Internal combustion engine with double system of fuel injection

FIELD: engines and pumps.

SUBSTANCE: engine comprises the following components: nozzle for direct injection; nozzle for injection of fuel into inlet channels; unit for determination of engine operation mode intended for detection of engine operation mode; unit for control of injected fuel amount intended for tracking of engine operation mode and control of according amount of fuel injected from nozzle for direct injection and nozzle for fuel injection into inlet channels, depending on mode of engine operation; memory unit with inbuilt four tables of ignition dwell angle cards, including the first card of ignition dwell angle. The first card of ignition dwell angle is made based on engine operation mode so that ignition dwell angle during fuel injection with application of only nozzle for direct injection actually corresponds to moment for creation of maximum torque. The second card of ignition dwell card is made based on engine operation mode so that ignition dwell angle during fuel injection with application of only nozzle for direct injection actually corresponds to moment of torque creation at the border of detonation. The third card of ignition dwell angle is made based on engine operation mode so that ignition dwell angle during injection of fuel with application of only nozzle for fuel injection into inlet channels actually corresponds to moment of maximum torque creation. The fourth card of ignition dwell angle is made based on mode of engine operation so that ignition dwell angle during fuel injection with application of only nozzle for fuel injection into inlet channels actually corresponds to moment for creation of torque at the border of detonation. Unit for control of ignition dwell angle is intended for control of cylinder ignition moment, using ratio of fuel amount injected by nozzle for direct injection and nozzle for fuel injection into inlet channels, and four tables of ignition dwell angle cards.

EFFECT: invention makes it possible to prevent detonation in internal combustion engine by simple method.

5 cl, 11 dwg

 

The technical FIELD

[0001] the Present invention relates to an internal combustion engine equipped with dual fuel injection system including a fuel injection system in the inlet channels and direct-injection.

BACKGROUND of the INVENTION

[0002] the Rapid acceleration from low speed can cause detonation in an internal combustion engine of the vehicle.

[0003] the Detonation is a phenomenon in which the unburned air-fuel mixture in front of the flame front, is compressed, which increases its temperature, and then ignites due to a mismatch of the load on the engine and the ignition timing of the engine is formed during combustion in the combustion chamber of the high pressure wave causes the vibration of the walls of the combustion chamber. In connection with the occurrence of such detonation temperature and pressure in the combustion chamber is abnormally increased, which can cause damage to the combustion chamber. Consequently, in our previous projects were conceived various countermeasures, such as disclosed in patent document 1.

[0004] In patent document 1 is disclosed a control unit designed to control the ignition timing of the internal combustion engine, in which the range of small loads, never causing detonation, oment ignition is set at the time of creating the maximum torque (MMCM: Minimum ignition advance for Maximum Torque) and on the contrary, at high loads, in which the detonation is very likely, the ignition timing is set at the time of creating torque on the border of detonation (MD), based on the detection of detonation. Border detonation means the time when for the first time when you increase the angle of ignition timing is detected detonation noise (knock identified).

Patent document 1: publication of Japanese unexamined patent application H10-141194 A.

DISCLOSURE of INVENTIONS

PROBLEMS THAT will BE SOLVED by the INVENTIONS

[0005] However, in the invention described in the aforementioned patent document 1, the control for setting the ignition timing is applicable to internal combustion engines, in which one cylinder is used the same source of fuel.

[0006] incidentally, the modes of fuel injection are classified into the BTB system (Fuel Injection in the Intake channels), in which the fuel is injected from the nozzle into the inlet pipe of each cylinder, and the PV system (Direct Injection), in which the fuel injector is injected directly into each cylinder. In BTB system, the fuel is easily mixed until smooth with air and, accordingly, when the engine is operating at low speed (low engine speed) can be fully achieve efficiency number is I. On the other hand, in the PV system, because the cylinder sucked a lot of air, high motor efficiency can be achieved when the engine is running at high speed (high engine speed). To achieve a more effective performance of combustion of the internal combustion engine using the above-described advantages of both systems can be provided a system in which for each cylinder are installed in parallel both in the system and the PV system, so that the ratio of the amount of fuel injected from each of the two systems (i.e., nozzles), varied depending on engine speed and engine load.

[0007] However, in the system and PV system differ from one another in their moments of generation of the maximum torque, the generation of torque on the border of detonation, etc. Therefore, even if the invention of the above patent publication prototype to apply to the case when for each cylinder of the engine in parallel are installed both systems, the optimum ignition timing cannot be reached.

[0008] the Present invention is made subject to the defects or drawbacks encountered in the prior publications mentioned above. The purpose of this invention is the provision of an internal combustion engine, having the th dual fuel injection system, including both BTB system and the PV system, and is able to avoid detonation, using simple arithmetic (transaction) processing and implementing the optimal ignition timing.

TOOLS FOR PROBLEM SOLVING

[0009] the First aspect of the present invention is characterized in that the internal combustion engine, equipped with dual fuel injection system includes:

the injector for the direct injection;

injector for fuel injection in the intake channels;

the block mode determination engine, intended to detect the operation mode of the engine;

the control unit amount of fuel to be injected that is designed to monitor engine operation mode and control the appropriate amount of fuel injected from the injector for the direct injection injector for fuel injection in the intake channels, depending on the mode of operation of the engine;

a block of memory with a built-in four tables, maps, ignition timing, including the first map of the ignition timing, based on the operation mode of the engine so that the ignition timing of the engine when the fuel injection using only nozzles for direct injection actually corresponds to the time of the creation of maximum torque, the second map angle operaie the Oia ignition, based on the mode of operation of the engine so that the ignition timing of the engine when the fuel injection using only nozzles for direct injection actually corresponds to the inception of torque on the border of detonation, the third map of the ignition timing, based on the operation mode of the engine so that the ignition timing of the engine when the fuel injection using only nozzles for fuel injection in the intake channels actually corresponds to the moment of creation of maximum torque, and the fourth map of the ignition timing, based on the operation mode of the engine so that the ignition timing of the engine when the fuel injection with use only nozzles for fuel injection in the intake channels of the fuel injection actually corresponds to the time create a torque on the border of detonation; and

the control unit ignition timing that is designed to control the ignition timing of the cylinder, using the ratio of the amount of fuel injected by the injector for the direct injection and such nozzle for fuel injection in the intake channels, and four tables of cards ignition timing.

[0010] the Second aspect of the present invention is characterized, in addition to PE is the first aspect, the fact that the internal combustion engine may further include a unit for calculating the ignition timing, which is designed for calculating the basic ignition timing by the values placed in the maps, from the first to the fourth, ignition timing, calculating a first interpolated value obtained by performing the interpolation operation of the basic ignition timing from the first card of the ignition timing and the basic ignition timing from the third card of the ignition timing in dependence on the ratio of the quantity of injected fuel, calculating a second interpolated value obtained by performing the interpolation operation of the basic ignition timing from the second card of the ignition advance angle and primary angle ignition timing from the fourth map of the ignition timing in dependence on the ratio of the quantity of fuel to be injected, and comparing the first and second interpolated values with each other to thereby establish any of the interpolated values are on the side corner of the delay, as the ignition advance angle.

[0011] a Third aspect of the present invention is characterized, in addition to the second aspect, the fact that the block mode determination engine may include a sensor to determine the temperature of the water tours, designed to measure the cooling water of the internal combustion engine, and the unit of calculation of the ignition timing that is used to calculate the magnitude of the amendments to the ignition timing depending on cooling water temperature.

[0012] a Fourth aspect of the present invention is characterized, in addition to the first aspect, the fact that the block mode determination engine may include means for determining the rotational speed, for determining the rotational speed of the internal combustion engine, and the load sensor, designed to determine the load on the internal combustion engine.

[0013] the Fifth aspect of the present invention is characterized, in addition to the fourth aspect, the fact that the sensor on the engine load may include at least any one of: quantity sensor intake air sensor, throttle valve and sensor negative pressure in the intake pipe.

The results of the INVENTIONS

[0014] According to the above first aspect of the present invention, by controlling the ignition timing on the cards from the first to the fourth of the ignition timing, the ignition timing can be related by a simple calculation operations with direct-injection and injection of fuel into the inlet channels, which differ momen the AMI generate maximum torque and the generation of torque on the border of detonation. Therefore, in the internal combustion engine, provided with a double system of fuel injection, that is, injector for direct injection and an injector for fuel injection in the intake channels, you can avoid detonation by means of a simple processing operations and thus can be set to the optimum ignition advance angle.

[0015] According to the second aspect of the present invention in an internal combustion engine provided with a double system of fuel injection, that is, injector for direct injection and an injector for fuel injection in the intake channels, you can always adjust the ignition advance angle and hold it in the position corresponding to the optimum operation of the internal combustion engine, it is possible to avoid detonation and, consequently, it is possible to set the optimum ignition advance angle, using only four tables of cards ignition timing even when the engine is running when regulating the amount of fuel injected by the injector for the direct injection and an injector for fuel injection in the intake channels in accordance with the operating mode of the engine without performing complex calculation operations.

[0016] According to a third aspect of the present invention the location of the temperature sensor cooling water allows us to calculate the value of p the edits to the ignition timing and adjust the ignition timing on the basis of the warm-up mode of the engine, thereby improving the execution of the adjustment of the ignition timing.

[0017] According to a fourth aspect of the present invention, the operation mode of the engine can be determined using sensor engine speed sensor engine load and, consequently, it is possible to adjust the ignition timing on the parameters of engine speed and engine load, thereby realizing the setting of the optimum ignition timing with high accuracy.

[0018] According to the fifth aspect of the present invention in the case of placing at least any one of: quantity sensor intake air sensor, throttle valve and sensor negative pressure in the intake pipe can accurately determine the amount of load on the engine and, consequently, to accurately adjust the ignition timing.

BRIEF DESCRIPTION of DRAWINGS

[0019] figure 1 is presented in the context of the internal combustion engine according to one embodiment of the present invention;

Figure 2 presents a top view of the structural schema in which in the implementation presented in figure 1, installed nozzle for fuel injection in the intake channels (BTB injector);

Figure 3 shows a front view of figure 2;

4 shows a structural diagram for explanation of engine management, vnutrennego this implementation;

Figure 5, including Fig. with 5A to 5D shows a map of ignition timing in an internal combustion engine in a given implementation;

Figure 6 shows a map representing the adjustment value;

Figure 7 presents a graph showing the principle of controlling ignition timing in a given implementation; and

On Fig is a block diagram showing the process representing the steps control ignition timing of the internal combustion engine in this implementation.

DESCRIPTION of the PREFERRED EMBODIMENTS

[0020] the Following will describe one preferred implementation of the present invention.

[0021] In Fig. 1 through 8 shows an implementation of the present invention.

[0022] First, let us explain the construction of the present invention, the position number 11 indicates a V-shaped 6-cylinder engine as "internal combustion engine" of the present invention, in which each of the cylinders 12 are connected inlet port 13 and outlet 14, which is optionally provided with a nozzle 15 for direct injection (FW nozzle and nozzle 16 for fuel injection in the intake channels (BTB nozzle). Fuel from PV injector is injected directly into the cylinder 12, i.e. in the combustion chamber and then mixed in the cylinder 12 with air, and additionally through BTB nozzle 16, the fuel is injected in vpus the Noah channel 13 and then, passing through the inlet channel 13, is mixed with air. Mixed this way, the fuel is sucked into the cylinder 12 and is burned therein when the ignition from the spark plugs 14a, not shown, in a pre-set time.

[0023] Further, each of the cylinders 12 is provided with an inlet valve 18, designed for opening or closing the inlet port, and an exhaust valve 19 is designed to open or close the outlet port and opening the inlet valve 18, clean air from the surge tank 20 is introduced into the cylinder 12 (i.e. in the combustion chamber).

[0024] As shown in Fig. 1 through 4, corresponding PV nozzle 15 posted for the respective cylinders 12, are connected to each other by using the PV of the inlet tube 23 and the corresponding BTB nozzle 16 is also connected to each other using BTB inlet tube 24. The RO inlet tube 23 is connected through pipe 26 direct injection (PV pipeline), so that injected fuel is circulated into the fuel tank 28, and BTB inlet tube 24 is attached to the fuel tank 28 through pipe 27 injection in the intake pipe (BTB pipeline).

[0025] As shown in figure 4, the fuel in the RO inlet tube 23 is filed under predetermined high pressure fuel pump 31 and the high pressure pump 32, and the fuel podes is under pressure, lower than that on the side of the RO inlet tube, BTB inlet tube 24 by means of the fuel pump 31. For PV nozzle 15, to directly inject the fuel under high pressure cylinder 12, requires a high pressure.

[0026] These injectors 15 and 16 inject a preset amount of fuel supplied under predetermined pressure through the fuel pumps 31 and 32 through the opening of the valve with solenoid control, not shown, within a predefined period of time (injection).

[0027] These injectors 15 and 16 connected to the engine control unit (BUD) 35 as a management tool to control the time of opening (or closing) and time of opening (or closing) of the valve with solenoid control.

[0028] the Sensor 36 of the fuel pressure sensor 37 fuel temperature is built into the RO inlet tube 23 and is connected to the engine control unit BUD 35, to which is also attached to the sensor 38 of the engine speed, as a means of identifying the frequency of rotation, designed to determine the engine speed sensor 39 load on the engine, as a means of detecting load on the engine, designed to determine the load on the engine, and the sensor 41 and the temperature of the water as a means of ISM is rhenium water temperature, designed to determine the temperature of cooling water of the engine. The mode of operation of the engine is determined using the sensor 38 of the engine speed sensor 39 on the engine load and the temperature of the engine is determined using the sensor 41 and the temperature of the water.

[0029] Means for determining the operation mode of the engine or the block mode determination operation of the engine includes means for determining the frequency of rotation, means for determining the load on the engine and means for determining the temperature of the water.

[0030] as such a sensor 39 load on the engine can be used, for example, any of: a sensor for detecting the amount of intake air as a means of determining the amount of intake air, a sensor for detecting the throttle valve as a means of determining the throttle valve, a sensor detecting the negative pressure in the intake pipe as a means of determining the negative pressure in the intake pipe or the like.

[0031] in Addition, the engine control unit BUD 35 is also connected to various actuators 40 in order to control these actuators on signals from the engine control unit BUD 35. The engine control unit BUD 35 receives information from the sensor 38 speed DV is the engine, sensor 39 on the engine load sensor 41 water temperature at pre-set points of the survey and is designed to provide the required quantity of injection required for injection of fuel into the respective cylinders 12 through the RO nozzles 15 and BTB nozzles 16, respectively.

[0032] According to such operation of the engine control unit BUD 35 is controlled ignition timing for the ignition of air-fuel mixture in the combustion chamber.

[0033] More specifically, the engine control unit BUD 35 provided with a memory means (unit 35A memory), designed for storing cards ignition timing, corresponding operating modes of the internal combustion engine, and by means of the Central control unit 35b of the Central management), executes the calculations using values from these maps, ignition timing, based on the embedded software, to thereby control the ignition timing in accordance with the operating mode of the engine.

[0034] in Addition, the Central unit 35b of the control unit 35 controls the engine interacts with various programs stored in the memory means, which allows controls the injection quantity (unit 35C control injection quantity), designed to control the quantities of the m fuel injected PV nozzle 15 and BTB nozzle 16, controls the ignition timing (section 35d control ignition timing), designed to control the ignition timing of the cylinder 12, the means of calculating the ignition timing (block e calculation of the ignition timing)used for calculating the ignition timing, and the like to perform their functions.

[0035] the engine control Unit BUD 35 is equipped with four tables of cards of the basic ignition advance angle and maps the values of the amendment.

[0036] figure 5 presents four tables of cards ignition timing set in the engine control unit BUD 35.

(1) the First card (A)depicted on Figo is the first map of the ignition timing, based on the operation mode (operation) of the internal combustion engine so that the ignition timing of the engine when the fuel injection using only PV nozzles 15 in fact corresponds to the moment of generation of the maximum torque (i.e. the minimum ignition advance to ensure maximum torque (MCM)).

(2) the Second map (shown Figv, is the second map of the ignition timing, based on the operation mode of the internal combustion engine so the m way what is the ignition timing of the engine when the fuel injection using only PV nozzles 15 in fact corresponds to the moment of generation of torque on the border of detonation (MD).

(3) the Third card (S)shown on Figs, is the third map of the ignition timing, based on the operation mode (operation) of the internal combustion engine so that the ignition timing of the engine when the fuel injection using only the BTB nozzle 16 in fact corresponds MMCM.

(4) the Fourth card (D), depicted on Fig.5D, is the fourth map of the ignition timing, based on the operation mode of the internal combustion engine so that the ignition timing of the engine when the fuel injection using only the BTB nozzle 16 in fact corresponds to MD.

In these maps the angle of ignition advance angle of the ignition timing are arranged at predetermined intervals until the value corresponding to wide open throttle ((SHO)), using as parameters: engine speed (rpm) and the load on the engine.

[0037] figure 6 shows the format of the group data map representing the magnitude of the amendment. In the map of the magnitude of the amendments themselves correction values (meant what I angle amendments), corrective ignition advance angle, placed on values AndC,C,C NC (where a, b, C, -, N is preset values), where the parameter is the temperature of cooling water of the engine.

[0038] the engine control Unit BUD 35 is also provided with a means or function designed to calculate the ignition timing for the cylinders 12, using four tables of cards ignition timing and card values of the amendment, and to control the ignition timing, which in moments of ignitions issue commands to the ignition of the spark plugs 14a.

[0039] figure 7 presents a graph showing the principle of controlling ignition timing, incorporated in the engine control unit BUD 35 in this implementation. Here x-axis is the ignition timing Ig.T, where the direction to the right is the side of the advance angle direction to the left is the side angle delay (lag), and the ordinate axis deferred torque.

[0040] When torque values are presented depending on the ignition timing, it turns out undulating curve (which is called the curve of the ignition timing torque), and the upper point of this curve ignition timing torque indicates MMCM, and the D is located on one side of this upper point. The shape of the curve of the dependence of the ignition timing from the torque, the location of the upper points of the curve and the point of the MD curve when using PV nozzles 15 in the case of application in the nozzles 16 are different. So, for example, if we assume that the sensor 38 and rotating speed sensor 39 load on the engine issue, respectively, one value per time of the survey, and these values correspond to points r1 through r4 (same dots)shown in Fig. with 5A through 5D, the points r1 and r2 are points on the same curve ignition timing torque (curve PV=100% figure 7), and the points r3 and r4 are the points on the other curve ignition timing torque (curve BTB=100% figure 7).

[0041] When the internal combustion engine is controlled by the setting of the number or proportion of the fuel injected from the PV nozzle 15 and BTB nozzle 16 in accordance with the mode of operation of the engine, if the value is interpolated based on the ratio of the amount of fuel injected from both of the nozzles 15 and 16, as shown in Fig.7, between the aforementioned upper and lower curves of the ignition timing torque (curve PV=100% curve and BTB=100%) is formed by an additional curve of the ignition timing torque (n is amerotica curve) interpolated values. This intermediate curve first interpolated value r5 is formed on the line connecting the values of r1 and r3, and the second interpolated value r6 is formed on the line connecting the values of r2 and r4.

[0042] Selecting a single value placed on the side of the angle delay of these interpolated values r5 and r6 as the ignition timing of the cylinder 12, it is possible to prevent the initiation of detonation in the cylinder 12 and to perform the optimal setting of the ignition timing, even if PV nozzle 15 and BTB nozzle 16 is used in any ratio of fuel to be injected. So, in the case represented by figure 7, as the ignition timing of the cylinder 12 is used, the second interpolated value of r6.

[0043] On Fig presents a block diagram showing the steps of control by the ignition timing of the engine according to this implementation, and further, the work or operation of this implementation will be disclosed with reference to this flowchart.

[0044] the engine control Unit BUD 35 reads a sensor value 38 of the engine speed sensor 39 on the engine load sensor 41 and the temperature of the water in every predetermined time of the survey (step S1). Then the engine control unit BUD 35 sets the ratio of the amount of fuel injected from the PV nozzle 15 and BTB nozzle 16 (zootoxin the e injection), depending on the engine speed and load on the engine read the engine control unit BUD 35 in the previous step S1 (step S2). The result of this calculation will be three cases: fuel injection only PV nozzle 15, the fuel injection only in the nozzle 16 and the fuel injection both nozzles 15 and 16.

[0045] Then, the engine control unit BUD 35 reads from the first to the fourth card of the ignition timing (A)-(D) (step S3).

[0046] Next, the engine control unit BUD 35 reads the map values of the amendment on the basis of values obtained from the sensor 41 water temperature (step S4).

[0047] the engine control Unit BUD 35 performs the following calculation (1)-(4) and calculates the ignition timing (step S5).

(1) the engine control Unit BUD 35 calculates the following values for the corners of the ignition timing (a)-(d) as the main corners of the ignition timing based on engine speed and quantity of the intake air that has been read in step S1, and four tables of cards ignition timing read in step S3.

[0048] (a) the ignition timing when MMCM when the ratio of the amount of fuel injected PV nozzle 15 (100%), depending on the data of the first table of the ignition advance angle (A).

[0049] (b) the ignition timing with the MD when the ratio of the amount of fuel injected PV of force is ncoi 15 (100%), depending on the data in the second table of the ignition advance angle ().

[0050] (C) the ignition timing when MMCM when the ratio of the amount of fuel injected in the nozzle 16 (100%), based on the data in the third table of the ignition timing (With).

[0051] (d) the ignition timing with the MD when the ratio of the amount of fuel injected in the nozzle 16 (100%), depending on the data of the fourth table of the ignition advance angle (D).

[0052] when the read value of the engine speed and load of the engine coincide with the values placed in the first through the fourth card of the ignition timing (A)-(D), the values of the respective cards are accepted as the aforementioned corners ignition from (a) to (d).

[0053] conversely, when read by the engine speed and the engine load does not coincide with the values placed in the maps from the first to the fourth, the ignition timing (A)-(D), the values calculated from values that are nearby values on these maps of the ignition timing. For example, as shown in Figure 5, when the values of engine speed and engine load point to the point P, in this case the point P is not a point for which maps of the ignition timing (A)-(D) are available at the Azania, then, accordingly, calculate the distance between point P and the points q1-q4, located on four sites surrounding the point R, and then each value dependent on the distance between the point q1 and the point P, and the distance between the point q4 and the point P, is multiplied by each value of the points q1-q4. Thus obtained values are accepted as the corners of the ignition timing at the point P.

(2) the Value obtained through the operation of interpolation values (a) and value (s)calculated in the above step (1)obtained as the first interpolated value of the ignition timing Ig.T (MCM). The operation of the interpolation calculates a value depending on the ratio of fuel injected PV nozzle 15 to the fuel injected in the nozzle 16, is calculated in step S2 of the values (a) and values (). For example, in the case where the ratio of the injected fuel such that the fuel quantity injected PV nozzle 15, is equal to 60%, and such BTB nozzle 16 is equal to 40%, the value will be calculated by the equation: (a) X 0.6+(C) X 0.4.

(3) the Value obtained by interpolation of values (b) and (d)calculated in the above step (1)obtained as the second interpolated value of the ignition timing Ig.T (TK). The interpolation operation is similar to that shown in the above the m step (2).

(4) When comparing the first interpolated values Ig.T (MCM) with the second interpolated value Ig.T (MD) is located on the side corner of the delay, any of these values is added to the value of the amendment is read at step S4, where this value is calculated as the ignition timing Ig.T.

[0054] the engine control Unit BUD 35 carries out after step S5, the ignition of the fuel in the cylinder 12 in the ignition timing calculated in step S5 (step S6).

[0055] the Above steps will continue until the operation stop of the engine (step S7).

[0056] As mentioned previously, in the present invention, the ignition timing of the cylinder 12 is controlled by the engine control unit BUD 35 using the first and second cards of the ignition advance angle of the PV system respectively and the third and fourth card of the ignition timing in the injection system. According to this simple control the ignition timing of the cylinder 12 can be adapted to MCM and MD.

[0057] in Addition, according to this embodiment, the calculation of the corners ignition from (a) to (d) is performed with reference to the values placed in the maps, with the first quarter, the ignition timing (A)-(D). Accordingly, the position for which the corresponding maps of the ignition timing (A)-(D) is not hosted, can easily be calculated on osnovatelei cards ignition timing.

[0058] Further, according to this implementation in the preparation of maps by placing only the corners of the ignition timing when the fuel injection only PV nozzle 15 or only in the nozzle 16, using the first through the fourth card of the ignition timing (A)-(D), you can exclude the work to perform experiments under controlled amount of fuel injection in the joint use of the nozzles 15 and 16, and exact map of the ignition timing (A)-(D) can be prepared by performing a smaller number of steps.

[0059] in Addition, in this embodiment, the first interpolated value calculated by the interpolation operation based on the ratio of the quantity of fuel to be injected, using a map of ignition timing (a) and (C) with respect to time create a maximum torque of PV and W systems, the second interpolated value calculated similarly by interpolation operation based on the ratio of the quantity of fuel to be injected, using a map of ignition timing (C) and (D) at the time of creating a torque on the border of detonation in PV and IWP systems, and any value that is on the side corner of delay, from the first and second interpolated values is taken as the ignition timing of the cylinder. According to these steps in engines is nutrunner combustion, the bottom two sets of fuel injection systems, such as PV system and in the system, even in the case of motor control in regulating the amount of fuel injected PV nozzle 15 and BTB nozzle 16, depending on the mode of operation of the engine is always possible to maintain the angle of ignition advance, ensuring optimum performance of the engine using only four tables map of ignition timing without performing complex calculations or operating handle.

[0060] moreover, according to this embodiment of the engine speed and the engine load can be determined using a sensor 38 of the engine speed sensor 39 load on the engine, respectively, and, therefore, control ignition timing can be implemented using the parameters of engine speed and engine load.

[0061] And, according to this embodiment can reliably determine the amount of load attached to the motor, providing as a means of determining the load on the engine at least one of: a sensor determining the value of the intake air sensor throttle valve or sensor negative pressure in the intake pipe.

[0062] moreover, according to this implementation, the ignition timing can regulate the th in accordance with the mode of warming up the engine, able to influence the ignition timing by detecting the temperature of cooling water of the engine using a sensor 41 water temperature and calculating the adjustment value of the ignition timing depending on water temperature.

[0063] in Addition, in this implementation, although the magnitude of the corrections is calculated according to the temperature of cooling water of the engine, you can use any other recording sensor, since it can stably determine the value based on the mode of operation of the engine.

[0064] Further, in the described embodiment for each of the cylinders can be installed over one of the two nozzles 15 and 16 in the place of location of the PV nozzle 15 and BTB nozzle 16 for each cylinder 12. Moreover, it is possible to apply other than in the above example, the placement of PV nozzle and BTB nozzle, when for each cylinder 12 is installed PV nozzle 15, the inlet side of the intake pipe leading to the inlet channels 13 of the respective cylinders 12 are combined into a single Assembly and then to the United intake manifold provides one BTB nozzle 16.

[0065] Further, it should be noted that the present embodiment is not limited to the above embodiment and its modifications, and you can make other changes and further modifications without leaving the scope of the attached formula izopet the deposits.

Item NUMBERS

[0066] 11 Engine

12 Cylinder

15 PV injector

16 BTB injector

35 the engine control Unit BUD

38 Sensor engine speed

39 Sensor on the engine load

40 actuator

41 water temperature Sensor

1. Internal combustion engine equipped with dual fuel injection system, comprising:
the injector for the direct injection;
injector for fuel injection in the intake channels;
the block mode determination engine, intended to detect the operation mode of the engine;
the control unit amount of fuel to be injected that is designed to monitor engine operation mode and control the appropriate amount of fuel injected from the injector for the direct injection injector for fuel injection in the intake channels depending on the mode of operation of the engine;
a block of memory with a built-in four tables, maps, ignition timing, including the first map of the ignition timing, based on the operation mode of the engine so that the ignition timing of the engine when the fuel injection using only nozzles for direct injection actually corresponds to the moment of creation of maximum torque, the second map of the ignition timing, based on the mode the and operation of the engine so what is the ignition timing of the engine when the fuel injection using only nozzles for direct injection actually corresponds to the inception of torque on the border of detonation, the third map of the ignition timing, based on the operation mode of the engine so that the ignition timing of the engine when the fuel injection using only nozzles for fuel injection in the intake channels actually corresponds to the moment of creation of maximum torque, and the fourth map of the ignition timing, based on the operation mode of the engine so that the ignition timing of the engine when the fuel injection using only nozzles for fuel injection in the intake channels in fact corresponds to the inception of torque on the border of detonation; and
the control unit ignition timing that is designed to control the ignition timing of the cylinder, using the ratio of the amount of fuel injected by the injector for the direct injection and an injector for fuel injection in the intake channels, and four tables of cards ignition timing.

2. Internal combustion engine equipped with dual fuel injection system, according to claim 1, additionally containing a block of calculation of the ignition timing, prednaznachen the th for calculating the basic ignition timing values posted in the maps from the first to the fourth of the ignition advance angle, calculating a first interpolated values obtained by interpolation of the basic ignition timing from the first card of the ignition timing and the basic ignition timing from the third card of the ignition timing in dependence on the ratio of the quantity of injected fuel, calculating a second interpolated values obtained by interpolation of the basic ignition timing from the second map of the ignition timing and the basic ignition timing from the fourth map of the ignition timing in dependence on the ratio of the quantity of fuel to be injected, and comparing the first and second interpolated values with each other to thereby establish one of the interpolated values are on the side corner of the delay, as the ignition advance angle.

3. Internal combustion engine equipped with dual fuel injection system, according to claim 2, in which determining the mode of operation of the engine includes a sensor measuring the temperature of water used for measurement of cooling water of the internal combustion engine, and the unit of calculation of the ignition timing that is used to calculate the magnitude of the amendments to the corner of an advancing of ignition, temperature-dependent cooling the th water.

4. Internal combustion engine equipped with dual fuel injection system, according to claim 1, in which determining the mode of operation of the engine includes means for determining the rotational speed, for determining the rotational speed of the internal combustion engine, and means for determining the load for determining the load on the internal combustion engine.

5. Internal combustion engine equipped with dual fuel injection system, according to claim 4, in which means for determining the load on the engine include at least any one of: quantity sensor intake air sensor, throttle valve and sensor negative pressure in the intake pipe.



 

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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

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

FIELD: engines and pumps.

SUBSTANCE: diesel engine cylinder fuel feed adjustment method incorporating an adjustable initial pressure fuel feed system comprising a fuel accumulator communicating, via a distributing device, with a high-pressure line, consists in that the fuel feed is cut off with at an additional stroke of the pump plunger, and the pressure is released till a preset initial pressure in the high-pressure line by varying the valve operation time. Cutting off is effected during the pump plunger main stroke till a preset maximum fuel pressure in the accumulator by varying the distributor solenoid valve closed state time. There after, cutting in is effected prior to injecting a preset amount of fuel into the diesel engine cylinder by varying the distributor solenoid valve closing time. Releasing the pressure in the high-pressure line is made till a fuel initial pressure in injector chamber on opening the connecting channel.

EFFECT: higher injection intensity, stability and regularity of fuel injection in engine cylinders.

6 dwg

FIELD: mechanical engineering; internal combustion engines.

SUBSTANCE: proposed fuel injection system for internal combustion engine contains atomizer with input, plunger with drive from cam limiting overplunger space connected with input of atomizer, high-pressure fuel accumulator, control valve installed between overplunger space and high-pressure fuel accumulator and making it possible to communicate, by electric control signal, overplunger space with high-pressure fuel accumulator and disconnect them from each other, and it is provided with electrically-operated control valve of atomizer designed for opening and closing of atomizer, device to build and regulate fuel pressure in high-pressure fuel accumulator, and fuel tank. Versions of fuel injection system are described in invention.

EFFECT: provision of new combination fuel injection system with mechanically driven plunger pump (injector unit) featuring possibilities of fuel injection with high-pressure fuel accumulator.

21 cl, 11 dwg

FIELD: mechanical engineering; internal combustion engines.

SUBSTANCE: proposed invention makes it possible to create electromagnetic valve to control fuel feed pressure which is simple in design and reliable and features no drawbacks of known electromagnetic valves. Electromagnetic valve has fuel feed channel and gate controlled by electromagnet and interacting with seat in said channel. Electromagnetic valve is provided with fuel filters placed in channel and made in form of wall with row of holes to preclude getting of particles of dirt between seat and gate without excessive drop of fuel pressure. Thickness of said wall is less than 1 mm and width of each hole is less than 0.25 mm.

EFFECT: improved design of electromagnetic valve.

11 cl, 5 dwg

FIELD: mechanical engineering; internal combustion engines.

SUBSTANCE: proposed fuel injection device for internal combustion engines has common high-pressure fuel accumulator. Fuel is fed into fuel accumulator by high-pressure pump. Fuel accumulator is connected with nozzles furnished with distributing valve. Distributing valve is made in form of three-way two-position distributor (3/2 distributor) and is provided with control element and distributing surfaces to control connection of high-pressure supply fuel line with high-pressure fuel line with high-pressure fuel line laid to corresponding nozzle or with relief fuel line. Control element is set into action by controlled outlet line and is provided with throttling element communicating with space through hole.

EFFECT: increased shutoff forces acting on control element, improved sealing of high-pressure fuel accumulator and reliability of nozzles in operation.

9 cl, 2 dwg

FIELD: mechanical engineering; internal combustion engines.

SUBSTANCE: proposed fuel injection device for internal combustion engine has high-pressure fuel accumulator connected with nozzle through three-way two-position 3/2 distributor. Said distributor is furnished with spool connecting supply pipeline with high-pressure fuel pipe or with unloading fuel pipe terminating in fuel tank. Spool is furnished with members on its end parts pointed to corresponding travel limiters and damping its displacement. Internal combustion engine with fuel injection device furnished with high-pressure accumulator is connected with nozzles through three-way two-position distributor (3/2-distributor). Spool is provided to connect supply pipeline with high-pressure fuel pipe or with unloading fuel pipe terminating in fuel tank. Spool is furnished with members on its end parts pointed to corresponding travel limiters and damping its displacement.

EFFECT: increased service life of spool and improved performance characteristics of internal combustion engine.

13 cl, 2 dwg

FIELD: mechanical engineering; internal combustion engines.

SUBSTANCE: invention relates to fuel devices of internal combustion engines. Proposed pressure control device contains electromagnetically controlled valve with supply pipeline connected with pump delivery side, drain pipeline, gate between supply and drain pipelines, electromagnet with controllable excitation to control armature which operates the gate, and reducers to decrease delivery pressure fluctuations of said pump. Reducers have cutoff chamber to cut off hydraulic pressure between supply and drain pipelines. Said chamber is of volume to decrease action of hydraulic pressure fluctuations onto armature provided with cylindrical rod part of which is arranged in said chamber. Said is connected with rod by shoulder to be smaller in diameter than rod. So volume of chamber increases, and section of hydraulic pressure in chamber onto rod decreases.

EFFECT: provision of simple and reliable device to control delivery pressure of pump.

16 cl, 14 dwg

The invention relates to engine, in particular, to the fuel pumps of a high pressure automotive diesel engines

The invention relates to engine, particularly to a fuel system for internal combustion engines

The invention relates to engine, particularly to a fuel system for internal combustion engines

The invention relates to the field of engine development, namely the fuel equipment of diesel engines with electric control fuel injection

FIELD: mechanical engineering; internal combustion engines.

SUBSTANCE: invention relates to fuel devices of internal combustion engines. Proposed pressure control device contains electromagnetically controlled valve with supply pipeline connected with pump delivery side, drain pipeline, gate between supply and drain pipelines, electromagnet with controllable excitation to control armature which operates the gate, and reducers to decrease delivery pressure fluctuations of said pump. Reducers have cutoff chamber to cut off hydraulic pressure between supply and drain pipelines. Said chamber is of volume to decrease action of hydraulic pressure fluctuations onto armature provided with cylindrical rod part of which is arranged in said chamber. Said is connected with rod by shoulder to be smaller in diameter than rod. So volume of chamber increases, and section of hydraulic pressure in chamber onto rod decreases.

EFFECT: provision of simple and reliable device to control delivery pressure of pump.

16 cl, 14 dwg

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