Method of determining engine phase without cam pickup (versions) and engine control unit

FIELD: engines and pumps.

SUBSTANCE: internal combustion engine comprises multiple cylinders sequence of ignition is performed per two revolutions of crankshaft. Working stroke proceeds in first group of cylinders during one revolution of crankshaft, while in second group of cylinders working stroke proceeds during another revolution of crankshaft. Each cylinder is configured so that there is an ignition opening where through fuel is injected. Note that, in compliance with proposed method, generated is the instruction to inject fuel in at least one cylinder of the first group of cylinders which is out of phase with injection opening. It comprises also real time control over engine operating performance index responsive to ignition and absence of ignition to conclude about proper phase proceeding from fluctuations in engine performance index in compliance with generated injection instructions on injection out of phase with injection opening. Proposed also are versions of the method of determining proper phase of internal combustion engine without cam pickup and implementing program product comprising program code modules that orders the engine control unit to manipulate fuel injection instruction signals is they follow in improper sequence.

EFFECT: higher engine efficiency.

33 cl, 24 dwg

 

In conventional systems of engines with fuel injection it is necessary to know the position of each cylinder to perform fuel injection at the proper time. In conventional locomotive diesel engines each cylinder performs a working stroke and a discharge stroke. The flywheel of the crankshaft, which is put into contact with the crankshaft and is responsive to the movement, makes two revolutions at the end of the working stroke and the discharge stroke of the specified cylinder. The process management engine, which controls fuel injection into the cylinder during the stroke should receive information from the camshaft (which makes one revolution for every two revolutions of the crankshaft), so that you can properly determine when a given cylinder is on its working stroke or discharge stroke, i.e. on the first or second revolution of the crankshaft. This type of operation is usually called a four-stroke mode.

For some engines, install the Cam sensor is difficult and creates problems of quality control during Assembly. The working characteristics of the sensor Cam related to its installation in the engine. The location of the Cam sensor is affected by spatial constraints, which lead to sensor placement Cams in areas of excessive acceleration. In the field of manufacturing and sat the RCTs engines usually consider the ability to use the least number of parts to achieve perform desirable functions increases reliability and reduces costs. If you could eliminate the Cam sensor, it would be possible to eliminate mechanical processing, carried out on the sensor cover of the Cam and timing of the flywheel. The desired engine with fuel injection performed with the opportunity to start and run without the need for signal Cam.

The closest analogue of the claimed invention is a system according to U.S. patent No. 6571776. Disclosed in U.S. patent No. 6571776 system similar to the system according to the present invention that monitors the issuance of the command signal (signal on ignition) relative to the window respectively. However, instead of issuing command signals "out of phase" according to U.S. patent No. 6571776 carried out in the working phase the issuance of control signals on the estimated position of the Cam for different groups of cylinders. In particular, as shown, for example, in figure 3, the engine control 1) to provide the ignition signal for each revolution of the crankshaft (step 106), until it reaches the preset number of revolutions per minute (step 112); 2) to further ensure the ignition signal for each subsequent turnover relative to assume the position of the Cam (step 114); 3) to exercise operational control over the rate of the working characteristics of the engine (step 116) and to change the intended position of the Cam, if not increased operating characteristics of the engine.

Thus, the signals on the ignition is first generated for each turn, and then turn, and only then monitors what is happening in the engine. According to the present invention, on the other hand, exercise operational control indicator operating characteristics of the engine based on the command signals directed to the first group of cylinders, as through the window, respectively, and at the moment not in phase with window injection, for example, during many successive turns. In other words, according to U.S. patent No. 6571776 characteristic of the engine is estimated based on the phase signals for the ignition generated when alternating spins, while the operating characteristic of the engine according to the present invention is evaluated on the basis of the signals of the team as through the window, respectively, and at the moment not in phase with the window, respectively, during successive revolutions.

According to the first object of the present invention created a method of determining the phase of a crankshaft of the internal combustion engine that contains many of the cylinder is, the sequence of ignition are implemented for two revolutions of the crankshaft, the first group of cylinders stroke is provided during one revolution of the crankshaft, and the second group of cylinders, stroke provided during another revolution of the crankshaft, each cylinder has a configuration providing a box of injection in which the fuel injection, and according to the method of generating the command signal of the fuel injection into at least one cylinder of the first group of cylinders through the window, respectively, generate the command signal to the fuel injection into at least one cylinder of the first group cylinders at the moment is not in phase with the window of injection, exercise operational control indicator operating characteristics of the engine, which is sensitive to ignition and no ignition in the cylinders, and conclude that the phase of the motor is correct, on the basis of fluctuations in the rate of the engine in accordance with the generation of signals command injection during open fuel injection and generating signals command injection is not in phase with the window, respectively.

Preferably the indicator of the engine selected from the group consisting of motor speed, acceleration of the crankshaft, the temperature of the exhaust and the average heat is fruitful of fuels.

Preferably the engine is an engine with a V-shaped arrangement of cylinders containing the left cylinder block, half of which belongs to the first group and half belongs to the second group, and the right cylinder block, half of which belongs to the first group and half belongs to the second group, while the sequence of ignition controls the first block of the engine controller, containing the first processing module, providing a direction signal commands the fuel injection for the left cylinder, and a second processing module, providing a direction signal commands the fuel injection for the right cylinder, with at least one of the first and second processing modules installed in productity mode.

According to the second object of the present invention created a way of assessing the working characteristics of a single cylinder in an internal combustion engine, containing the crankshaft, functionally associated with a set of pistons located in multiple cylinders, and according to the way they measure the time period of the first interval of rotation of the crankshaft corresponding to the expected ignition in the first cylinder, for receiving the first acceleration measurements measure the time period of the second interval of rotation of the crankshaft, according to stuudy expected for ignition, at least three cylinders to obtain a second measurement of acceleration, call the second dimension of acceleration in accordance with a value representing the interval of rotation, length similar to the first interval of rotation, to obtain the adjusted values, and comparing the first measurement of the acceleration of the adjusted value, and the difference between the first measurement of acceleration with equalized value indicates the difference in the operating characteristics of the first cylinder compared to the other cylinders of the engine.

Preferably the crankshaft contains attached to the rotating element, containing a number of equally spaced from each other around the rotary elements, the first interval of rotation is expressed in degrees of rotation corresponding to the distance between the two of these elements, passing some point.

Preferably the second interval of rotation represents a complete revolution of the rotating element.

Preferably the adjustment provides for average acceleration values for intervals of rotation, expressed in degrees of rotation corresponding to the distance between the two of these elements.

Preferably the first measurement and the second measurement obtained when the conditions of operation of the engine selected from the group, with Toyama of these conditions, as: (a) the water temperature in the engine is stable for 120-180 seconds and exceeds 100F; b) the motor speed is stable for 120-180 seconds and exceeds 440 rpm; C) the amount of fuel in the engine is stable for 120-180 seconds and greater than 1 mm3/stroke; d) the temperature of the oil in the engine is stable for 120-180 seconds and greater than 100F and e) combinations of the above conditions.

According to a third object of the present invention designed a computer program product for use in locomotive engines, containing the computer storage media containing machine-readable modules of program code embodied in the computer storage medium, for sending command signals to the fuel left in the cylinder block of the engine and right engine block which is read by the computer, the first module of the program code instructing the computer to rotate the engine in a mode selected from the group consisting of a four-stroke mode of phase-shifted, full productstore mode, partial productstore mode and full two-stroke mode, is read by the computer, the second module of the program code instructing the computer to switch the engine in a mode selected from the group consisting of a four-stroke mode in the same phase, partial productstore mode is a and full productstore mode, read by the computer, the third module of the program code that directs a computer monitoring of changes in the rate of the engine, is susceptible to ignition in the cylinders, and is read by the computer of the fourth module of program code that directs the computer to adjust the engine to achieve the proper phase of the engine.

According to a fourth object of the present invention designed a computer program product for use in a locomotive engine, containing the computer storage media containing machine-readable modules of program code embodied in the computer storage medium, for determining the phase of a crankshaft of the engine, and the engine contains many cylinders, the ignition sequence which is implemented for two revolutions of the crankshaft, and the first group of cylinders stroke is provided during one revolution of the crankshaft, and the second group of cylinders, stroke provided during another revolution of the crankshaft, each cylinder has a configuration incorporating window injection where is fuel injection, is read by the computer, the first module of the program code instructing the computer to generate the command signal of the fuel injection is, at least one cylinder from either the first group or the second group of cylinders, through the window, respectively, is read by the computer, the second module of the program code instructing the computer to generate a command signal to the fuel injection into at least one cylinder from either the first group or the second group of cylinders, at some point in time, not in phase with the window, respectively, and is read by the computer, the second module of the program code instructing the computer to determine the turnover corresponds to the ignition in the cylinders of the first group of cylinders based on the indicator of the engine, which is sensitive to fire and the absence of ignition in the cylinders.

According to the fifth object of the present invention created a way to determine the correct phase of the internal combustion engine without the Cam sensor, and the internal combustion engine contains a first group of cylinders, stroke in which is carried out during the first revolution of the crankshaft, and a second group of cylinders, stroke in which is carried out during the second revolution of the crankshaft and the block of the engine controller, which receives the signal flow is sensitive to the rotation of the crankshaft, according to the method start the engine in a mode selected from the group consisting of a four-stroke mode with the phase shift, true productstore mode and partial productstore mode, set the mode of the engine in a mode selected from the group consisting of a four-stroke mode in the same phase and full productstore mode, and observe the change in index engine, sensitive to ignition in the cylinders, on the basis of changes determine the correct phase of the engine.

Preferably an indicator of the engine is at least one indicator selected from the group consisting of motor speed, acceleration of the crankshaft, the temperature of the exhaust and the average calorific value of fuel, while an additional control the motor to achieve a controlled rate.

Preferably setting the mode of the engine in four-stroke mode with the same phase shift the phase of the engine 360.

Preferably an indicator of the engine is accelerating, and the observation is carried out, when the engine is in a transitional state.

Preferably, the installation includes the installation of the engine in full productity mode, and when determining phase motor is provided for switching the engine in four-stroke mode with identical phases and controls the motor to achieve a certain phase of the engine.

Preferably the addition is sustained fashion watch indicator of the engine after changing the phase of the engine and shift the phase of the engine 360, if the indicator of the engine indicates that a certain phase of the motor is incorrect on the grounds that the engine does not fire.

Preferably in case of interruption of the flow of signals additionally install the engine in a mode selected from the group consisting of a four-stroke mode with identical phases and full productstore mode.

According to the sixth object of the present invention created a way to determine the correct phase of the internal combustion engine without the Cam sensor, and the internal combustion engine contains a first group of cylinders, stroke in which is carried out during the first revolution of the crankshaft, and a second group of cylinders, stroke in which is carried out during the second revolution of the crankshaft and the block of the engine controller, which receives the signal flow is sensitive to the rotation of the crankshaft, and according to the method start the engine in the start mode selected from the group consisting of a four-stroke mode with a phase shift, a true push-pull mode, partial productstore mode and full productstore mode, and observe the changes in the acceleration of the engine in the ignition or no ignition, or in both of these cases, on the basis of changes on Radelet the correct phase of the engine.

Preferably optionally install the engine in a mode different from the run mode, before the definition phase of the engine.

Preferably optionally set the engine in four-stroke mode with the same phase and regulate the engine to achieve a certain phase of the engine.

Preferably additionally observe the indicator of the engine after adjusting the phase of the engine and shift the phase of the engine 360, if the indicator of the engine indicates that a certain phase of the motor is incorrect on the grounds that the engine does not fire.

Preferably in case of interruption of the flow of signals additionally install the engine in a mode selected from the group consisting of a four-stroke mode with identical phases and full productstore mode.

Preferably the monitoring conducted during the transient state of the engine.

Preferably optionally control the motor to achieve a controlled rate.

According to the seventh object of the present invention created a way to determine the correct phase of the internal combustion engine without the Cam sensor, and the internal combustion engine contains a first group of cylinders, stroke in which is carried out during the first turnover of colen is the shaft, and the second group of cylinders, stroke in which is carried out during the second revolution of the crankshaft and the block of the engine controller, which receives the signal flow is sensitive to the rotation of the crankshaft, and according to the method start the engine in the start mode selected from the group consisting of a four-stroke mode with a phase shift, a true push-pull mode, partial productstore mode and full productstore mode, and observe the change in index engine, sensitive to ignition in the cylinders, on the basis of changes determine the correct phase of the engine.

Preferably an indicator of the engine is at least one indicator selected from the group consisting of motor speed, acceleration of the crankshaft, the temperature of the exhaust and the average calorific value of fuel.

Preferably optionally control the motor to achieve a controlled rate.

Preferably startup mode is full productity mode indicator engine is the speed of the engine, and the observation of changes carried out during the transient state of the engine.

Preferably optionally install the engine in a mode different from the run mode, before the definition phase of the engine.

Prefer the Ino additionally switch the engine to four-stroke mode with the same phase and regulate the engine to achieve a certain phase of the engine.

Preferably additionally observe the indicator of the engine after adjusting the phase of the engine and shift the phase of the engine 360, if the indicator of the engine indicates that a certain phase of the motor is incorrect on the grounds that the engine does not fire.

Preferably in case of interruption of the flow of signals additionally install the engine in a mode selected from the group consisting of a four-stroke mode with identical phases and full productstore mode.

According to the eighth object of the present invention, the set of unit engine controller having a configuration that enables the management of sequence ignition in the internal combustion engine, containing a number of cylinders, the ignition sequence which is carried out for two revolutions of the crankshaft, and the first group of cylinders stroke is provided during one revolution of the crankshaft, and the second group of cylinders, stroke provided during another revolution of the crankshaft, each cylinder has a configuration providing a box of injection in which the fuel injection and the block of the engine controller includes a first processing module, a configuration which provides a gene is the key command signal respectively, at least one cylinder from either the first group or the second group of cylinders during a window of injection, the second processing module, a configuration which provides the generation of a command signal to the fuel injection into at least one cylinder from either the first group or the second group of cylinders, at some point in time, not in phase with the window, respectively, and the third processing module, a configuration which provides a definition of what the turnover corresponds to the ignition in the cylinders of the first group of cylinders based on the indicator of the engine, which is sensitive to ignition and no ignition in the cylinders.

Hereinafter the present invention will be described in more detail with reference to the accompanying drawings, on which:

Figure 1 is a view in perspective of a 12-cylinder engine with a V-shaped cylinder arrangement, which can be controlled in accordance with the principles of the present invention;

Figure 2 is a perspective view of conventional fuel injection system, which can be used with options for the implementation of the present invention;

Figure 3 is a chart illustrating the sequence of ignition in a typical 12-cylinder engine with a V-shaped arrangement of cylinders;

4 is a chart illustrating the problem definition phase motor without sensor signal kulack is;

5 is a diagram illustrating the block supervisor engine containing several different processors, in accordance with one embodiment of the present invention;

6 is a chart illustrating the manipulation of the sequence of ignition 12-cylinder engine with a V-shaped cylinder arrangement, which can be implemented to determine the phase of the engine, in accordance with one embodiment of the present invention;

Fig.7 is a diagram showing the definition phase of the engine, in accordance with the embodiment of manipulation, shown in Fig.6, and operational control of motor speed;

Fig is a diagram showing the definition phase of the engine, in accordance with the embodiment of manipulation, shown in Fig.6, and operational control of motor speed;

Fig.9 is a diagram illustrating the manipulation of the sequence of ignition 12-cylinder engine with a V-shaped cylinder arrangement, which can be implemented to determine the phase of the engine, in accordance with another embodiment of the present invention.

Figa-b - a diagram showing the definition phase of the engine in accordance with the embodiment of manipulation is illustrated in Fig.9, and the operational speed of the motor is the body; at figa presents a scenario, right when the processor is in phase, and fig.10b presents the scenario when the left processor is in phase;

Figa-b - a diagram showing the definition phase of the engine, which you can implement to determine the phase of the engine in accordance with another embodiment of the present invention, figa presents the scenario when the left processor is in phase, and fig.11b presents the scenario when the left processor is not in phase;

Figa-b - a diagram showing the definition phase of the engine in accordance with the embodiment of manipulation, illustrated by figure 11, and operational control of motor speed, figa presents the scenario when the left processor is in phase, and fig.12b presents a scenario, right when the processor is in phase;

Fig - chart illustrating the manipulation of the sequence of ignition 12-cylinder engine with a V-shaped cylinder arrangement, which can be implemented to determine the phase of the engine, in accordance with another embodiment of the present invention;

Fig is a diagram showing the definition phase of the engine in accordance with the embodiment of manipulation, illustrated in Fig, and OPE is provide a motor speed control;

Fig - table of commands that you can implement to transmit messages from the main processor in the left and right processors, in accordance with one embodiment of the present invention;

Fig - table of commands that you can implement to transmit messages from the left and right processors to the master processor, in accordance with one embodiment of the present invention;

Fig - table of functions that are executing the commands shown on Fig and 16;

Fig - table showing the files and function in the main processor, in accordance with one embodiment of the present invention;

Fig - table showing the files and functions in the left and right processors, in accordance with one embodiment of the present invention;

Fig - precedence diagram illustrating one implementation of the present invention for optimizing the supply of fuel in the individual cylinders;

Fig - precedence diagram showing one implementation of the present invention, to identify incorrect ignition in the cylinders;

Figa-b - graphs according to the options to calculate the speed of the engine when operating in the tested embodiment, modality and during the transition process in the engine; when e is om on figa shows a graph according to a variant implementation, which requires the use of the average value of the motor speed at the beginning and at the end of a turn, and fig.22b shows a graph according to a variant implementation, which involves the use of motor speed at a single point at the end of each turnover;

Fig is an implementation option, involving the use of moving averages speed of the motor to determine the motor phase; and

Fig is an implementation option, involving the use of acceleration of the engine to determine the phase of the engine.

In the case of engines that operate at the expense of fuel injection, the most common configuration includes a processor that controls the fuel injection cylinder. For example, a 12-cylinder engine with a V-shaped cylinder arrangement, as a rule, one processor will control the fuel injection unit of six cylinders, and the other processor will control the fuel injection of another block of six cylinders. Proper timing of injection for each cylinder based on the position of the crankshaft, which is functionally articulated cylinders. Permanent operational control of the position of the crankshaft is at least one position sensor crankshaft and information in the form of signals generated by the position sensor the crankshaft is, used to determine where, during the turnover of 360 is the crankshaft. In example 12-cylinder engine with a V-shaped arrangement of cylinders within two revolutions of the crankshaft ignition starts in all twelve cylinders. For example, one cylinder performs a working stroke during the first revolution of the crankshaft and a discharge stroke during the second revolution of the crankshaft. However, not receiving the signal of the Cam sensor, designed to determine, on a first or second position is the crankshaft, it is necessary to implement another mechanism for determining the rotation of the crankshaft.

According to one aspect of the present invention created a method of determining the phase of the engine when running, not requiring the use of a sensor signal of the Cam. This method involves changing the base sequence of commands controlled by the processor, and operative control performance engines for a specified period of time. Typically, a measure of the engine is the speed of the engine, but it may be the acceleration of the engine, the temperature of the exhaust, the average calorific value of fuel or any other variable that may be sensitive to ignition or no ignition in the cylinders for a certain period of time.

<> Figure 1 illustrates the overall potential of the diesel engine 10 with compression-ignition that uses an electronic control system fuel for use in accordance with one embodiment of the invention. The engine 10 may be relatively large diesel engines, such as diesel engines model FDL-12, FDL-16 or HDL, manufactured by General Motors Company in grove city, Pennsylvania, USA. Such an engine may include a turbocharger 12 and the number of initialized power nodes or nodes respectively denoted by the reference position 14. For example, 12-cylinder engine has 12 such power nodes, and 16-cylinder engine has 16 such power units. The engine 10 includes an intake pipe 16, a fuel supply line 18, which is designed to supply fuel to each of the bearing units 14, power pipe 20 used in the cooling of the engine lubricating pump 22 and the water pump 24, all of which are known in the art. The intermediate cooler 26 connected to the turbocharger 12, facilitates cooling turbonagnetatelejj air before it gets into the corresponding combustion chamber inside one of the power nodes 14. The engine may be an engine with a V-shaped or rectilinear arrangement of the cylinder is s, which is also known in the art.

Figure 2 shows one of the many power nodes 14, which includes a cylinder 28 and a corresponding fuel injection node, denoted entire reference position 30 and designed to supply fuel into the combustion chamber within the cylinder 28. Each initialized power node may additionally include the axis 32 of the rocker arm air valves for traffic message many spring air valves, jointly denoted by the reference position 34. The axis 32 of the rocker arm air valves connected to the plunger 36 of the valve through the rocker arm 38 of the valve and is actuated in a manner that is known in this technical field.

Each initialized power node 14 additionally includes a sleeve 40 of the cylinder, which is inserted in the counterbore (not shown) in the engine block 10. Initialized power node 14 includes a shirt, or a molded casing of the cylinder to the conclusion it or cylinder 28 and its associated components. For a typical engine 10, such as used in locomotives, the possible range of the injection pressure is between approximately 5 Kropotov-force per square inch (KNF-/CVD) and 30 CFS-C/CVD, but may be over a wide range depending on the engine. The possible range of the lines of flow when fuel is between 50 mm 3/the beat and 2600 mm3/the beat. The possible range of the working volume of the cylinder can be from about 1 liter to about 15 liters or more, depending on the engine. It should be understood that the present invention is not limited to the above possible ranges.

Fuel injection node 30 includes mechanism 42 respectively connected to the line 44 injection under high pressure, which fluid communicates with the block 46 generating pressure fuel, such as fuel pump. This configuration is known as the configuration of the pump-line-nozzle". Block 46 generating pressure fuel pump pressure by actuation of the plunger 48, which is driven by the contour of the Cam on the distributor shaft of the engine designed to turn on the fuel supply. Fuel injection node 30 includes bus 50 electronic signals, intended for reception of electronic signals from the electronic controller, which will be described below. Bus 50 electronic signals generates a control signal to the valve 52 with electronic control, such as a solenoid valve, which forms part of a fuel injection node 30.

Referring to figure 3, note that it shows a chart illustrating the sequence of ignition 12-cylinder engine with V-neck is the arrangement of cylinders. During the first turnover of 110 crankshaft ignition in all cylinders 6L 114, 2P 115, 2L 116, 4P 117, 4 L 118 and 1P 119 occurs in this sequence. During the second circulation 112 of the crankshaft ignition in the cylinders 1L 120, 5P 121, 5L 122, 3P 124, 3L 125 and 6P 126, respectively, occurs in this sequence. As shown in figure 4, the cylinders shown in the top row 220 under the heading "the First revolution of crankshaft 110", make a working stroke; and, on the contrary, during the first turnover of 110 crankshaft cylinders, shown in the bottom row 222 under the heading "Second turn crankshaft 112", carry out the discharge stroke. In such engines may use the at least one processor to control the clocking of injection in each cylinder for 720 (2 revolutions of the crankshaft). Typically, the engine contains the block of the engine controller (BKD), which contains a single processor to control the left cylinder block and a processor to control the right cylinder engine with a V-shaped arrangement of cylinders. When starting the engine crank BKD must correctly identify the turn of the crankshaft, in order to supply fuel into the cylinders in proper sequence submission. Developed methods of operation BKD, to determine what the turnover is is the crankshaft, by manipulating constant ignition and select the cylinder under control of the processor. The term "phase motor used in this application, refers strictly to the sequence of ignition, in which teams of injection are sent in separate cylinders at some point in time, based on mechanical constraints, so that the fuel will be injected into the cylinder and will happen combustion. The term "phase motor suitable in relation to the engines, which contain lots of cylinders, and the ignition in all cylinders occurs during two revolutions (720) of the crankshaft. In the sense in which it is used in this application, the term "out of phase" refers to the condition when the signal commands the fuel injection for the cylinder programmed to send on the back of the crankshaft opposite to the revolution of the crankshaft, which is working cycle for that cylinder. Typically, although not necessarily, the term "out of phase" refers to the shift of 360 in comparison with the appropriate position for some event.

Figure 5 shows a basic block circuit 30 of the controller of the engine for a typical 12-cylinder V-type engine, containing the first processor 310 motor control, which controls the left block of six cylinders, and the second about essor 30 engine management, which controls the injection in the right block of six cylinders. The processor 330 signals includes a processing module, a configuration which provides the generation of a pulse at each revolution of the crankshaft. This pulse is called the simulated signal 332 of the Cam.

Fuel injection node 30 has a configuration that enables a response to any command signal to the fuel injection via the bus 50 signals during a working stroke at top dead center (TDC) to supply fuel to each cylinder during the window of injection, which is determined by the rising contour of the Cam intended for fuel. For example, if the profile of the Cam rises, the fuel injection plunger 48 (see figure 2) will operate, pumping pressure of the fuel, and then in interaction with the signal of the ignition command injection, which includes a solenoid valve 52, will supply fuel into the cylinder through line 44 under high pressure. The fuel supply may begin before working cycle (i.e. during the compression stroke) and continue with the transition to the working cycle. For example, the fuel injection may begin at 5 degrees before TDC and continue until reaching 25 degrees after TDC. Accordingly, the fuel injection node can be shaped configuration, making it insensitive to any command signal injection top the willows outside the window, injection, so fuel will not be supplied to the cylinder outside of the window respectively. For example, if the profile of the Cam is no longer rises, the fuel injection plunger 48 (see figure 2) will not fire, feeding any fuel, and even the presence of a signal ignition will not cause the fuel in the cylinder, because the fuel injection plunger in this case should not operate the contour of the Cam. Thus, this alternative embodiment of the invention has the advantage of the above-described dual relationship for feeding fuel into the cylinders: 1) actuation of fuel injection plunger and 2) supply command signal injection. If one of these actions occurs, does not occur, and the fuel supply. It should be understood that the above relationship includes Electromechanical relationship that is created in one possible embodiment, and need not be implemented by computer software code. The above-described mechanical interconnection is operated during startup or operation such that one or more solenoid valves in the fuel injection node work as if TDC of each cylinder corresponded to the working stroke. This leads to ignition in the cylinder, if the cylinder is at TDC of the working stroke. However, that is looduse site will not inject fuel, if the cylinder is at TDC of the issue, because in the latter case, the Cam of the fuel pump is not moving up, and therefore will not generate the flow of fuel and ignition in the cylinder will not occur even in the presence of a signal of ignition. For reasons of ease of consideration, the actuation of the electromagnetic valve, which does not happen during the working cycle (i.e. during the discharge stroke), is called the generating of the command fuel injection or ignition signal), which is not in phase with respect to the window injection or part thereof. A specific configuration, in accordance with which the fuel is injected into the cylinder, not critical. What is important is that you can send signals to the fuel injection or ignition signals) and thus that the supply of fuel and/or ignition will not occur as long as the signal injection will not be sent to a specific window, respectively. Emerging ability to send signals to injection without injection into the cylinders provides some manipulation of the ignition signals for determining the proper phase motor without using a sensor of the Cam.

Table 1 illustrates expressed in degrees of crankshaft for each cylinder at the top dead center or TDC, and the correct phase and wrong phase of each cylinder, left managed PR is assaram 310 or the right processor 320. During typical operation, both the processor 310 and the left-right 320 are in phase with each other or in the same phase, which means that both processors permits the same momentum as the first revolution of the crankshaft and the second crankshaft turns. If both processors allow the correct first and second volumes (i.e. the correct phase), they will demonstrate the sequence of ignition, shown in row 2 of table 1 in four-stroke mode. If both processors allow incorrect the first and second turns, they both are not in phase, as shown in row 3 of table 1.

In accordance with one embodiment of the present invention, the phase of the left processor 310 and the phase of the right processor 320 intentionally shifted relative to each other by 360, which results in actuation of the electromagnetic valve shown in figa and 6B. Cm. rows 4-7 of table 1. The above refers to the four-stroke mode with a phase shift. The phase shift of 360 leads to manipulation, in which the commands of injection from one of the processors is left 310 320 or right - will appear in the correct phase, and on the other - not in phase. Figa illustrates the sequence of ignition and the actuation of the solenoid valves of the cylinders when the left processor 310 is in the correct phase. It is to be considered below, processors in bold represent the actuation of the solenoid valves and the fuel injection so that the cause combustion in the cylinder (ignition), the processors in italics represent the actuation of the solenoid valves, but without fuel injection (i.e., the ignition does not occur), and the processors listed in normal font (not bold and not italic), represent the absence of actuation of the electromagnetic valve. Figv illustrates the sequence of ignition if the right processor 320 is in the correct phase. If the left processor 310 is in the correct phase, in the sixth cylinder 114, the second cylinder 116, the fourth cylinder 118, the first cylinder 120, the fifth cylinder 122 and the third cylinder 125 of the left block to ignition. Conversely, if the right processor 320 is in the correct phase, the ignition will occur in the second cylinder 115, the fourth cylinder 117, the first cylinder 110, the fifth cylinder 121, the third cylinder 124 and the sixth cylinder 126, and they all belong to the right block. Based on this assumption, the determination of whether the left processor 310 or the right processor 320 in the correct phase, is provided in accordance with one specific embodiment by measuring the speed of the engine when either the left processor 310, Lieb is the right processor 320 is again entered into phase with one or other of them, i.e. in the same phase.

Table 1
The position of the crankshaft075120195240315360435480555600675
The correct TDC6L2S24P4L1P1L5S5L3S36P
Wrong TDC1L5S5L3S36P6L2S24P4L1P
Leva is the block in the correct phase 6L24L1L5L3
The left block in the wrong phase1L5L36L24L
The right unit in the right phase2S4P1P5S3S6P
The right block in the wrong phase5S3S 6P2S4P1P

Fig.7 shows one variant of implementation of possible synchronization of the right and left of the processors 320 and 310, respectively. In this scenario, the engine runs, as specified by the reference position 70, and the left processor 310 and the right processor 320 are not in phase with each other in four-stroke mode with a phase shift, and the left processor 310 is in the correct phase, and the right processor 320 is in the wrong phase. Calculate the speed of the engine for measuring window 75 of the first revolution of the crankshaft. After another turnover 72 crankshaft left processor 310 is injected in the same phase, and that the right processor 320. The introduction of the left processor 310 in phase with the right processor 320 leads both processors in the state is not in phase with the correct phase of the motor, causing the motor speed decreases, as shown in the measuring boxes 77 and 78. Reducing the speed of the engine shows that both processors 310 and 320 are not in phase. Based on this testimony shift 360 both processors 310 and 320 for the next turnover 74 crankshaft to enter them both in the correct phase is vegetale, that makes finding all twelve cylinders in proper sequence ignition or phase. After that, the motor speed increases, as shown in the measuring window 79.

Fig illustrates a variant implementation of the method of synchronization, similar to that shown in Fig.7, although here the right processor 320 is in the correct phase when cranking, denoted by position 80. During the first turnover of 80 crankshaft, when the left and right processors 310 and 320 are not in phase with each other, calculates the speed of the motor, which is indicated by the position 81. On the second turnover of 82 crankshaft left processor 310 is in the same phase, and that the right processor 320, and calculates the speed of the motor, which is indicated by the position 85. Because the left processor 310 and the right processor 320 are the same correct phase speed of the engine increases. This increase in speed of the engine shows that both processors 310, 320 are in the correct phase, and begins normal operation.

In accordance with another embodiment, the left processor 310 and the right processor 320 is programmed to actuation of the electromagnetic valve on the same cylinder for each revolution (see Fig.9). During the first turnover 92 cranked the Ala in the first three cylinders of the left and right blocks are sent commands fuel injection, that marked the position 90. During the second circulation 93 crankshaft commands fuel injection are sent in the same six cylinder that is marked with the position 94. On figa presents a diagram showing productity mode when the synchronization phase of the left processor 310 and the right processor 320. On the back 180 crankshaft of the engine is introduced into the four-stroke mode with a phase shift, the left processor 310 and the right processor 320 are shifted in phase by 360. During the second turnover 182 both processor 310 and the left-right 320 are in productity mode, as shown in Fig.9. During the initial turnover 180 crankshaft right processor 320 were in the correct phase (see cylinders marked in bold). Thus, when the processors 310 and 320 are transferred to productity mode on the second turnover of 182 crankshaft, ignition during the second revolution of the crankshaft does not occur in the same cylinder, which causes a decrease in speed, and this is indicated by the position 181. The left and right processors 310 and 320 remain in productitem mode for the next two turns 184 and 186. During turnover 184 crankshaft ignition in all six cylinders occurs in the proper sequence, and the motor speed increases (see measuring window 183). In Otley is their this at the next sequential turnover 186 cylinders are not in phase, and the ignition is not in them. As a result, the engine speed decreases (see measuring window 185). On the basis of increase and decrease the motor speed in productitem mode, you can determine the appropriate phase. The left and right processors 310 and 320 attached configuration, allowing the switch to the proper phase in conventional four-stroke mode, and then begins normal operation. On FIGU presents an illustration similar to that shown in figa, except that, at the appropriate phase at the start is the left processor 310.

On figa and shows another way of manipulating the sequence of ignition in the cylinders in order to determine. The way to manipulate shown in figa and 11B, provides for the filing in the left block of commands in the assumption of a normal four-stroke mode, and the right cylinder block - assuming productstore mode, as described with reference to 6 and 9, respectively. It should be noted that the modalities established for the left processor and the right processor, you can draw, for example, prescribing the left processor implementation productstore mode, and the right processor - implementation of the four-stroke mode. This is called partial produkttechnik mode. During the first turnover of the crankshaft 110 of BOPLA is the change in all six cylinders is happening on their working stroke (see the cylinders are in bold and indicated by the position 1111). During the second circulation 112 of the crankshaft ignition only occurs in the cylinders, controlled by the left processor on their normal working stroke (see cylinders in bold and indicated by the position 1112). Thus, if the left processor is in phase will occur cyclic ignition six cylinders, and the ignition in the three cylinders will occur on subsequent revolutions of the crankshaft. This model will bring to the proper phase of the motor. On FIGU shows the ignition in the cylinders when the left processor is not in phase. During the first turnover of 110 crankshaft ignition occurs in the second, fourth and first cylinders, managed the right processor. Because the left processor is not in phase, and the second processor is in push-pull mode, the combustion in said cylinders during the second circulation 112 of the crankshaft does not occur.

Fig demonstrates the synchronization method, which uses the modality illustrated in figure 11. At the initial turnover 1200 crankshaft of the engine is installed in a four-stroke mode with a phase shift. As soon as the second turnover 1220 crankshaft, right processor translates in product the private mode. Because the left processor remains in four-stroke mode and is in the correct phase, the combustion takes place in three cylinders within the measuring window 1225 and 1230. During the next successive turnover 1222 of the crankshaft of the combustion occurs in six cylinders. Consequently, the motor speed increases (see measuring box 1235). The following turnover 1224 combustion occurs in only three cylinders, controlled by the left processor. Thus, the motor speed does not increase (see measuring window 1240). Figv illustrates the synchronization method that uses manipulation, illustrated by figure 11. On FIGU illustrates a scenario according to which the left processor is not in phase, and the right processor is in phase. During the first turnover 1200 crankshaft left and right processors run in four-stroke mode with a phase shift. When initiating the second turnover 1220 crankshaft right processor translates in productity mode. During the second turnover 1220 combustion does not occur in any of the cylinders, which reduces the speed of the engine (see the measuring window 1230 compared to 1225). During the following revolution 1222 of the crankshaft of the combustion occurs in three cylinders, managed the right processor, and the motor speed is not the tion increases. Consequently, the motor speed increases (see measuring box 1235). The following turnover 1224 combustion does not occur in any of the cylinders, and the engine speed decreases (see measuring window 1240). Figa and 12B illustrate that through the use of manipulation, it is shown 11, it is possible to detect the increase and decrease signatures motor speed. This increase and decrease in the signature speed of the engine to determine the proper phase of the engine. Immediately after the definition phase of the engine occurs correction processor that is not in phase, and both the processor returns to normal four-stroke mode.

Fig illustrates another variant of the method of manipulating the sequence of ignition in the left and right cylinder blocks. In accordance with the manipulation command fuel injection are all twelve cylinders in each TDC of each cylinder. This is called a true push-pull mode. This manipulation leads to the combustion of the six cylinders during the first turnover of the crankshaft 110 and the second turnover of the crankshaft 112. During the first turnover of 110 crankshaft in the cylinder 1300 ignition starts, while the cylinders 1302, receive a command fuel injection, but because of the mechanical limitations of the fuel in qi is Indra is not injected. During the second circulation 112 of the crankshaft in the cylinder 1306 is the ignition and cylinder 1308 passes the command fuel injection, although the fuel in those cylinders is not injected.

On Fig shows the synchronization method embodying the manipulation shown in Fig. During the first turnover 1400 crankshaft both processor - left and right - get commands, aimed at the implementation of ignition in the true push-pull mode. Thus, the ignition occurs in the six cylinders during the measurement window 1245. Since ignition occurs in a true two-stroke mode, the ignition occurs in six cylinders, operational control during the two-stroke mode will not show the increase or decrease motor speed. Thus, during synchronization, you can use another manipulation. To implement this example, the first and second processors 310, 320 is installed in productity mode. Because the left and right processors provide ignition in the first three cylinders, during the second turnover 1410 motor speed increases, as shown in the measuring window 1430. During the following revolution 1415 ignition occurs in six cylinders, and the engine speed increases (see measuring box 1435). The speed of the engine humanised is during the next turnover 1420, as shown in the measuring box 1440. This increase and decrease the speed of the engine provides the definition phase of the engine. If one processor is not in phase, it is installed in the proper phase, and assume that then both processors operate in a conventional four-stroke mode.

Returning to figure 5, it should be noted that in a particular embodiment, the signal processor includes at least one processing module, a configuration which provides the generation of a signal of a crankshaft of the at least one sensor crankshaft (not shown), and the configuration of the at least one processing module 330 generates a simulated signal 332 of the Cam. The simulated signal Cam in the typical case is a signal that is generated at the beginning of each revolution of the crankshaft. In example 12-cylinder engine with a V-shaped cylinder arrangement, the left processor 310 and the right processor 320 is configured to provide control sequence of ignition when the fuel injection. Accordingly, in a typical embodiment, for the left and right processors 310, 320 are stored different modes of manipulation described with reference to Fig.6, 9, 11 and 13. What will be the manipulation (modality) of the left and right% is sorow 310, 320 - it defines the main processor 340. The table shown in Fig illustrates an example of message units that can be used to build the frame of the message, which is sent from the main processor 340 in the left and/or right processors 310, 320. On Fig presents the table of units of messages that can be used to build the frame of the message, which is sent from the left and/or right of processors 310, 320 in the main processor 340. On Fig shows a series of functions based on the settings shown on Fig and 16 and to enable management of the synchronization engine. Pay attention to the function of 1700, which is a function that controls the modality that will allow each processor (i.e. controlling a four-stroke mode, produkttechnik mode, true push-pull mode), and the turnover that each processor will be considered the first turnover. It is important that the left processor 310, the right processor 320 and the main processor 340 "equally understood" what revolution of the crankshaft is the first turnover, and what a revolution of the crankshaft is the second turnover. To mark these revolutions, the processor 330 generates signals at the beginning of each turn signal, called simulated signal 332 of the Cam. The simulated signal 332 of the Cam contains a series of signals of rectangular shape high the low level. Agree that the signals of high level are referred to as odd and low level signals are designated as even. When starting the engine block 300 engine controller cannot determine which turnover is the first turnover in the sequence of ignition. Thus, using the definition of the functions 1700, you can set the left and right processors 310, 320 on the specific manipulation mode to determine the proper phase of the engine and achieve the above-described synchronization of the engine. For example, if the implementation of the four-stroke mode with a phase shift, when the left and right processors are not in phase, is being built next frame messages:

the default settings at startup are the following (VVD - ignition engine):

VVD = Null

mode = null

the first turnover = zero.

To switch the left of the processor state in the phase carry out the following settings:

VVD = 1

mode = null

the first turnover = 1.

On Fig-17 just presents one example of the wording of the message that you can implement. The wording used in the program is not critical to the extent that the wording of the program can provide the desired functionality. On Fig shows a table illustrating the files and function in the main processor 340, in accordance with typical what arianta implementation of the present invention. On Fig presents a table showing the files and functions in each of the left and right processors 310, 320 control the fuel injection in accordance with a typical embodiment of the present invention.

In accordance with another aspect of the present invention relates to a device and method of measuring the acceleration corresponding to the individual cylinders of the engine, during operation of the engine. Many engine parameters, such as components of fuel injection, as well as the size and quality of the jet fuel and the like, can cause changes in the quality of combustion from the cylinder to the cylinder, and for a particular cylinder during the engine life. These differences can lead to poor engine performance, combustion and emission levels. Knowing the acceleration of the crankshaft in the time intervals corresponding to each cylinder, it is possible to provide the extrapolation of the important events in the life of the engine and its performance, for example, but not restrictively, the optimization clocking fuel injection and the quality of fuel injection. In addition, knowing the acceleration of the crankshaft during the given time window, you can implement one way synchronization fuel injection by the control processor and without the need for the Cam sensor. In basic variations is the embodiment of the invention the acceleration of the crankshaft is determined by measuring the rotational acceleration of the rotating element, such as the flywheel of the crankshaft, which contains many elements spaced around the flywheel to the crankshaft. One or more position sensors crankshaft, located near the flywheel of the crankshaft, generating position signals on the basis of passing of the above elements by position sensors crankshaft. With the said one or more position sensors crankshaft is connected with the possibility of communication processing unit, a configuration which provides a measurement window time period of rotation of the crankshaft. This block preferably has a configuration that enables the measurement time Windows of rotation corresponding to each cylinder of the engine. The period of time during which the position sensor crankshaft passes by two elements, or the period of time during which the position sensor crankshaft passes a specified number of elements, gives the moments of the data readout, which provide the calculation for a cylinder in which ignition is wrong or have any other problems with operation. The time passing between the elements on the crankshaft corresponding to the TDC position of a specific cylinder, in which the problems will increase.

As mentioned above, information about the acceleration of the crankshaft which can be used for operational control of the working characteristics of a particular cylinder and Troubleshooting operation by increasing or decreasing the amount of fuel or change the clocking of the fuel injection. In one embodiment, this invention is devoted to the block of the engine controller having a configuration that enables the collection of information about the acceleration of the crankshaft and the calculation of the technical characteristics of a single cylinder in comparison with other individual cylinder or all cylinders in General. In a particular embodiment, the block of the engine controller attached configuration, ensuring the generation of a quality indicator of combustion. This indicator of the quality of combustion is a number between 1 and 100 and is calculated from the average of the ten identical to the operations of the engine during testing engine and represents a weighted average of the reference pulse from element to element from the beginning of the injection time to the turn of the crankshaft 40 after that, and the result is then divided by the average computed by counting pulses, which is calculated based on the average motor speed is measured for one complete revolution, and is converted into a value expressed in percentage. This number may be normalized according to the temperature of the exhaust for the cylinder block, and then adjust the air pressure in the intake pipe. The difference between the stored value of the quality indicator of combustion for a particular cylinder and the real measured indicator which indicates whether there are any deviations in quality of combustion. This can then be used to calculate the fraction of fuel that should be increase or decrease for each of the cylinders to cause the operating characteristics of this particular cylinder in accordance with an operating characteristic of the other cylinders. The preferred conditions of the collection of data on the combustion system are the following:

(a) the water temperature in the engine is stable for 120-180 seconds and exceeds 100F;

(b) the motor speed is stable for 120-180 seconds and exceeds 440 rpm;

(C) the amount of fuel in the engine is stable for 120-180 seconds and greater than 100 mm3/tact and

(g) the temperature of the oil in the engine is stable for 120-180 seconds and greater than 100F.

In addition, the difference between the stored value of the quality indicator of combustion for a particular cylinder and the real measured by the indicator indicates the deviation in the quality of combustion. In General, if the deviation exceeds the specified value, expressed in percent (e.g., exceeds a value from 2 to 20%), the combustion in the cylinder is considered to be incorrect.

On Fig shows one variant of the method of optimization of the working cylinder. In accordance with this embodiment of the method, the value of the quality indicator for each of the cylinders generate 2000 by the btes is a and data of various parameters. Immediately after generating the index value of the quality indicator 2010 determine the acceleration value for a particular cylinder. This acceleration value is compared 2015 with the value of the quality indicator. Based on the differences identified in phase 2015, calculate 2020 appropriate correction amount of fuel. On the basis of calculations carried out at the step 2020, correct 2025 the amount of fuel for each cylinder.

In yet another embodiment, the acceleration cylinder is used to identify incorrect ignition in all cylinders of the internal combustion engine. Referring to the diagram of the sequence of operations shown in Fig, note that at step 2100 generate quality scores. By 2110 the acceleration value for the individual cylinder. This acceleration value is compared 2115 with the value of the quality indicator. On the basis of this comparison can identify 2120 any cylinders with incorrect ignition.

As mentioned above, the observation of cyclic acceleration of the crankshaft provides exceptionally high resolution in relation to the conditions of the individual cylinders. Due to this high resolution, you can use the acceleration of the crankshaft as an indicator of engine options for implementing the method defined in the I phase of the engine, as explained above. Description of the methods illustrated in Fig.7, 8, 10, 12 and 14, requires some measure of control measurements, which is subject index to the engine by manipulating the modality of the left and right processors. Indicator of the engine, an example of which is shown in the aforementioned drawings, is speed. However, each of the synchronization methods has certain advantages and certain limitations. For example, the synchronization method in four-stroke mode, described with reference to Fig.7 and 8, are difficult to implement during the transition of the engine speed when running to its normal operating speed. However, the synchronization method in four-stroke mode provides a smooth launch. The use of acceleration in the cylinders as an indicator of the engine will give the necessary information to implement a variant implementation of the method of synchronization in four-stroke mode, even during the transition process in the engine. In other words, the observation of acceleration cylinders carried out for each cylinder, will provide the consumer with information relating to the cylinders and the ignition, and in any cylinders no ignition. This information is subsequently provides output about what processor is in phase, because given manipu is ACI sequence injection managed the left and right processors.

In some circumstances, as an indicator, you can use the speed of the motor to determine the motor phase even during the transition process in the engine. The use of motor speed as an indicator during the transition process requires the full realization productkey modality, because changing the speed of the engine provides a recognizable signature even with the rapid changes in the engine, i.e. when accelerating to the target speed of the engine. On figa shows a plot of motor speed characteristic of the engine, installed on a full productity mode, during the transition process in the engine. The speed of the engine at odd turnover indicated by circles, and the motor speed on even the turnover indicated by crosses. The first cross 22-22 shows the average speed of the engine at the point 0 and point 1. The first circle 22-24 displays the average speed of the engine at the point 1 and point 2. Calculating the difference between consecutive slices and successive crosses, you can determine the turnover, giving the speed of the engine. However, in use the average speed for the entire turnover for this calculation there are also disadvantages. For example, in some cases, the line formed by the soybean is inane solid circles and crosses, it may be relatively flat. This flat signature may make a determination of the correct phase of the engine difficult. That is, the sequence (3 consecutive circle) - (3 consecutive x) may not exceed 0 all the time. On fig.22b presents a modification of the calculated motor speed. In this drawing, the odd-numbered and even-numbered speed is represented as a single value for the motor speed obtained at the beginning of each turn. Although this causes the generation of a signature of high and low level in order to determine the correct phase of the engine, as it turns out only one data point motor speed, this definition may prevent the noise. To address these issues of noise, get three samples at the end of each turn, and then average them to calculate the motor speed for this turn.

In accordance with another embodiment of the phase of the engine can identify and during the transient state of the engine, using the average speed of the engine for several consecutive turns. Starting the engine is in full productitem mode using the average speed on the back of 1 of the crankshaft and turnover 2 crankshaft (each of which can be assigned the name "odd" or "even"). Computing, as a rule, hold p is the following, as the engine reaches the output speed of the crankshaft of the engine, component 225 rpm, and use the average speed when running. "Average speed" is calculated using the following equation:

On Fig shows an implementation of this algorithm. In this case (the sum of the speed of the engine at the end of 3 consecutive turnovers 1 crankshaft) - (sum of the speed of the engine at the end of 3 consecutive turns of the crankshaft 2)=(783,9-790,9)=-7,0, and this means that you need to adjust a phase of 360 degrees immediately after switching to the four-stroke mode with the same phase.

In accordance with another embodiment of the phase of the motor can be determined at the time of the transition process, taking advantage of the acceleration of the engine on the back of 1 of the crankshaft and turnover 2 crankshaft (each of which can be assigned the name "odd" or "even"). Start the engine produced after the motor reaches the output speed of the crankshaft of the engine, component 225 rpm "Average speed" is calculated using the following equation:

"Average acceleration" is calculated by differentiation of "Average speed":

"Moving average acceleration during each turnover number is natoga shaft is calculated using the following equation:

where i=l the first sample (the beginning) of revolution of the crankshaft, a i=N is the last sample (end) crankshaft turns.

Addressing pig, it should be noted that in this case (the sum of the moving average acceleration of the engine at the end of 3 consecutive turnovers 1 crankshaft) - (sum of the moving average acceleration of the engine at the end of 3 consecutive turns of the crankshaft 2)=(-22,47-168,1)=-190,57, and this means that you need to adjust a phase of 360 degrees immediately after switching to the four-stroke mode with the same phase.

Although there is illustrated and described various embodiments of the present invention should be evident that such ways of implementation are presented only as examples. Within the scope of the claims of the invention described here there are numerous variations, changes and substitutions. Accordingly, it is assumed that the invention be limited only by the essence and scope of the claims appended claims. Options for implementation can be adapted to many configurations of engines, including, but not limited to, 4-, 6-, 8-, 12 - and 16-cylinder engines with a straight-cylinder and 4-, 6-, 8 - and 16-cylinder engines with a V-shaped arrangement of cylinders.

1. The way the op is adelene phase of a crankshaft of the engine (10) internal combustion contains many cylinders (28), the sequence of ignition are implemented for two revolutions of the crankshaft, the first group of cylinders stroke is provided during one revolution of the crankshaft, and the second group of cylinders, stroke provided during another revolution of the crankshaft, each cylinder has a configuration providing a box of injection in which the fuel injection, and according to the method of generating the command signal of the fuel injection into at least one cylinder of the first group of cylinders through the window, respectively, generate the command signal of fuel injection, at least one cylinder of the first group of cylinders at the moment is not in phase with the window of injection, exercise operational control indicator operating characteristics of the engine, which is sensitive to ignition and no ignition in the cylinders, and conclude that the phase of the motor is correct, on the basis of fluctuations in the rate of the engine in accordance with the generation of signals command injection during open fuel injection and generating signals command injection is not in phase with the window, respectively.

2. The method according to claim 1, wherein the indicator of the engine selected from the group consisting of motor speed, acceleration kolena the CSOs shaft, the temperature of the exhaust and the average calorific value of fuel.

3. The method according to claim 1, wherein the engine is an engine with a V-shaped arrangement of cylinders containing the left cylinder block, half of which belongs to the first group and half belongs to the second group, and the right cylinder block, half of which belongs to the first group and half belongs to the second group, while the sequence of ignition controls the first block (300) of the motor controller containing the first processing module (310), providing a direction signal commands the fuel injection for the left block, and the second processing module (320), providing a direction signal commands the fuel injection for the right cylinder, this, at least one of the first and second processing modules installed in productity mode.

4. Method of assessment the working characteristics of a single cylinder in an internal combustion engine, containing the crankshaft, functionally associated with a set of pistons located in multiple cylinders, and according to the way they measure the time period of the first interval of rotation of the crankshaft corresponding to the expected ignition in the first cylinder, for receiving the first acceleration measurements, measure the time period of the second interval is the treatment of the crankshaft, the corresponding expected ignition for at least three cylinders to obtain a second measurement of acceleration, call the second dimension of acceleration in accordance with a value representing the interval of rotation, length similar to the first interval of rotation, to obtain the adjusted values, and comparing the first measurement of the acceleration of the adjusted value, and the difference between the first measurement of acceleration with equalized value indicates the difference in the operating characteristics of the first cylinder compared to the other cylinders of the engine.

5. The method according to claim 4, wherein the crankshaft includes an attached rotating element, containing a number of equally spaced from each other around the rotary elements, the first interval of rotation is expressed in degrees of rotation corresponding to the distance between the two of these elements, passing some point.

6. The method according to claim 5, wherein the second interval of rotation represents a complete revolution of the rotating element.

7. The method according to claim 5, wherein the adjustment includes obtaining the average acceleration values for intervals of rotation, expressed in degrees of rotation corresponding to the distance between the two of these elements.

8. The method according to claim 4, wherein the first dimension and vtoro the measurement obtained when the conditions of engine operation, selected from the group consisting of conditions such as: a) water temperature in the engine is stable for 120-180 with and exceeds 100F; b) the motor speed is stable for 120-180 with and exceeds 440 rpm; C) the amount of fuel in the engine stably within 120-180 with and exceeds 1 mm3/stroke; d) the temperature of the oil in the engine is stable for 120-180 with and exceeds 100F and e) combinations of the above conditions.

9. Computer software for use in locomotive engines (10)containing the computer storage media containing machine-readable modules of program code embodied in the computer storage medium, for sending command signals to the fuel left in the cylinder block of the engine and right engine block which is read by the computer, the first module of the program code instructing the computer to rotate the engine in a mode selected from the group consisting of a four-stroke mode of phase-shifted, full productstore mode, partial productstore mode and full two-stroke mode, is read by the computer, the second module of the program code instructing the computer to switch the mode engine mode selected from the group consisting of a four-stroke mode in the same phase, partial productstore mode and full produktach the second mode, read by the computer, the third module of the program code that directs a computer monitoring of changes in the rate of the engine, is susceptible to ignition in the cylinders, and
machine-readable fourth module of program code that directs the computer to adjust the engine to achieve the proper phase of the engine.

10. Computer program product for use in a locomotive engine, containing the computer storage media containing machine-readable modules of program code embodied in the computer storage medium, for determining the phase of a crankshaft of the engine, and the engine contains many cylinders, the ignition sequence which is implemented for two revolutions of the crankshaft, and the first group of cylinders stroke is provided during one revolution of the crankshaft, and the second group of cylinders, stroke provided during another revolution of the crankshaft, each cylinder has a configuration providing a box of injection in which the fuel injection machine-readable first code module of the program instructing the computer to generate a command signal to the fuel injection into at least one cylinder or from the first group, l is Bo from the second group of cylinders, through the window, respectively, is read by the computer, the second module of the program code instructing the computer to generate a command signal to the fuel injection into at least one cylinder from either the first group or the second group of cylinders, at some point in time, not in phase with the window, respectively, and is read by the computer, the second module of the program code instructing the computer to determine the turnover corresponds to the ignition in the cylinders of the first group of cylinders based on the indicator of the engine, which is sensitive to ignition and no ignition in the cylinders.

11. The way to determine the correct phase of the engine (10) internal combustion engines without the Cam sensor, and the engine (10) internal combustion contains the first group of cylinders, stroke in which is carried out during the first revolution of the crankshaft, and a second group of cylinders, stroke in which is carried out during the second revolution of the crankshaft and the block of the engine controller, which receives the signal flow is sensitive to the rotation of the crankshaft, according to the method start the engine in a mode selected from the group consisting of a four-stroke mode with a phase shift, the true productstore mode and partial productstore mode, set the motor mode in the mode, select the config from the group consisting of a four-stroke mode in the same phase and full productstore mode, and observe the change in index engine, sensitive to ignition in the cylinders, on the basis of changes determine the correct phase of the engine.

12. The method according to claim 11, wherein the indicator of the engine is at least one indicator selected from the group consisting of motor speed, acceleration of the crankshaft, the temperature of the exhaust and the average calorific value of fuel, while an additional control the motor to achieve a controlled rate.

13. The method according to claim 11, wherein setting the mode of the engine in four-stroke mode with the same phase shift the phase of the engine 360.

14. The method according to claim 11, wherein the indicator of the engine is accelerating, and the observation is carried out, when the engine is in a transitional state.

15. The method according to claim 11, wherein the installation includes the installation of the engine in full productity mode, and when determining phase motor is provided for switching the engine in four-stroke mode with identical phases and controls the motor to achieve a certain phase of the engine.

16. The method according to clause 15, which additionally observe the indicator of the engine after changing the phase of the engine and will wihout phase of the engine 360, if the indicator of the engine indicates that a certain phase of the motor is incorrect on the grounds that the engine does not fire.

17. The method according to item 15, wherein in case of interruption of the flow of signals additionally install the engine in a mode selected from the group consisting of a four-stroke mode with identical phases and full productstore mode.

18. The way to determine the correct phase of the engine (10) internal combustion engines without the Cam sensor, and the internal combustion engine contains a first group of cylinders, stroke in which is carried out during the first revolution of the crankshaft, and a second group of cylinders, stroke in which is carried out during the second revolution of the crankshaft and block (300) of the motor controller, which receives the signal flow is sensitive to the rotation of the crankshaft, and according to the method start the engine in the start mode selected from the group consisting of a four-stroke mode with a phase shift, a true push-pull mode, partial productstore mode and full productstore mode, and observe the changes in the acceleration of the engine in the ignition or no ignition or in both of these cases, on the basis of changes determine the correct phase of the engine.

19. The method according to p in which optionally install the engine (10) in a mode different from the run mode, before the definition phase of the engine.

20. The method according to p in which optionally install the engine (10) in four-stroke mode with the same phase and regulate the engine to achieve a certain phase of the engine.

21. The method according to claim 20, wherein additionally observe the indicator of the engine after adjusting the phase of the engine and shift the phase of the engine 360, if the indicator of the engine indicates that a certain phase of the motor is incorrect on the grounds that the engine does not fire.

22. The method according to p, which in case of interruption of the flow of signals additionally install the engine in a mode selected from the group consisting of a four-stroke mode with identical phases and full productstore mode.

23. The method according to p at which monitoring is conducted during the transient state of the engine.

24. The method according to p in which additional control engine (10) to achieve a controlled rate.

25. The way to determine the correct phase of the engine (10) internal combustion engines without the Cam sensor, and the engine (10) internal combustion contains the first group of cylinders, stroke in which during the PE the first revolution of the crankshaft, and the second group of cylinders, stroke in which is carried out during the second revolution of the crankshaft and block (300) of the motor controller, which receives the signal flow is sensitive to the rotation of the crankshaft, and according to the method start the engine in the start mode selected from the group consisting of a four-stroke mode with a phase shift, a true push-pull mode, partial productstore mode and full productstore mode, and observe the change in index engine, sensitive to ignition in the cylinders, on the basis of changes determine the correct phase of the engine.

26. The method according to p. 25, wherein the indicator of the engine is at least one indicator selected from the group consisting of motor speed, acceleration of the crankshaft, the temperature of the exhaust and the average calorific value of fuel.

27. The method according to p, which additionally control the motor to achieve a controlled rate.

28. The method according to p, when trigger mode is full productity mode indicator engine is the speed of the engine, and the observation of changes carried out during the transient state of the engine.

29. The method according A.25, which additionally install the engine in a mode different from the run mode, re the definition phase of the engine.

30. The method according A.25, which additionally switch the engine to four-stroke mode with the same phase and regulate the engine to achieve a certain phase of the engine.

31. The method according to item 30, wherein additionally observe the indicator of the engine after adjusting the phase of the engine and shift the phase of the engine 360, if the indicator of the engine indicates that a certain phase of the motor is incorrect on the grounds that the engine does not fire.

32. The method according A.25, which in case of interruption of the flow of signals additionally install the engine in a mode selected from the group consisting of a four-stroke mode with identical phases and full productstore mode.

33. Unit (300) of the motor controller having a configuration that enables the control sequence of ignition in the engine (10) internal combustion engines, containing a number of cylinders (28), the sequence of ignition is on for two revolutions of the crankshaft, and the first group of cylinders stroke is provided during one revolution of the crankshaft, and the second group of cylinders, stroke provided during another revolution of the crankshaft, each cylinder has a configuration providing a box modulated is and, where is fuel injection, and the block (300) of the motor controller includes a first processing module, a configuration which provides the generation of a command signal to the fuel injection into at least one cylinder from either the first group or the second group of cylinders during a window of injection, the second processing module, a configuration which provides the generation of a command signal to the fuel injection into at least one cylinder from either the first group or the second group of cylinders, at some point in time, not in phase with the window, respectively, and the third processing module, a configuration which provides determining whether the turnover corresponds to the ignition in the cylinders of the first group of cylinders based on the indicator of the engine, which is sensitive to ignition and no ignition in the cylinders.



 

Same patents:

FIELD: mechanical engineering.

SUBSTANCE: invention relates to methods of control of multicylinder internal combustion engines. Invention provides possibility of improvement of method of matching of torques developed by pistons in separate cylinders at small and at considerable duration of injection and at operation of engine both under first and second conditions. Proposed method of control of operation of multicylinder internal combustion engine, mainly, internal combustion engines with direct injection of fuel, comes to injection of fuel into combustion chamber of said engine through valve nozzle at compression stroke under first operating conditions and at intake stroke under second operating conditions. Change-over between said operating conditions is provided and torques developed by pistons in separate cylinders of internal combustion engine are relatively matched. Matching of torques developed by pistons in separate cylinders is provided under first operating conditions by means of governor. Values of correction factors (r_ik) required for correction of mismatching of torques (M_f_ik) developed by pistons in separate cylinders (i) are determined in several operating points (k) and preserved, and basing on these injection parameters correction factors (r_ik), values of static mismatch (q_stat) and dynamic mismatch (q_dyn) of fuel flow rate through valve nozzle are found. Basing on obtained mismatch values (q_stat, q_dyn) of fuel flow rate through valve nozzle, amount of fuel injected into combustion chamber is corrected. Control unit for internal combustion engine, first of all, for internal combustion engine with direct injection of fuel, has combustion chamber into which fuel can be injected through valve nozzle, and regulator providing at least under first operating conditions, matching of torque developed by pistons in separate cylinders. Control unit provides change-over of indicated operating conditions.

EFFECT: improved matching of torque developed by pistons in separate cylinders.

10 cl, 3 dwg

The invention relates to a device for recognition of the valve timing in an internal combustion engine

The invention relates to vehicles and in particular to control systems for internal combustion engines a fuel injection and carburetor type, and is intended to prevent unauthorized starting of the engine for theft of the car or other vehicle

The invention relates to an electronic control fuel injection system for internal combustion engines, structurally composed of a Central electronic control unit, the Central processor which interprets the information signals from the sensors registering such basic performance parameters, as the speed of rotation of the motor shaft and the throttle valve that regulates the flow of air into the engine, and the concentration of individual components in the exhaust gas, with the specified Central control unit regulates the mode of injection of the combustible mixture when using preferably one injector

FIELD: mechanical engineering.

SUBSTANCE: invention relates to methods of control of multicylinder internal combustion engines. Invention provides possibility of improvement of method of matching of torques developed by pistons in separate cylinders at small and at considerable duration of injection and at operation of engine both under first and second conditions. Proposed method of control of operation of multicylinder internal combustion engine, mainly, internal combustion engines with direct injection of fuel, comes to injection of fuel into combustion chamber of said engine through valve nozzle at compression stroke under first operating conditions and at intake stroke under second operating conditions. Change-over between said operating conditions is provided and torques developed by pistons in separate cylinders of internal combustion engine are relatively matched. Matching of torques developed by pistons in separate cylinders is provided under first operating conditions by means of governor. Values of correction factors (r_ik) required for correction of mismatching of torques (M_f_ik) developed by pistons in separate cylinders (i) are determined in several operating points (k) and preserved, and basing on these injection parameters correction factors (r_ik), values of static mismatch (q_stat) and dynamic mismatch (q_dyn) of fuel flow rate through valve nozzle are found. Basing on obtained mismatch values (q_stat, q_dyn) of fuel flow rate through valve nozzle, amount of fuel injected into combustion chamber is corrected. Control unit for internal combustion engine, first of all, for internal combustion engine with direct injection of fuel, has combustion chamber into which fuel can be injected through valve nozzle, and regulator providing at least under first operating conditions, matching of torque developed by pistons in separate cylinders. Control unit provides change-over of indicated operating conditions.

EFFECT: improved matching of torque developed by pistons in separate cylinders.

10 cl, 3 dwg

FIELD: engines and pumps.

SUBSTANCE: internal combustion engine comprises multiple cylinders sequence of ignition is performed per two revolutions of crankshaft. Working stroke proceeds in first group of cylinders during one revolution of crankshaft, while in second group of cylinders working stroke proceeds during another revolution of crankshaft. Each cylinder is configured so that there is an ignition opening where through fuel is injected. Note that, in compliance with proposed method, generated is the instruction to inject fuel in at least one cylinder of the first group of cylinders which is out of phase with injection opening. It comprises also real time control over engine operating performance index responsive to ignition and absence of ignition to conclude about proper phase proceeding from fluctuations in engine performance index in compliance with generated injection instructions on injection out of phase with injection opening. Proposed also are versions of the method of determining proper phase of internal combustion engine without cam pickup and implementing program product comprising program code modules that orders the engine control unit to manipulate fuel injection instruction signals is they follow in improper sequence.

EFFECT: higher engine efficiency.

33 cl, 24 dwg

FIELD: electricity.

SUBSTANCE: automobile ignition system includes induction pickup (1) with magnetic two-pole rotor (2) mechanically connected to crankshaft of engine and to induction winding (3) on stator, pulse shapers (4) and (5), controller (6), amplifier-shaper (7), disjunctor (8), ignition transformer (9), high voltage distributor (10), ignition (11) plugs located in engine cylinder (12) and pressure sensor (13) located in the same place.

EFFECT: simplifying the construction and improving reliability.

2 dwg

FIELD: engines and pumps.

SUBSTANCE: proposed invention can be used for generation of four-stroke ICE sync signal NOCYL for ICE with uneven number of cylinders C1, C1, C3 with the help of electronic control system 7. Said NOCYL signal allows identification of preset moment at engine cylinder thermodynamic cycle. Sync signal is determined proceeding from TDC signal that identifies the position of every cylinder and signal Cg, Bn indentifying kinematics of crankshaft at fuel every ignition. Note here that both signals are generated on the basis of crankshaft position transducer 22. Proposed method comprises the steps whereat engine is operated for preset time interval with fuel ignition at engine every revolution, characteristic signal Cg, Bn is calculated with check magnitude at first second revolutions, sync signal NOCYL is re-initiated if sync signal is misphased.

EFFECT: decreased emission of contaminants.

4 cl, 3 dwg

FIELD: engines and pumps.

SUBSTANCE: internal combustion engine has element 110 fixed relative to crankshaft 32 and having multiple identical marks 110a and at least one mark 110b other than the former revolving about said crankshaft 32, crankshaft rpm transducer 111 and element 110. Signal is generated for every of said multiple marks 110a passing by said transducer 111. Note here that only for those signals that are generated for preset identical marks 110a ahead and/or behind of different mark 110b in response to appropriate interrupt signal.

EFFECT: higher precision and reliability.

9 cl, 6 dwg

FIELD: engines and pumps.

SUBSTANCE: invention relates to ICEs. Invention discloses ICE operation and ICE combustion chamber. In compliance with this invention, diluted main mix is ignited owing to extra injection of pilot fuel. Note here that pilot fuel injection moment is selected to homogenise pilot fuel with main mix.

EFFECT: decreased harmful emissions and fuel consumption.

15 cl, 3 dwg

FIELD: engines.

SUBSTANCE: invention relates to fuel injection systems in internal combustion engines. To solve set task, fuel injection system for an internal combustion engine in accordance with present invention reduces rate of fuel injection into cylinder, by which is meant ratio of fuel injected through first fuel injection valve to amount of fuel injected via second fuel injection valve, if amount of particulate matter retained by particulate filter exceeds a threshold value, thereby reducing amount of particulate matter emitted by internal combustion engine.

EFFECT: technical result is design of a fuel injection system suitable for an internal combustion engine with spark ignition, equipped with a first fuel injection valve for injecting fuel into a cylinder, second fuel injection valve for injecting fuel into inlet duct and a particulate filter installed in exhaust passage of engine.

8 cl, 3 dwg

FIELD: engines and pumps.

SUBSTANCE: present invention relates to device and method of controlling internal combustion engine with spark ignition, equipped with pressure sensor in cylinder. Device comprises electronic control unit (ECU) (20), which after beginning of cranking engine controls so that first combustion cycle run in cylinder equipped with pressure sensor (step 100). After that self-ignition occurs in first cycle and varying pressure in cylinder. ECU (20) detects change of pressure in cylinder with help of sensor (22) of pressure in cylinder and receives its maximum value in form of value Pmax (step 102). Then obtained value Pmax is corrected based on cooling liquid temperature and amount of air in cylinder (step 104). ECU (20) stores information on relationship between value of Pmax and octane number (RON) in form of card. ECU (20) determines octane number (RON) corresponding to derived value Pmax from this card (step 106).

EFFECT: technical result is determination of characteristics of fuel based on detected pressure change in cylinder prior to start.

14 cl, 6 dwg

FIELD: fuel.

SUBSTANCE: invention relates to internal combustion engine fuel type or properties determining device. Disclosed is internal combustion engine fuel properties determining device, equipped with ignition plug and ignition advance controller. Electronic control unit, located in fuel properties determining device, performs process of determining, performing determining properties of fuel supplied to internal combustion engine based on ignition sufficiency coefficient during preset time interval after internal combustion engine starting. Electronic control unit is made with possibility to determine that, fuel is heavy when determining index value produced by ignition sufficiency coefficient processing in procedure of smoothing, is equal to or exceeds specified threshold value. Electronic control unit is made with possibility to establish smoothing coefficient equal to value, corresponding to its value for each of periods: first period, second period and third period.

EFFECT: technical result is more accurate determination even at low temperatures, if fuel, supplied to internal combustion engine, is heavy fuel.

5 cl, 7 dwg

FIELD: engines.

SUBSTANCE: invention relates to internal combustion engine fuel properties determining device. Disclosed isdevice for engine with electronic control unit (ECU), which is configured for (i) feedback control, wherein engine speed is reduced to preset speed during ignition advance correction at feedback control, (ii) determination of fuel properties whether it is heavy fuel, when ignition performance coefficient is equal to or exceeds preset threshold value during preset time interval after engine starting, wherein ignition performance coefficient is ratio of ignition advance correction value to maximum range of ignition correction, where ignition correction maximum range is correction range maximum value, in which ignition advance is corrected during feedback control, and (iii) setting threshold value equal to value, which depends on engine temperature characteristic value, where temperature characteristic value is correlated with engine temperature.

EFFECT: technical result is more accurate determination of whether fuel supplied to engine, is heavy fuel, even at low temperatures.

5 cl, 6 dwg

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