injector 110 is installed in the cylinder when the motor is moved in the direction of the specified area with the scarlet load. In addition, except for the applicable region (indicated by the crossed arrows on Fig and 9) in the region in which the fuel injection is carried out using only the injector 110 that is installed in the cylinder (on the side at high speed and low load), the homogeneous air-fuel mixture can be easily obtained, even when the fuel injection is carried out using only the injector 110 that is installed in the cylinder. In this case, the fuel injected through the injector 110 mounted in the cylinder, sprayed into the combustion chamber taking into account the latent heat required for evaporation (absorption of heat from the combustion chamber). In accordance with this, the temperature of the air-fuel mixture is reduced on the side of the compression ratio and thus improve the characteristics of suppressing detonation. In addition, by reducing the temperature in the combustion chamber improves the efficiency of absorption, resulting in increased power output.

In the engine 10 described with reference to Fig.6-9, homogeneous combustion is ensured by setting the time of fuel injection performed by the injector 110 mounted in the cylinder during the suction stroke of, while the combustion of a charge of fuel mixture with a layer-by-layer distribution is ensured by setting the injection during the compression stroke. That is, when the time itry the ka fuel injector 110, installed in the cylinder, installed during the compression stroke, enriched air-fuel mixture can be localized around the spark plug that allows you to ensure ignition of the lean air-fuel mixture in General in the combustion chamber for the implementation of the combustion layer charge distribution of the fuel mixture. Even if the injection timing of the fuel injector 110 that is installed in the cylinder, will be installed during the suction stroke of the combustion charge of fuel mixture with a layer-by-layer distribution can be implemented, if it will be possible to locate the enriched air-fuel mixture locally around the spark plug.

Used herein, the term "combustion charge of air-fuel mixture with a layer-by-layer distribution" includes both the combustion of a charge of fuel mixture with a layer-by-layer distribution, and combustion of the charge of fuel mixture with a partial mode of the propellant with layer-by-layer distribution. When burning using partial use with layer charge distribution injector 120 in the intake manifold performs the fuel injection during the suction stroke of to generate lean and homogeneous air mixture in the entire combustion chamber, and then the injector 110 mounted in the cylinder, injecting fuel during the compression stroke for the production of enriched topl is vodostochnoi mixture around the spark plug to improve the condition of combustion. Such combustion with partial use of charge with layer-by-layer distribution of the fuel is the preferred mode of heating of the catalyst for the following reasons. Mode of heating of the catalyst it is necessary to introduce a significant delay of the moment of ignition and maintain a favorable condition of combustion (in idle mode) in order to ensure the flow of high temperature gases of combustion in the catalyst. Then you must apply a certain amount of fuel. If to meet these requirements, use the combustion of the propellant with layer-by-layer distribution, the amount of fuel to be insufficient. When homogeneous combustion latency for maintaining a favorable combustion is small in comparison with the case of layer-by-layer combustion of the propellant. For these reasons, the above combustion with partial use of the layer of the propellant is preferably used in the mode of heating of the catalyst, although you can use either layer-by-layer combustion of the charge of fuel or combustion with partial use of layer-by-layer charge of fuel.

In addition, in the motor described with reference to Fig.6-9, preferably injector 110 installed in the cylinder is controlled so that the injection is performed during the compression stroke, for the following reason, although the engine of the body 10, as described above, the injection time of the injector 110 that is installed in the cylinder, installed during the suction stroke of the main area corresponding to almost the entire area (in this case, the main area represents a different area, except the area in which you are burning with partial use of layer-by-layer charge distribution, providing the fuel injection through the injector 120 installed in the intake manifold, during the suction stroke of and providing the fuel injection through the injector 110 is installed in the cylinder during the compression stroke, that is only in the mode of heating of the catalyst). However, the injection time of the fuel injector 110 that is installed in the cylinder can be installed temporarily during the compression stroke for the stabilization of combustion for the following reasons.

When the injection time of the fuel injector 110 that is installed in the cylinder, installed during the compression stroke, the fuel-air mixture is cooled injected fuel, while the temperature in the cylinder is relatively high. This improves the cooling effect and, therefore, the characteristic of preventing detonation. In addition, when the injection time of the fuel injector 110 that is installed in the cylinder, installed during the compression stroke, the time from fuel injection to ignition is short, which provides a strong p is unknowen injection, what, therefore, increases the speed of combustion. Improved performance prevent detonation and increase the rate of combustion can eliminate the variation of combustion, and thus, improves the stability of combustion.

It should be noted that in the above-described flowchart of the sequence of operations performed in steps S150 and S250, every time this flowchart is executed, the reference ignition timing can be calculated according to the mode of operation of the engine 10, and the function g, correcting the reference ignition timing by the amount of the ignition timing in a cold condition, can be used to calculate the ignition timing.

In addition, regardless of the temperature of engine 10 (that is, either hot or cold), when idle mode is disabled (i.e., the idling switch is turned off and pressed the accelerator pedal), you can use map for hot condition, presented on 6 or 8 (regardless of whether the condition is cold or hot, the injector 110 mounted in the cylinder, is used for low load mode).

It should be understood that as described here perform are illustrative and do not limit the present invention. The volume of the present invention is defined only by the claims and not by the description from the retene, and assumes the possibility of including any modifications, changes and equivalents within the scope defined by the claims.

1. Control device for internal combustion engine having a first engine fuel injection, performing the fuel injection into the cylinder, and the second mechanism fuel injection, performing the fuel injection into the intake manifold, containing:

the controller for the first and second mechanisms of fuel injection, which, respectively, jointly participate in the fuel injection ratio, calculated on the basis of the conditions required for the internal combustion engine, and this ratio includes the termination of fuel injection is one of the mechanisms of fuel injection; and

the controller ignition timing that controls the ignition device to change the ignition timing based on the reference ignition timing of the internal combustion engine defined by the specified value.

2. Control device for internal combustion engine having a first engine fuel injection, performing the fuel injection into the cylinder, and the second mechanism fuel injection, performing the fuel injection into the intake manifold, containing:

the controller for the first and second mechanisms of fuel injection, which, with therefore, its, jointly participate in the fuel injection ratio, calculated on the basis of the conditions required for the internal combustion engine, and this ratio includes the termination of fuel injection is one of the mechanisms of fuel injection;

a memory in which are stored values of the reference ignition timing; and

the controller ignition timing using the reference ignition timing to control the ignition device, and the drive remains the reference ignition timing calculated based on the specified ratio.

3. The device according to claim 2, in which the memory stores in the form of a map reference ignition timing, pre-calculated based on the specified ratio.

4. The device according to claim 3, in which the memory stores the reference ignition timing, is divided into the first map, when only the first mechanism fuel injection carries out the fuel injection, the second map applied when only the second mechanism fuel injection carries out the fuel injection, and a third card, used when the first and second mechanisms respectively carry out the fuel injection.

5. The device according to claim 4, in which the first map provides a reference ignition timing set so that provided the ignition advance.

6. The device according to claim 4, in which the second map is in charge of the AET reference ignition timing, set so that the delay of the ignition.

7. The device according to claim 4, in which the third card provides the reference ignition timing set so that provided the ignition advance when the proportion of the first mechanism of fuel injection is increased to the specified value.

8. The device according to claim 4, in which the third card provides the reference ignition timing set so that the delay of the ignition, when the proportion of the second injection mechanism in the specified value.

9. Device according to any one of claims 1 to 8, in which the first mechanism fuel injection is an injector mounted in the cylinder, and the second mechanism fuel injection is an injector mounted in the intake manifold.

10. Control device for internal combustion engine having first means fuel injection, performing the fuel injection into the cylinder, and second means respectively carrying out fuel injection in the intake manifold that contains:

management tool that controls the first and second means respectively, which are, respectively, jointly participate in the fuel injection ratio, calculated on the basis of the conditions required for the internal combustion engine, and this ratio includes the termination is of Prisca fuel one of the means of fuel injection; tool time control ignition control ignition device for changing the ignition timing based on the reference ignition timing of the internal combustion engine defined by the specified value.

11. Control device for internal combustion engine having first means fuel injection, performing the fuel injection into the cylinder, and second means respectively carrying out fuel injection in the intake manifold that contains:

management tool that controls the first and second means respectively, which are, respectively, jointly participate in the fuel injection ratio, calculated on the basis of the conditions required for the internal combustion engine, and this ratio includes the termination of fuel injection one of the vehicles fuel injection;

tool storage in which are stored values of the reference ignition timing; and

as a means of controlling ignition timing using the reference ignition timing to control the ignition device, and means drive includes a means of maintaining the reference ignition timing calculated based on the specified ratio.

12. The device according to claim 11, in which the tool drive includes a means of saving in the form of a map this is as ignition timing, pre-calculated based on the specified ratio.

13. The device according to item 12, in which the tool drive includes a means of maintaining the reference ignition timing, is divided into the first map, used when only the first tool fuel injection carries out the fuel injection, the second map applied when only the second tool fuel injection carries out the fuel injection, and a third card, used when the first and second means respectively carry out the fuel injection.

14. The device according to item 13, in which the first map provides a reference ignition timing set to ensure ignition timing.

15. The device according to item 13, in which the second map provides the specified reference ignition timing that is set to provide a delay of the ignition.

16. The device according to item 13, in which the third card provides the reference ignition timing set to ensure ignition timing, when the share of the first means of fuel injection is increased to the specified value.

17. The device according to item 13, in which the third card provides the reference ignition timing set so that the delay of the ignition, when the share of the secondary means of fuel injection is increased to the specified value.

18. Device according to any one of p-17, which is the first with adsto fuel injection is an injector, mounted in the cylinder, and a second tool fuel injection is an injector mounted in the intake manifold.



 

Same patents:

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: methods of correction of angular error of absolute angular position sensor recording angular position of first shaft whose rotary motion is interrelated with rotation of second shaft.

SUBSTANCE: proposed method may be used for determination of angular position of internal combustion engine camshaft. Angular position sensor is just absolute angular position sensor. First angular position of second shaft is recorded during complete revolution of first shaft and angular position of first shaft is determined on basis of measurement. Then, respective output magnitude of absolute angular position sensor is compared with respective angular position of first shaft at retained misalignment obtained in the course of comparison. Then, each output magnitude of absolute angular position sensor is corrected for respective retained magnitude.

EFFECT: possibility of compensating angular error of absolute angular position sensor.

4 cl, 4 dwg

The invention relates to a method and apparatus control the detonation of the internal combustion engine (ice)

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 for controlling operation of the internal combustion engine (ice), as well as to the corresponding device control operation of internal combustion engine

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 a device for suppressing detonation in internal combustion engines

The invention relates to electric cars, in particular to control systems for carbureted internal combustion engines with positive ignition of the fuel-air mixture

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

FIELD: engines and pumps.

SUBSTANCE: device to control the internal combustion engine incorporating the fuel injection first mechanism to inject fuel into cylinder, the second fuel injection mechanism to inject fuel into the inlet manifold, the first fuel feed mechanism to feed fuel into the first fuel injection mechanism and the second fuel feed mechanism to feed fuel into the first and the second fuel injection mechanism. The control device incorporates a control unit to effect control over the first and second fuel injection mechanisms so that the both said mechanisms participate together in injection, the said control including the termination of injection by either the first or the second injection mechanism. The first fault detection unit is designed to pinpoint the fault in the first fuel injection mechanism, while the second fault detection mechanism is designed to pinpoint the fault in the said first fuel injection mechanism. The aforesaid control unit is designed so that to effect the control over fuel injection in the following way, i.e. fuel is injected by, at least, the first injection mechanism using the second fuel feed mechanism when the first fault detection unit pinpoints the fault in the first fuel feed mechanism, and the second fault detection mechanism does not reveal any faults in the first fuel injection mechanism. The device second, third and fourth versions are revealed in cl. 10, 19, 28 of the invention.

EFFECT: higher fail safety.

36 cl, 10 dwg

FIELD: mechanical engineering; diesel engine automatic control systems.

SUBSTANCE: proposed automatic control system of diesel engine running idle and in emergency situations has internal combustion engine with high-pressure fuel pump furnished with fuel feed control, crankshaft speed centrifugal governor and speed setter. System contains also speed setter position pickup, crankshaft speed pickup, electronic unit to control fuel supply at idling containing logic unit, first and second electronic switches, first and second comparators, speed upper and lower limit setters, stabilized supply unit, electric circuit idling switch and first electromagnetic actuator equipped with travel stop. System includes additionally unit to protect internal combustion engine from emergency oil pressure drop in lubricating system containing emergency pressure warning device and third electronic switch electrically connected with first electromagnetic actuator, and unit to protect internal combustion engine from emergency crankshaft speed rise containing shift recorder, setter and multivibrator of emergency speed level, fourth electronic switch and electromagnetic shutoff valve installed at fuel input in high pressure fuel pump, and switch of unit protecting internal combustion engine from emergency oil pressure drop in lubrication system.

EFFECT: enlarged functional capabilities of system and increased reliability.

FIELD: test equipment.

SUBSTANCE: signal processing device intends for identification of detonation knocks at operation of internal combustion engine. Signals, produced by detonation burning signals, are subject to digital processing. Operations for detecting malfunctions are performed. For the purpose two different functions of inspection are provided. When first one is in action, test pulse is sent to specific area of circuit. When second function is in action, supply of detectors' signals is stopped. In any case reaction of analog and digital parts of circuit is controlled due to comparison of signal at output of digital part with corresponding threshold value. Ability of inspection of serviceability of digital and analog parts of circuit is provided for the whole device and especially of signal processing integral circuit.

EFFECT: ability of detection of malfunctions at signal digital processing.

9 cl, 1 dwg

FIELD: mechanical engineering.

SUBSTANCE: invention relates to methods of detecting and correcting errors when checking operating parameters of internal combustion engine. Proposed method is effected by checking parameters for authenticity in processing device storing multi-or single-parameter characteristics. Deviation of from authenticity is considered as presence of error which is corrected at observation of preset conditions. According to proposed method, multi- or single-parameter characteristics is divided at least into two ranges, and errors are revealed in each range of multi- or single-parameter characteristic with correction of errors only in range where error has been preliminarily detected. Device for detecting and correcting of errors at checking of operating parameters of internal combustion engine is furnished with at least one computing device.

EFFECT: provision of possibility of reliability and effective detection of errors and reliable correction of errors.

6 cl, 3 dwg

FIELD: technology and equipment for controlling sensor, preferably, sensor for measuring value, characterizing pressure of air fed into internal combustion engine.

SUBSTANCE: sensor error is detected on basis of absence of changes of its output value in response to appropriate change of certain work parameter, for example, amount of injected fuel. Sensor control can be performed, for example, only if some certain operation modes are present. In case of sensor breakdown, equivalent value is used for controlling engine. Such an equivalent value can be generated on basis of values, characterizing operation mode of internal combustion engine, for example, can be calculated on basis of rotation frequency and/or amount of injected fuel. Also as aforementioned equivalent value, value, received and saved previously, prior to sensor breakdown, can be utilized.

EFFECT: possible reliable correction of errors and breakdowns in operation of sensor, including those during operation of internal combustion engine in dynamic mode.

2 cl, 3 dwg

FIELD: mechanical engineering; internal combustion engines.

SUBSTANCE: according to proposed method of detecting trouble basing on diagnosing provided by detonation combustion sensor duly related to cylinders of multiple cylinder internal combustion engine and output signal of which depends on level of recorded noise, troubles are detected with account of cylinder or cylinders creating noise of highest level or with due account of cylinder(s) noise from which is recorded by detonation combustion sensor as highest. Detonation combustion sensor is considered defective if some actual value depending on noise level exceeds at least one preset upper threshold value or comes out of the limits of at least one preset lower threshold value. In proposed trouble detecting device basing on diagnosing provided by detonation combustion sensor which is duly related to cylinders of multiple cylinder internal combustion engine and output signal of which depends on level of recorded noise, means are provided to determine maximum value which make it possible to transmit for subsequent processing only signals related to cylinder where noise level is highest or only the signals related to cylinder in which noise detected by detonation combustion sensor is highest.

EFFECT: reduced threshold value of engine shaft rotation frequency starting from which diagnosing of detonation combustion sensor can be done without affecting trouble detection process.

10 cl, 3 dwg

FIELD: mechanical engineering; internal combustion engines.

SUBSTANCE: according to proposed method of control of internal combustion engine, basing on first value characterizing amount of injected fuel and second value characterizing angular position in which metering out of fuel for injection is carried out, third value characterizing torque developed by internal combustion engine is found. Basing on fourth value characterizing control action set by driver, fifth value is found characterizing torque set by driver, and third and fifth values are subjected to processing and analyzing for revealing troubles. First value corresponds to duration of control action or signal to output stage, first of all, to electromagnetic valve or electromagnetic valve nozzle, or to piezoelectric drive. Second value corresponds to angular position of crankshaft at which injection takes place. Fourth value corresponds to position of member or element of control. Trouble is revealed if mismatching of third and fifth values exceeds preset threshold value. Trouble check should be carried out only under definite operating conditions. Control device of internal combustion engine makes it possible to implement the method.

EFFECT: possibility of reliable and accurate revealing of troubles in fuel metering system and/or recording of control action preset by driver.

3 cl, 3 dwg

The invention relates to engine, in particular to a method and apparatus control the operation of the internal combustion engine

The invention relates to engine, in particular to the testing of fuel systems of internal combustion engines

Ice control device // 2350776

FIELD: engines and pumps.

SUBSTANCE: engine electronic control unit executes program allowing computation of following magnitudes, i.e. fuel injection ratios of the injector fitted in the cylinder (S100), ignition advance with the help of the first card used when the injector fitted inside the cylinder features the fuel injection ratio equals 1. Note here that the first card ensures ignition the (S220), ignition advance with the help of the second card used for the fuel injection ratio that equals zero. Note that the second card ensures ignition time with the minimum advance (S230) and ignition advance with the help of the third card used for fuel injection ratio exceeding zero but smaller than unity. Note that the third card ensures ignition time with higher ignition advance for larger value of ratio (S240).

EFFECT: control device for ICE comprising first and second fuel injection mechanisms participating together in injecting fuel into cylinder and intake manifold and allowing accurate computation of ignition time.

5 cl, 5 dwg

Up!