Sensor of actual fuel quality

FIELD: engines and pumps.

SUBSTANCE: method to control operation of an internal combustion engine with multiple combustion chambers includes introduction of advance into synchronisation of ignition in the first subgroup of combustion chambers from working synchronisation of ignition, until a detonation event is registered, simultaneously operation of other combustion chambers with working synchronisation of ignition is controlled. The first border of detonation is determined for the first subgroup of combustion chambers in compliance with the difference between working synchronisation of ignition and ignition synchronisation in case of the detonation event. Properties of fuel supplied into combustion chambers are determined in compliance with at least the first detonation border.

EFFECT: provision of internal combustion engine operation parameters control with account of fuel quality variation and conditions of engine operation.

20 cl, 4 dwg

 

The technical field to which the invention relates

This invention relates to internal combustion engines, namely the control of internal combustion engines.

The level of technology

As a rule, the parameters of engine operation is chosen, taking into account changes in the composition of the fuel flowing into the engine, and changes in performance of the engine. In many cases, the engine is suboptimal, because the parameters are selected to maintain operation of the engine, for the lowest quality range of fuel quality and the worst working conditions in the range of operating conditions of the engine. For example, the engine can get fuel with high detonation resistance at one point work, and fuel with a low detonation resistance in another moment, and he must be able to work with both. In another example, has just put into operation the engine is in the best mechanical shape, but with a rise time in the combustion chambers and the wear of the seal faces reduce its performance. The engine parameters, however, are selected for the entire life of the engine. Accordingly, they may be suboptimal when the engine is new, and getting closer to the end of the operation. Some systems of the engines made with adjustable operating parameters to account for various factors, affecting engine performance. There is a need in such systems of the engine, which control parameters, taking into account changes in fuel quality and operating conditions of the engine.

Disclosure of invention

Disclosure of the invention in this document relates to the management of internal combustion engines.

Another aspect encompasses a method of controlling an internal combustion engine with multiple combustion chambers. In this way the ignition timings of the first subset of combustion chambers is injected ahead of the curve in relation to a working synchronization of the ignition until you register the event of detonation, while the remaining combustion chambers operate with a working ignition timings. The first border of the detonation of the first subset of combustion chambers is determined in accordance with the difference between the working ignition timings and ignition timings in the event of detonation. In the ignition timings of the second subset of combustion chambers is injected ahead of the curve in relation to a working synchronization of the ignition until you register the event of detonation, while the remaining combustion chambers operate with a working ignition timings. The second border of the detonation of the second subset of combustion chambers is determined in accordance with rasnitsyni working ignition timings and ignition timings in the event of detonation. Can perform the ignition advance in additional subgroups and, if desired, can be determined and additional border detonation, in some cases, until, until you analyze all the combustion chambers of the internal combustion engine. Characteristics of the fuel flowing into the combustion chamber, determine, at least in relation to the first and second boundaries of detonation.

The details of one or more embodiments of the invention described below in the accompanying drawings and description. Other characteristics, objectives and advantages of the invention shall become clear from the descriptions and drawings and from the claims.

Brief description of drawings

Figure 1 shows in outline form of the engine system constructed according to the invention.

Figure 2 shows in outline the engine control module for use in an engine system constructed according to the invention.

Figure 3 shows in schematic functional management engine system constructed according to the invention.

Figure 4 shows the block diagram of the operation of the engine control module constructed according to the invention.

The same reference symbols in different drawings represent the same elements.

The implementation of the invention

In figure 1, consider first shown is in the form of a circuit system 100 of the engine, designed according to the invention. The system 100 controls the engine includes a block 104 of motor control, functionally coupled for communication with one or more sensors 106 and one or more execution units 108. The sensors 106 of the engine can be connected with a piston engine 102 internal combustion, to control one or more operational parameters of the engine 102 and/or system 100 of the engine and output a signal representing the operational characteristics. Some examples of typical operating parameters of the engine include the rotational speed of a crankshaft of the engine operating parameters, reflecting the torque, such as the absolute intake manifold pressure or density in the intake manifold, the output power of the engine, the indicator reflecting the ratio of air and fuel in the engine, such as the oxygen content in the exhaust, ambient temperature and/or engine temperature, ambient pressure, and others. Actuator 108 is configured to control various components of the engine system (not separately shown)used to control the engine or other components of the engine system. Some examples of typical component parts of the engine including the t throttling the gas regulator, bypass or bypass valve of a turbocharger, the ignition system, the controller of the air-fuel mixture, such as adjustable mixing chamber fuel, fuel pressure regulator, fuel injectors, and more. The block 104 of motor control can also be connected with the possibility of communication with other parts 110. Some examples of other components 110 include a user interface that allows the user to make a request in block 104 of motor control or to enter data or commands in block 104 of motor control, one or more external sensors perceiving information that is different from the performance of the engine or engine system, equipment for monitoring and diagnostics, on which the block 104 of motor control may report the performance of the system, and more.

Shown in figure 2 block 104 motor control includes a computer processor 112, functionally connected with the computer-readable media or memory 114. In some cases, the machine-readable medium 114 may be fully or partially extracted from the block 104 of motor control. Machine-readable media 114 contains commands that are used by the computer processor 112 for executing one or more described in this document ways. Unit 104 controls the engine in which it can accept one or more input signals (input 1...input signaln), such as from sensors 106, actuators 108 and other components 110, and may generate one or more output signals (output signal1...output signaln), such as the sensors 106, actuators 108 and other components 110.

Block 104 motor control controls the ignition of the combustible mixture fed to the engine under acceleration, deceleration and calm state. For this purpose, the block 104 engine control accepts input data from sensors 106, which includes the state parameters of the engine and determines and outputs one or more actuators control signals configured to control actuators 108 for controlling the motor 102.

Figure 3 shows in schematic block 104 of motor control used to control the ignition of the fuel flowing into the engine. Schematically shown in figure 3 block 104 management engine accepts as input parameters the condition of the engine from the sensors 106 and outputs a signal to actuators 108. Figure 3 condition parameters include the output of the sensor 316 indicators of torque, such as an absolute pressure sensor in the intake manifold or the density sensor in the exhaust manifold, sensor 318 of rotation of the crankshaft of the engine and sensor 320 detonation. Can be used more or less state parameters. In a reciprocating internal combustion engine sensor 318 of rotation of the crankshaft of the engine directly or indirectly determines the position of the crankshaft. Schematically shown in figure 3 block 104 management engine may also receive information from one or more optional sensors 322. Some examples of optional sensors 322 include a temperature sensor, intake air, a humidity sensor, a sensor measuring the power output of the generator driven by the engine, and other sensors. Actuating devices 108 include at least one igniter 324. Figure 3 shows the igniters 324 for each of the cameras 1, 2, 3...n combustion engine. In one case, the igniter 324 is a spark plug. In other cases, the igniter 324 can be numerous devices designed to ignite the combustible mixture in an internal combustion engine. Some illustrative examples can include a laser, is directed into the combustion chamber, injector fuel system ignition starting fuel, adapted to send the starting fuel into the combustion chamber, and other devices. Starting system ignition fuel - e is about the system, that ignites a measured amount of starting fuel into the combustion chamber with an igniter or compression, after which the increase in pressure and temperature caused by the combustion of the starting fuel, ignites the main fuel mixture in the combustion chamber. Block 104 management engine receives information from the sensor 316 indicators of torque, and sensor 318 of rotation of the crankshaft of the engine, and determines and outputs the control signal of the actuator to control the operation of igniters 324, as discussed below.

The block 104 of the motor control includes a determiner 326 working ignition timing, which takes one or more state parameters of the engine and optional parameters, and defines a working ignition timings. The determinant of 326 working synchronization ignition outputs a signal to the generator 328 ignition signal, which transmits a signal to one or more igniters 324 for actuation in accordance with a working synchronization ignition. Working ignition timings indicates when in relation to another event in the operation of the engine system the igniter 324 should be brought into action to begin the event of ignition under normal operating conditions (with respect to the conditions in the Finance, described below). In a reciprocating internal combustion engine, a working ignition timings can be attached to the position of the crankshaft. When defining a working ignition timing determiner 326 working synchronization ignition uses one or more rotational speeds of the engine determined from the sensor 317 of rotation of the crankshaft of the engine, the indicators of torque (for example, the absolute intake manifold pressure or density in the intake manifold), sensor 316 indicators of torque, and display any detonation sensor 320 detonation. It is also assumed that the block 104 of motor control can use other sensors alternative or in combination with the above. For example, in one case, the determinant of 326 working synchronization ignition uses a temperature sensor air inlet when determining the working timing of the ignition.

The determinant of 326 working ignition timing can define a working ignition timings, using a reference table that includes one or more state parameters, such as the speed of rotation of the crankshaft of the engine or indicators of torque and/or optional input data from one or more of the space of a few species, the corresponding values of the working timing of the ignition. Alternative or in combination with a lookup table working ignition timings can be determined by calculation according to the formula, depending on one or more state parameters such as the speed of rotation of the crankshaft of the engine or indicators of torque, and/or optional input data of one or more species. Additionally, in any case, the working ignition timings can be adjusted, for example, the introduction of the lag, if the detonation event is recorded by the sensor 320 detonation.

The block 104 of the motor control includes a determiner 330 adjust the timing during testing, which receives input data, at least from the sensor 320 detonation sensor 316 indicators of torque. Periodically, or after reception of a signal, for example signal external to the block 104 engine control, block 104 engine control transmits a signal to the determiner 330 adjust the timing when testing to enter the test mode. In the test mode determiner 330 adjust the timing when testing determines according to the data from the sensor 316 indicators of torque, when the engine system works with what Olney or almost full load. When the engine is running at or near full load, the determiner 330 adjust the timing when testing gives the value of the test lead, which is injected ahead of the curve in the timing of ignition for a subset of cameras 1, 2, 3...n combustion for earlier activation compared with the preset working ignition timings. In one case, the subgroup is the only combustion chamber. The rest of the combustion chamber will continue to work in accordance with the working ignition timings for the output of the determinant of 326 working synchronization ignition. The value of testing ahead of combined with the working ignition timings for a subset of combustion chambers. The value of the test lead to the progressive increase over a number of cycles of the engine up until the event of detonation will not register the sensor 320 detonation. After the detonation event registered by the sensor 320 detonation, the value of the test lead is passed to the parser 332 border detonation and ignition timings of the subset of combustion chambers return to a working synchronization ignition. Determiner 330 adjust the timing when testing can then repeat the process for the next subset of combustion chambers and continue repeating until all of a combustion chamber or a certain group of combustion chambers will not be tested. For example, if the determiner 330 adjust the timing when testing introduces advance the ignition timing until the detonation of the first combustion chamber, the determiner 330 adjust the timing when testing can then enter the advance of the ignition timing until the detonation of the second combustion chamber, and so on up until all of a combustion chamber or a certain group of combustion chambers will not be tested.

The analyzer 332 border detonation defines the boundary of detonation for each sub-group of combustion chambers, tested identifier 330 adjust the timing when tested as a function of the magnitude of the lead under test. In one case, the obtained value of timing during testing, resulting in the detonation equal to the boundary of the detonation. If subgroups, test identifier 330 adjust the timing during testing are separate combustion chamber, the analyzer 332 border detonation defines the boundary of detonation for each camera separately. Border detonation to determine the number of subgroups or for all subgroups. Information about the border detonation collect whenever determiner 330 adjust the timing when testing is included in the test mode.

The analyzer 332 border detonation can extract information about robotiker combustion of the combustible mixture, coming into the combustion chamber, from the boundary information of detonation and give the output as information about the border of detonation, and information derived from it. Information and data can be the output of the analyzer 332 border detonation of block 104 of motor control, for example, for use by the operator or in another part of the engine system and/or transmitted to other control elements 334 unit 104 motor control. The analyzer 332 border detonation may also communicate with the identifier 326 working ignition timing to adjust ignition timings depending on the boundaries of detonation.

In some embodiments, the implementation of the analyzer 332 border detonation collects information about the border of detonation for each combustion chamber for a variety of usages of the keys to adjust the timing when tested in the test mode. If the dynamics of the data indicates that the boundaries of detonation of all of the combustion chambers is changed, the analyzer 332 border detonation can conclude that the air-fuel mixture is changed. For example, if the border of detonation for all of the combustion chambers is reduced, the analyzer 332 border detonation can assume that the quality of the fuel flowing into the combustion chamber, is deteriorating. If the border of detonation for all cameras with whom orania increases, the analyzer 332 border detonation can evaluate the quality of the fuel flowing into the combustion chamber as improving. In some embodiments, the implementation of the analyzer 332 border detonation can determine the detonation resistance of the fuel according to the boundary of detonation. The detonation resistance of the fuel can be determined by reference table linking the border of detonation and detonation resistance of the fuel and/or calculated by the formula. As data on the border of detonation and detonation resistance of the fuel can withdraw from the block 104 of motor control for use by the operator, for example, for monitoring the operation of the engine system. In particular, the boundary of detonation can be used to estimate the power output of the engine. Low border of detonation, together with other data, may indicate a high energy density fuel and possible higher engine power output.

In some embodiments of the analyzer 332 border detonation can transmit the signal to the determiner 326 working ignition timing in response to changing boundaries of detonation. For example, if the border of detonation for all of the combustion chambers is reduced, the analyzer 332 border detonation can transmit the signal to the determiner 326 working ignition timing on the input lag in the working ignition timings due to boundary change detonation of the fuel. If the border of detonation for all combustion chambers increases, the analyzer 332 border detonation can transmit the signal to the determiner 326 working ignition timing on the input lead in working ignition timings. The amount of lag or lead, entered into a working ignition timings may be determined depending on the magnitude (maximum, average or otherwise) the boundaries of detonation or detonation resistance of the fuel.

Alone or in combination with signal transmission to the determinant of 326 working ignition timing analyzer 332 border detonation can transmit the signal to other control elements 334 in response to the border of detonation or detonation resistance of the fuel. In some embodiments, the implementation of the analyzer 332 border detonation can transmit the signal to the fuel controller to regulate the amount of fuel entering into one or more combustion chambers. Value adjustments performed by the controller of the fuel supply, may be determined depending on the magnitude of the boundaries of detonation or detonation resistance of the fuel. For example, in the engine, which runs on unsaturated gas mixture (more air or less fuel than the stoichiometric ratio), if the boundary of detonation for all of the combustion chambers will be reduced, the analyzer 332 border detonation which may transmit a signal to the controller controls the fuel supply to reduce the amount of fuel supplied to the combustion chamber. Reducing the amount of fuel flowing into the combustion chamber, when they accept unsaturated combustible mixture, reduces the combustion temperature and reduces the tendency of passing events detonation. For example, for an engine operating at value lambda composition of the fuel mixture, equal 1,64, depletion of the combustible mixture to a value of lambda 1,68 may be sufficient to bring the engine from detonation. In the engine running on fuel mixture close to the stoichiometric if the border of detonation for all of the combustion chambers is reduced, the analyzer 332 border detonation may send a signal to the controller controls the fuel supply to increase the amount of fuel supplied to the combustion chamber, thus reducing the tendency to undergo detonation. In some embodiments, the implementation of the analyzer 332 border detonation may send a signal to the controller of the fuel supply to control the amount of cooled exhaust gas recirculation, depending on the size of the border detonation or detonation resistance of the fuel. For example, if the border detonation exposed to the combustion chambers is reduced, the analyzer 332 border detonation may send a signal to the controller to increase the amount of cooled exhaust gas recirculation in the combustion chambers. The increase in the number of chilled wyhl the Phnom gas recirculation reduces the combustion temperature and reduces the tendency to undergo detonation. In some embodiments, the implementation of the analyzer 332 border detonation may send a signal to the controller, boost turbocharger or supercharger to adjust the pressurization of the engine depending on the size of the border detonation or detonation resistance of the fuel. If the border detonation combustors affected, reduced analyzer 332 border detonation may send a signal to the controller boost of the turbocharger to reduce the charging of the combustion chambers, to get the benefit of increased border detonation or detonation resistance of the fuel. The decrease in the amount of charge supplied to the affected combustion chamber, reduces the tendency to knock. If the boundary layer combustion chambers increases, the analyzer border detonation may send a signal to the boost controller to increase the amount of charge supplied to the combustion chamber to receive the benefit of increased border detonation and detonation resistance of the fuel. If the dynamics of change indicates that the detonation boundary changes at the lower part of the combustion chamber with less intensity than in other parts of the combustion chambers, the analyzer 332 border detonation can conclude that the alteration of the boundaries of detonation exposed to combustion chambers is not caused by a change its the quantity of fuel. Instead, change detonation limits for exposure to combustion chambers indicates a change in themselves exposed to the combustion chambers. For example, accrued soot or ash in the combustion chamber and at other hot sites can lower detonation limit.

Reduced the power of the individual combustion chamber from the bypass air rings and/or leakage of the valves increases detonation border. In some examples, the magnitude of the change detonation boundaries are different for each combustion chamber, because some differences in the combustion chambers, which cause changes detonation border, form various sizes of changes to the various combustion chambers. Accordingly, the analyzer 332 border detonation can transmit the signal to the determiner 326 working synchronization plugs or other devices 334 control to adjust the differences between the combustion chambers. In addition, the analyzer 332 border detonation can distinguish changes detonation of the border, caused by changes in the fuel (noticing the change detonation boundaries are essentially the same for all combustion chambers) and changes detonation of the border, caused by changes in the combustion chambers (noticing the change detonation borders, different compared to the other combustion chambers)and adjust both types of changes.

That is, if the detonation limit for a single combustion chamber or subset of combustion chambers is reduced, the analyzer 332 border detonation can transmit the signal to the determiner 326 working ignition timing to introduce a delay in operating the ignition timings for a single combustion chamber or subset of combustion chambers in addition to any other delay or advance used to correct for changes in the fuel. Similarly, if the detonation limit for a single combustion chamber or subgroups of the combustion chamber rises, the analyzer 332 border detonation can transmit the signal to the determiner 326 working ignition timing to introduce proactive in working ignition timings for a single combustion chamber or subset of combustion chambers in addition to any other delay or advance used to correct for changes in the fuel. Similarly, the analyzer 332 border detonation can transmit the signal to the fuel controller to regulate the amount of fuel supplied to a single combustion chamber or a subset of combustion chambers, and/or the boost controller to adjust the amount of boost applied to a single combustion chamber or a subset of combustion chambers to adjust to changes in combustion chambers that have an impact on the verge of detonation is at.

Individual detonation border of the combustion chambers can be stored in memory or may be analyzed dynamics of their changes, to help identify and cylinder wear. These individual detonation of the boundaries of the combustion chambers can be the output of block 104 of motor control, for example, for reception by the operator and/or use outside of the engine system.

Figure 4 shows in outline the operation of the engine control unit. In operation 410, the engine control unit receives signals indicating one or more state parameters of the engine. As noted above, the state parameters of the engine can in one case to include the angular position of the crankshaft of the engine, the parameter characterizing the torque of the engine (for example, the absolute intake manifold pressure or density in the intake manifold), the input from the knock sensor and more. The engine control unit may also receive signals characterizing additional information, such as the temperature of the inlet air and ambient humidity.

In operation 412, the engine control unit determines a working ignition timings by input of the data taken in operation 410, and the input data taken from additional stages in the method. For example, the control unit of a motor m which may define a working ignition timings, at least partially based on the updated parameters defined for the combustion chambers, tested in operations 416-430 (discussed in more detail below), if such operations were performed. In operation 414, the engine control unit sends signals to the devices, one or more combustion chambers to actuate the igniters for the start of the event ignition according to the working of the ignition timing. If one or more combustion chambers test (operation 416-430), the engine control unit sends signals to the devices, one or more combustion chambers that are not tested. The engine control unit continuously performs the series of operations 412 and 414 during operation of the engine.

If the engine control unit works with the testing of one or more combustion chambers, for example, at specified intervals, at full load or near full engine load, the engine control unit performs operations 412-430. In operation 416, the engine control unit determines the initial testing of the ignition advance for the combustion chambers to be tested. At one time not all of the combustion chamber must be tested, and in one example at a time tested one combustion chamber. Initial testing of the ignition advance can be pre-programmed in the engine control unit, defined in relation to the ignition timing determined in previous testing cycles or defined in a different order. In operation 418, the engine control unit sends signals to the igniters for one or more combustion chambers that are tested to trigger the explosives for the start of the event ignition according to the working of the ignition timing, combined with testing ignition advance. In operation 420, the engine control unit determines whether the registered event of detonation, for example, the data input from the knock sensor. If the event of detonation is not registered, in operation 422, the ignition advance of the test increased to achieve ignition, and in the next cycle of operation of the engine operation 418 and operation 420 are repeated. Operations 418-422 repeated in subsequent cycles of operation of the engine until it is registered the event of detonation. If the event of detonation registered in operation 424 define the boundary of detonation. Operations 416-424 can be repeated for the other combustion chambers, and in one case the operation 416-426 repeated for each of the combustion chambers. Testing of the combustion chamber can be re-tested by repeated operations 416-424.

In operation 426, the data border detonation, certain in operation 24 for each of the tested combustion chambers, assembled and in operation 428, the data border detonation analyzed as described above. In some embodiments of the invention these boundaries detonation to analyze the data output detonation resistance of the fuel. In some embodiments of the invention these boundaries detonation analyze to identify deterioration of the combustion chambers and/or changes in the combustion chamber acting on the boundaries of detonation, and such information may be generated. In operation 430, the updated parameter adjustments of working ignition timing is determined for the tested combustion chambers, as described above, and the updated parameter adjustments passed in an operation 412 for determining the working timing of the ignition.

Described several embodiments of the invention. However, it should be clear that various modifications may be made without departure from the essence and scope of the invention. Accordingly, other embodiments of the invention are within the scope of the following claims.

1. The method of controlling the operation of the internal combustion engine with multiple combustion chambers, namely, that: injected ahead of the curve in the ignition timings of the first subset of combustion chambers from a working ignition timing until you find the event of detonation, due to the military control the operation of the remaining combustion chambers with the working ignition timings; defining the first boundary of the detonation of the first subset of combustion chambers in accordance with a difference between the ignition timings and ignition timings in the event of detonation; enter the advance in the timing of ignition of the second subset of combustion chambers from a working ignition timing until you find the event of detonation, control the operation of the remaining combustion chambers with the working ignition timings; determine the second boundary of the detonation of the second subset of combustion chambers in accordance with a difference between the ignition timings and ignition timings in the event of detonation; and determine the characteristics of the fuel supplied into the combustion chamber, in accordance with the first and second boundaries of detonation.

2. The method according to claim 1, wherein the step of determining the characteristics of the fuel supplied into the combustion chamber, determine the detonation resistance of the fuel.

3. The method according to claim 1, additionally containing a stage at which regulate working ignition timings of the first subset of combustion chambers on the first working ignition timing depending on the boundaries of detonation defined for the first combustion chamber.

4. The method according to claim 1, containing a stage at which regulate working ignition timings of the second subset of combustion chambers on the second working synchronize the ignition depending on the boundaries of detonation, specific to the second combustion chamber.

5. The method according to claim 4, in which the first working ignition timings and the second working ignition timings are different, if the border of detonation for the first subset of combustion chambers and a second subset of combustion chambers is different.

6. The method according to claim 1, wherein the first subgroup is one of the multiple combustion chambers.

7. The method according to claim 1, additionally containing a stage at which regulate the controller of the fuel supply in dependence, at least one of the first and second boundaries of detonation.

8. The method according to claim 7, additionally containing phase, which regulate the controller of the fuel supply to supply less fuel in the first subset of combustion chambers than serves the second subset of combustion chambers, if the first boundary knock is reduced.

9. The method according to claim 7, additionally containing phase, which regulate the boost controller according to at least one of the first and second boundaries of detonation.

10. The method of controlling the operation of the internal combustion engine with multiple combustion chambers, namely, that: (I) to introduce the advance of the ignition timing one combustion chamber of the engine with multiple combustion chambers from a working ignition timing until you find the event of detonation, although the NGOs manage the work of the other combustion chambers with the working ignition timings; (II) define the boundary of the detonation of one combustion chamber; (III) repeating operations (I) and (II) for subsequent combustion chambers, until you define the boundary of detonation for a variety of combustion chambers; and (IV) determine the characteristics of the fuel supplied into the combustion chamber, in accordance with defined borders detonation.

11. The method according to claim 10, further comprising stages, in which: repeating operations (I) and (III) many times; determine from the difference data of the boundaries of detonation, at least between the first set of combustion chambers and other multiple combustion chambers through a lot of times that at least part of the boundary change detonation of the first combustion chamber is subject to change in the first combustion chamber.

12. The method according to claim 11, further containing a stage at which regulate working ignition timings of the first combustion chamber based on changes in the boundaries of detonation.

13. The method according to claim 11, further containing a stage at which regulate at least one of the following: the amount of fuel supplied to the first combustion chamber, and the amount of charge supplied to the first combustion chamber, depending on changes in the boundaries of detonation.

14. The method according to claim 11, further containing a phase in which data is gathered on the border of detonation on the basis that repeatedly repeating operations (I)-(II) and display the collected data boundaries detonation, correlated with combustion chambers.

15. The method according to claim 10, in which at the stage of determining the characteristics of the fuel supplied into the combustion chamber, determine the detonation resistance of the fuel.

16. The method according to claim 10, further containing phase, which receive the output information describing the boundary of detonation.

17. The method according to claim 10, in which repeating operations (I) and (II) for subsequent combustion chambers, until you define the boundaries of detonation for multiple combustion chambers, thus repeating operations (I) and (II)until you define the boundaries of detonation for all combustion chambers.

18. The control system of the internal combustion engine with multiple combustion chambers, containing a processor, configured to perform operations, comprising: input timing in the timing of ignition of the first subset of combustion chambers from a working ignition timing until you find the event of detonation with the simultaneous management of the remaining combustion chambers with the working ignition timings; determining the first boundary of the detonation of the first subset of combustion chambers in accordance with a difference between the ignition timings and ignition timings in the event of detonation; implementation timing in the timing of ignition of the second subset of combustion chambers from a working synchronization saiga the Oia, until you find the event of detonation with the simultaneous management of the remaining combustion chambers with the working ignition timings; defining a second boundary of the detonation of the second subset of combustion chambers in accordance with a difference between the ignition timings and ignition timings in the event of detonation; and determining characteristics of the fuel supplied into the combustion chamber in accordance with the first and second boundaries of detonation.

19. System p, in which the processor is made with the additional ability to perform operations, the definition of the knock resistance of the fuel supplied into the combustion chamber.

20. System p, in which the processor is made with additional transactions containing the adjustment of the ignition timing of the first subset of combustion chambers on the first working ignition timing depending on the boundaries of detonation defined for the first combustion chamber.



 

Same patents:

FIELD: mechanical engineering; internal combustion engines.

SUBSTANCE: invention is aimed at increasing efficiency of discrimination of signals caused by knocking in internal combustion engine from signals caused by other noises in engine. Method is implemented by means of at least one detonation combustion sensor and signal processing unit installed after detonation combustion sensor and provided with at least one comparator. Output signal from detonation combustion sensor is compared after processing by comparator with variable reference value of level formed basing on preceding output signals of said combustion detonation sensor. Reference value of level passes into comparator through low-pass filter, and comparator indicates presence or absence of knocking basing on results of comparing. Tracking of reference value of level or calculation of value of input signal of low-pass filter are carried out at least by two different methods. Method is chosen depending on presence or absence of dynamic mode of engine operation.

EFFECT: improved efficiency of discrimination of signals caused by knocking.

5 cl, 6 dwg

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

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

The invention relates to a method of job control ignition values in the internal combustion engine is in the acceleration mode

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

FIELD: engine engineering.

SUBSTANCE: invention relates to engine engineering, particularly to fuel instrumentation in internal combustion engines control and adjustment. Fuel supply control method provides for fuel supply controlling according to request signal and limiting to a maximum allowable value in order to avoid undesirable operational conditions. Maximum allowable value of fuel supply is changed in time according to the measured parametres and in accordance with change of engine operation parametre passing through the low frequencies filter. The internal combustion engine control device includes regulator responding to a request signal and feedback signal to generate fuel request signal, fuel limiter responsible for engine performance parametres to enable adaptive fuel limitation. The fuel limiter contains low frequency filter being responsive to engine performance parametre signal in order to generate filtered signal. The above mentioned control device also includes multiplier being responsive to the filtered signal and maximum power level signal in order to generate fuel supply limiting signal. The controller is also available in the device, which responds to an adaptive limitation of fuel supply and fuel request for fuel supply control.

EFFECT: prevention of both engine overloading and engine units failure.

10 cl, 7 dwg

FIELD: engines and pumps.

SUBSTANCE: invention makes it possible to create control device for internal combustion engine that injects fuel with application of single or both flat mechanisms of fuel injection for injection of fuel into inlet pipeline, which is able to solve the problem related to combination of burning in layerwise distribution of charge and uniform burning, and is also able to solve the problem related to uniform burning in engine with direct injection. Control device for internal combustion engine has the first mechanism of fuel injection for injection of fuel into cylinder and the second mechanism of fuel injection for fuel injection into inlet pipeline and comprises definition unit for definition of the fact that internal combustion engine is in condition of normal operation, and not in condition of idle running. Control unit for control of the first and the second mechanisms of fuel injection is based on information related to working condition of internal combustion engine so that only uniform burning is realised, when it is defined that internal combustion engine is running in normal operation condition. Mentioned information represents information about the fact that the first mechanism of fuel injection has ratio of fuel injection that increases as engine speed moves to preset high range. Control device for internal combustion engine having the first facility of fuel injection for fuel injection into cylinder and the second facility of fuel injection for fuel injection into inlet pipeline comprises definition facility for definition of the fact that internal combustion engine is in condition of normal operation, and not in idle running condition, and control facility for control of the first and second facilities of fuel injection on the basis of information related to working condition of internal combustion engine, so that uniform burning is realised only when it is defined that internal combustion engine is in normal operation condition. Mentioned information represents information about the fact that the first facility of fuel injection has ratio of fuel injection that increases as engine speed moves to specified high range.

EFFECT: improved performance characteristics of device.

18 cl, 4 dwg

FIELD: engines and pumps.

SUBSTANCE: invention relates to engine production, in particular, to ICE control systems. The proposed ICE control device comprises a set of fuel injection mechanisms including one first fuel injection mechanism to inject fuel into the cylinder and one second mechanism to inject fuel into inlet manifold. Note that every cylinder is furnished with the aforesaid set of mechanisms. The proposed device incorporates also a controller to exercise control over the said first and second fuel injectors and to distribute the injected amount in compliance with the ICE specs, and the ICE temperature detector. The said controller computes the change in the amount of fuel to be injected by the aforesaid first and second fuel injection mechanisms with the idling engine and corrects the aforesaid amount allowing for computed change. There are several versions of the device embodiment described by the formulae enclosed.

EFFECT: ICE control device accurately defining amounts of fuel to be injected for cold and warmed up engine states.

18 cl, 10 dwg

FIELD: engines and pumps.

SUBSTANCE: invention relates to ICE application in various machines incorporating an electromechanical transmission. The proposed method of stabilising the ICE minimum specific fuel rate by automatically adjusting the ICE operating conditions via a feedback circuit connected to the electromechanical transmission components consists in presetting the engine shaft rpm corresponding to the minimum specific fuel consumption, measuring the said shaft rpm variation at varying outer moment of resistance, comparing the resulted value with the preset one, amplifying the difference signal and feeding it to the AC generator excitation current control circuit input to make the aforesaid moment to comply with that developed by ICE. Note that at the same time, the electric power accumulator output voltage is measured and compared with two preset levels. Given any departure from the aforesaid preset levels, a signal is generated to cut off the ICE in case the voltage exceeds the preset level, or to cut in the ICE in case the measured voltage is lower than the preset one that allows operating the ICE in intermittent service.

EFFECT: stabilisation of minimum specific fuel rate and optimisation of ICE operating conditions at varying electromechanical transmission engine loads, simpler ICE design.

2 cl, 2 dwg

FIELD: mechanical engineering; diesel engines.

SUBSTANCE: invention relates to fuel injection control devices of diesel engines. Proposed unit injector control device contains time relay, group of NAND gates connected by inputs to control input of circuit. Outputs of NAND gates are connected to input of powerful transistor switches whose outputs are connected to outputs of electromagnet coil. Two time relays and group of NAND gates are connected by inputs to control input of circuit. Outputs of NAND gates are connected to inputs of powerful transistor switches which form bridge circuit for connecting coil of electromagnet to form forcing and demagnetizing pulses of current. One lead of coil is connected through powerful switch, diode and differentiating RC-circuit connected in parallel and ballast resistor to minus pole of storage battery. Second lead of coil is connected through powerful switch and arm of bridge to plus pole of battery connected to bridge supply diagonal to form holding pulse.

EFFECT: simplified design, increased reliability and improved design of nozzle valve.

3 dwg

FIELD: mechanical engineering; internal combustion engines.

SUBSTANCE: invention relates to fuel injection system of diesel engines. Proposed fuel injection system of multifuel diesel engine with drainless fuel feed has nozzle with space over needle communicating with underneedle space through channel in which bypass valve is installed, and high-pressure pipe with plunger pump. System includes additionally fuel pressure drop spool in high-pressure pipeline and valve to make up high-pressure pipeline with fuel. System contains also device to control fuel pressure drop spool and make-up valve, high-pressure accumulator, springless bypass ball valve to let fuel out of space accommodating spring of nozzle needle.

EFFECT: increased power, economy and reliability of engine in operation, reduced toxicity of exhaust gases.

2 dwg

FIELD: transport engineering; internal combustion engines.

SUBSTANCE: according to proposed method of control of internal combustion engine, mainly, transport internal combustion engines, air is fed into combustion chamber by means of throttle device, mainly, throttle valve. Leaned-out fuel-air mixture is delivered into combustion chamber through fuel evaporation control system. First of all, amount of fuel delivered through fuel evaporation control system is determined and depending on amount of fuel in leaned-out fuel-air mixture and total amount of injected fuel, amount of additionally inject fuel by means of valve-type nozzle at first mode at intake stroke and at second mode, at compression stroke, is determined. At second mode, either additional amount of fuel for injecting leaned-out fuel-air mixture is injected into combustion chamber and ignited by spark plug, or if leaned-out fuel-air mixture is capable of igniting from spark of spark plug, no additional fuel is injected into combustion chamber. To implement the method, use is made of internal combustion engine with control unit including control element, mainly, flash memory.

EFFECT: provision of minimum possible consumption of fuel and minimum discharge of noncombusted fuel into ambient medium.

7 cl, 1 dwg

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 engine and can be used to control the internal combustion engine with raspredelennym sequential fuel injection and spark ignition

The invention relates to engine, in particular to methods and devices for controlling operation of the internal combustion engine (ice) with direct injection of gasoline

FIELD: engines and pumps.

SUBSTANCE: internal combustion engine (ICE) control device consists in controlling variable calculation device and drive control device. Controlling variable calculation device calculates many controlling variables that help to control energy generated by ICE. Drive control device influences controls of many executive mechanisms on the base of many controlling variables. Controlling variable calculation device includes required value calculation device that refers to ICE (61) energy, ICE (62) emission, heat losses at ICE (63) cooling and required values summing device (64). Required values summing device summarises every required value to define required summed value. Controlling variables also can be intake air quantity and ignition timing. Controlling variable calculation device can additionally include calculation means of supplied fuel quantity, intake air quantity, ignition timing (67), exhaust gas energy estimation (70) devices, second ignition timing device (68) and corrective device (69).

EFFECT: creation of ICE control device that allows realisation of many functions.

6 cl, 11 dwg

FIELD: engines and pumps.

SUBSTANCE: proposed system comprises filter 13 to entrap solid particles and catalyst neutraliser 11, 12. System is arranged so that, in changing over to engine operation conditions whereat amount of sucked in air (GA) is smaller during secondary injection and amount of fuel injected during secondary injection decreases to decrease amount of fuel that sticks to cylinder inner walls, thus, limiting oil thinning by fuel, fuel being intended for lubing ICE 1. Secondary injection is not interrupted but volume of secondary injection is decreased. Therefore, when frequent changing from smaller amount of sucked-in air to larger amount of sucked-in air and visa versa, filter temperature does not decrease notably in changing to smaller amount of sucked-in air. Then changing to larger amount of sucked-in air, increasing filter temperature to degree required for combustion of solid particles does not required much time.

EFFECT: reduced time filter regeneration.

7 cl, 9 dwg

FIELD: engines and pumps.

SUBSTANCE: proposed method relates to engines that convert carbon fuel oxidation energy into mechanical or electrical power. It consists in that the power transmission shaft preset rpm control is effected via compensation of excess or insufficient braking moment by adjusting preset ballast fraction of braking moment.

EFFECT: higher efficiency.

2 cl, 2 dwg

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