Method and device for monitoring ice control unit
FIELD: engines and pumps.
SUBSTANCE: in testing ICE 3 operating conditions parameters of fuel 9 injection into engine cylinders are generated proceeding from required torque. Said parameters are used to estimate ICE actual torque Mist. For testing normal operating conditions of engine control unit actual torque Mist is analysed depending upon required torque.
EFFECT: control over engine functions irrespective of built-in multi-parameters performances.
8 cl, 3 dwg
The technical field to which the invention relates.
The present invention relates to a method and device for controlling a control unit of the internal combustion engine.
The level of technology
To control the correct functioning of the engine control unit issuing the parameters of injection into the cylinders to regulate the torque of the internal combustion engine, particularly a diesel engine, still provided a separate control device. A separate control unit on the basis of the granted input quantities, such as the desired torque specified by the driver or calculated by the control system, regardless of the engine control unit also calculates the injection parameters. On the basis of the control signals issued by the control unit of the engine on the valve nozzle, the engine control unit determines the injection parameters underlying motor control, and these parameters appropriately compared with the injection parameters, calculated in the control device. Depending on the result of the comparison set, does it work the engine control unit correctly or not.
To determine the injection parameters in the engine control unit, typically used from a few hundred to bore the channels at thousands of parameters and multivariate characteristics, stored in the memory of the engine control unit. Therefore, such multiparameter characteristics need to be put in the control device, so that it can similarly calculate the corresponding parameters of the injection. This corresponds to the amount of memory required in the control device. In addition, depending on the engine type multiparameter features in the engine control unit are adjusted according to the desirable qualities of the internal combustion engine according to the individual wishes of the customers, therefore, the control device is necessary, as the engine control unit, as appropriate to program or to provide access to the multivariate characteristics of any other way to determine the injection parameters to control the correct functioning of the engine control unit.
Therefore the implementation of such systems requires that the engine control unit and control unit are properly coordinated, but that means additional costs for implementing the control device for engine control unit.
Disclosure of inventions
Therefore, the present invention is the task of developing ways of controlling the engine control unit or control the CSOs device for engine control unit, implementing a control function that can be used independently implemented in the engine control unit multiparameter characteristics.
This problem is solved in the method of control of the engine control unit described in paragraph 1 of the claims, as well as in the control system engine control system in accordance with another independent claim.
Preferred embodiments of the invention are disclosed in dependent claims.
The first object of the invention is a method of verifying the correct functioning of the control unit of the internal combustion engine. Proposed in the invention the method is characterized by the fact that form the injection parameters are used to control injection of fuel into the cylinders of the internal combustion engine on the basis of subject realization of torque, evaluate the actual torque of the internal combustion engine depending on the injection parameters and to verify the correct functioning of the engine control unit analyzes the actual torque depending on the subject of implementation of torque.
The idea of the above method is to determine the actual torque on the basis of injection parameters, through the Yu controlling the engine. As the injection parameters can be taken, for example, the duration of injection, the amount of injected fuel and/or characteristic of the injection. Using the thus obtained estimated actual moment determine the correct operation of the engine control unit by analyzing the estimated actual torque relative to the subject realization of torque. Reverse calculation of the expected actual torque based on the injection parameters, which are used for motor control, irrespective incorporated in the engine control unit multiparameter characteristics and is only issued on the basis of injection parameters, as well as specific for the respective engine type multiparameter characteristics or characteristics, previously created by training. This is possible because the control unit engine control accuracy requirements are low, because through such control it is necessary to recognize and limit dangerous condition that occurs only in the lower part of the region of partial loads due to acceleration of the engine due to spam too high indicator of torque. The proposed method has the advantage that the engine control unit Khujand is elopment of the issuance of functional information, need for continuous control, and such control is not required to adjust depending on engine operating specific client that allows you to reduce the cost of implementing control functions of the engine.
The invention is based on the assumption that the injection efficiency mainly depends on the angle, i.e. the angular position of the crankshaft, the middle of the injection process, which allows to estimate developed by the internal combustion engine aggregate, or total, torque on developing individual cylinders private torques. When talking about efficiency indicator several different types of internal combustion engines, large differences between them cannot be detected, because the movement of the piston is determined by the rotational motion and therefore the characteristic of the change of angular velocity is always the same. Therefore, the achievable accuracy is in direct correlation with the costs that need to be taken to adapt the control device applied to the internal combustion engine. Thus, at low accuracy requirements can be simple multivariate characteristics with a small number of anchor points, and the values were not reflected in the multiparameter characterization, to determine by interpolation.
In one of the options, the ants the invention, the actual torque can be estimated, determining, based on the settings of the injection duration of the injection for each cylinder, and depending on the duration of injection and efficiency of the cylinder define develop each cylinder private torque and on the basis of private torques assess the actual torque of the internal combustion engine.
Efficiency can be defined depending on the average angle of injection, which corresponds to the middle of the angular interval between the start and end of injection.
Next, with the duration of injection can determine the amount of injected fuel, and based on the amount of injected fuel and efficiency determine the appropriate private torque.
You can also consider the possibility of adjusting the quantity of injected fuel through amendments to the pressure wave propagation (in the power systems of the type Common-Rail, are equipped with a battery fuel high pressure) or on the profile of the Cam shaft (in systems with pump-injector).
Further, when the analysis of the actual torque errors may be established if the actual torque was outside the scope of permissible deviations from the subject to the implementation of torque.
In another embodiment, from which retene the injection parameters can be used as control signals for the control valve of the injector cylinder.
Another object of the invention is a monitoring device for checking the correct functioning of the control unit of the internal combustion engine. The control device has an interface for receiving injection parameters, which control the injection of fuel into the cylinders of the internal combustion engine depending on the subject of implementation of torque, the evaluation unit is designed to assess the actual torque of the internal combustion engine depending on the injection parameters, and the unit of analysis designed to analyze the actual torque depending on the subject of implementation of torque in order to check the correct functioning of the engine control unit.
The invention may also be embodied in a computer program containing program code, when run in the processing unit is one of the methods described above.
Brief description of drawings
Preferred embodiments of the invention are explained below with reference to the accompanying drawings on which is shown:
figure 1 - system control operation of the control unit of the internal combustion engine in one of the embodiments of the invention,
figure 2 - block diagram explaining before agemy in the invention method,
figure 3 - functional diagram of evaluation of the actual torque of the internal combustion engine on the basis of the injection parameters.
The implementation of the invention
Figure 1 shows a block diagram of a control system in accordance with one embodiments of the present invention. The system 1 generally includes a control unit 2 for controlling the motor 3 internal combustion engines. Engine 3 internal combustion represents, for example, a diesel engine, working with the job of injection parameters, in particular the moment of injection, duration of injection, as well as characteristics of the injection on the control signals S generated by the unit 2 motor control. For this purpose, the unit 2 control engine delivers the control signals S in the final stage 4, which is in accordance with the control signal S controls the valve nozzles 5 of the cylinder 7.
Valve nozzle 5 can be opened to allow the fuel-air mixture from the battery 6 to the high pressure, also called the fuel rail (camera for the preparation of the fuel-air mixture under high pressure in the corresponding cylinder 7. The control signals S unit 2 motor control are the commands to implement in the engine 3 internal combustion asked to block 2 of the engine control torques Soll.
Unit 2 motor control associated with the control device 10, which preferably operates independently of unit 2 motor control and should monitor the functioning of the unit 2 motor control, as shown in the block diagram in figure 2. In another embodiment, the control device can be implemented also in block 2 of the engine control, for example in the form of a microcontroller. The control device 10 is connected to block 2 of the engine control with the possibility of reception (step S1) via the interface 11 of the control signal S generated by unit 2 motor control. The control signals S determine the duration of injection, the amount of injected fuel and the injection characteristic. The control device 10 analyzes the control signals S in block 12 of the analysis are described below (step S2) and then receives information about the specified torque MSollwho should develop the engine 3 internal combustion team unit 2 motor control. The engine control unit determines to be implemented torque M, for example, in the relevant regulator that by analyzing (step S3), for example by comparing the subject to the implementation of the torque M obtained in the evaluation unit 13 assessment of the actual torque Mistengine 3 internal CDF is Denmark, to determine whether the unit 2 control the engine properly. In another case, the unit 2 control engine may transmit the control device 10 information subject realization of torque, with which compare the actual torque.
Estimated actual torque Mistcan be analyzed with respect to the desired subject to the implementation of the torque M by checking whether the actual torque Mistwithin the scope of permissible deviations from the subject to the implementation of the torque M, for example within ±10%. In accordance with the analysis result of the control unit 10 displays in block 2 of the engine control signal R of the test in order to, for example, to activate emergency mode, whereby, for example, the limited torque of the engine and/or issued by the fault.
Instead of the control signals in the control device 10 may also be filed data injection parameters, before they are converted into corresponding control signals in block 2 of the engine control.
Assessment of the actual torque Mistengine 3 internal combustion engines on the control signals is based on the assumption that the efficiency of injection, but the value is t, and develop private torque, mainly depends on the mean angle of injection, which allows to calculate the appropriate torque for each injection in the cylinder 7. The total torque is the sum of private torques of the individual cylinders 7.
Shown in figure 1 musculoskeletal system 1 way to check the correct functioning of the engine control unit is implemented in accordance with the functional diagram in figure 3. In this first pressure PCRin the battery 6 to the high pressure and the duration TEINone of the control signals using the first multiparameter characteristics K1 to determine the number of mEthe injected fuel in the cylinder 7 applies this control signal, not adjusted for the pressure wave propagation. When using fuel equipment of another type, for example a system with pump-injector, for injecting fuel into the cylinders 7 can instead of the pressure pCRto use the frequency n of the motor, as in this case, the number of mEthe injected fuel is approximately proportional to engine speed.
The number of mEthe injected fuel, together with information about the duration ΔtEthe time interval between the current injection and the previous the injection is injected in the second multivariate characteristic K2, so if system with high-pressure accumulator) to obtain the coefficient FDWamendments to the pressure wave propagation. (In the case of systems with pump-injector because of the differences in the profiles of the Cams of camshafts instead used a correction factor depending on the angle of rotation of the crankshaft.) The amendment to the pressure wave propagation is introduced into the first multiplying element M1. In the first multiplying the link Ml unadjusted number of mEthe injected fuel is multiplied by a factor FDWamendments to the pressure wave propagation and receive the adjusted number of mE' the injected fuel.
Next, on the basis of the angle at the moment of opening of the valve nozzle and angle at the time of closing the valve of the nozzle determines the angle of injection in the middle of the injection, according to the following formula:
φM=φ (start control signal + open)+φ (late control signal + closing)/2.
The beginning of the control signal corresponds to the time when the corresponding control signal S gives a command for opening the valve of the injector. Similarly, the end of the control signal corresponds to the time when the corresponding control signal S gives the command to close the valve nozzle. Opening and closing times correspond to the time sapas is ivania, during which the valve nozzle responsive to the corresponding control signal.
Angle φMinjection in the middle of the injection and rotational speed n of the engine 3 internal combustion engines using a third characteristic K3 determine the efficiency (FWeach cylinder 7. In the second multiplies the level 2 efficiency FWmultiplied by the number of cylinders NZYLin order not to change the third multivariate characteristic K3 with a different number of cylinders, but when the same valve injector, or injectors. Third multiparameter characterization of K3 can be selected in accordance with the type of engine, taking into account the peculiarities caused by the geometry and type of engine.
If you want to improve the accuracy of evaluation of the actual torque in the case of evaluation on the basis of the control signals, the third multiparameter characterization of K3 can be built for each instance of the engine 3 internal combustion engines, which will eventually be used to control the device 10, through training of the control device. In this learning process to be implemented torque M and the control signals S are correlated with each other and this relationship is expressed as the multivariate characteristics.
With less the same requirements for accuracy in multiparameter characterization can provide a constant Zn is an increase, for example 1.5 N·m/(mg/cycle).
The result of FW' multiplying the number of NZYLcylinder efficiency FWmultiply the third multiplying the level of the M3 on the adjusted number of mE' injected fuel, thus obtaining private torque for each injection cycle (for each cylinder). Private torques retain in the sum S with the number of memory cells for private torques corresponding to the number of NZYLthe cylinders. Summarizing field's continually adds maintain it private torques and outputs their sum in the form of evaluation of the actual torque Mist.
It may be possible indication of the determined estimate of the actual torque Mistby connecting to the control device 10 of the display, not shown. By dividing the actual torque Miston the subject of implementation of the torque M can generate a coefficient indicating whether the redundant calculation of torque in the corresponding operating point is above or below subject to the implementation of the torque M
The advantage of the above method is that the control block 2 of the engine control can be performed without the need for the implementation of multivariate characteristics b the eye 2 of motor control in the control device 10.
Characteristic efficiency, i.e. the third characteristic K3, can be built so that at all angles of injection in the middle of the injection, pre-set to 10° before top dead center, it showed optimal efficiency, for example 1.5 N·m/(mg/cycle), and from this value, and, for example, up to 90° after the upper dead point, linearly decreasing to 0 N·m/(mg/ cycle).
When implementing the monitoring device 10 second characteristic K2 may first neutral to give 1 as a coefficient and adjusted accordingly at the subsequent adaptation to implement the amendment to the pressure wave propagation. Such adaptation is carried out in accordance with the desired precision of the estimate of engine torque during training or during operation of the engine 3 internal combustion engines.
1. The way to test the correct functioning of the engine control unit (3) internal combustion engines, characterized in that to form the injection parameters are used to control injection of fuel into the cylinders (7) of the motor (3) internal combustion, on the basis of subject realization of torque, evaluate the actual torque (Mist) engine (3) of the internal combustion depending on the injection parameters and to verify the correct functioning of the engine control unit of analysis is irout actual torque (M istdepending on subject to the implementation of torque.
2. The method according to claim 1, characterized in that the actual torque estimate, determining on the basis of parameters of the injection duration of the injection for each cylinder, and depending on the duration of injection and efficiency of the cylinder (7) determine develop each cylinder (7) private torque and on the basis of private torques assess the actual torque (Mist) engine (3) internal combustion engines.
3. The method according to claim 2, wherein the efficiency is determined from the average angle of injection, which corresponds to the middle of the angular interval between the start and end of injection.
4. The method according to claim 2 or 3, characterized in that using the duration of the injection to determine the number of injected fuel, and based on the amount of injected fuel and efficiency determine the appropriate private torque.
5. The method according to claim 4, characterized in that the quantity of injected fuel is adjusted using the correction for pressure wave propagation or on the Cam profile.
6. The method according to one of claims 1 to 3, characterized in that in the analysis of the actual torque (Mist) an error set if the actual torque (Mist) appeared before the Lamy area of permissible deviations from the subject to the implementation of torque.
7. The method according to one of claims 1 to 3, characterized in that the injection parameters are used as control signals for the control valve injector cylinder (7).
8. The control device (10) for checking the correct functioning of the engine control unit (3) internal combustion engines, containing
interface (11) for receiving injection parameters, which control the injection of fuel into the cylinders (7) of the motor (3) of the internal combustion depending on the subject of implementation of torque
and evaluation unit (13), designed to assess the actual torque (Mist) of the internal combustion engine depending on the injection parameters,
block (12) analysis designed to analyze the actual torque (Mistdepending on subject to the implementation of torque in order to check the correct functioning of the engine control unit.
FIELD: engines and pumps.
SUBSTANCE: at least, three vibration detectors are installed in axis of pump unit electric drive to estimate conditions of foundation. First, frequency first harmonic of foundation intrinsic vibrations is determined. Simultaneously, amplitudes of foundation horizontal vibrations are measured in said frequency to be compared to tolerable value A0tol. In case current amplitude at ith point exceed said A0tol.value and observed are conditions A0i-1<A0i>A0i+1, where A0i and A0i+1 are amplitudes of foundation horizontal vibrations in adjacent i-1 and i+1 measurement points, electric drive is switched off. In area between ith and i-1 measurement points and between ith and i+1 measurement points foundation body is checked for defects, damages and cracks to estimate state of foundation and safety of its further operation or necessity in repair.
EFFECT: safe operation, timely prevention of failures.
8 cl, 3 dwg
FIELD: engines and pumps.
SUBSTANCE: at vibration diagnostics and forecasting of sudden failure as a result of damage to an inter-rotor bearing of the turbine jet engine containing two rotors and one inter-rotor bearing, vibrosignals of vibrospeed and/or vibroacceleration, which are installed at points of the engine housing, informative relative to the state of inter-rotor baring, are transformed to informative vibrosignals. Values showing correlation of informative vibrosignals and threshold values at diagnostics frequencies are calculated at diagnostics frequencies. During the calculation process, conversion of vibrosignals is performed to a spectrum by means of Fourier transformation; maximum values are extracted in it by means of spectrum analysis at diagnostics frequencies in the form of combination rotation frequencies of rotors and/or divisible by rotor rotation frequencies, each of which corresponds to one of the variety in relation to threshold values. The invention also refers to a carrier for performance of the method described in 1.
EFFECT: reduction of risk of sudden failure of the engine due to forecast failure of an inter-rotor bearing.
7 cl, 4 dwg
FIELD: engines and pumps.
SUBSTANCE: test methods of gas-turbine engines (GTE) are described in the group of inventions. When performing test steps, alternation of modes is performed, which exceed as to duration the programmed flight time; at that, typical flight cycles are being pre-formed, on the basis of which damageability of the most loaded parts is determined. The required number of loading cycles during the test is determined based on the above. Full scope of tests is formed, including a quick change of cycles in the complete register from quick selection of maximum or full augmented power mode till complete stop of the engine, and then, representative cycle of continuous operation with multiple alteration of modes in the whole working spectrum with various span of range of the mode change, which exceeds the flight time at least by 5 times. Quick selection of maximum or augmented power mode in some part of the test cycle is performed at the rate of acceleration and discharge.
EFFECT: development of aircraft gas-turbine engines, their test methods, adjustments, pilot and industrial production and operation with increased reliability of test results at any of the steps from pilot and industrial specimen to industrial production.
FIELD: engines and pumps.
SUBSTANCE: diagnostics method of a gas distributing mechanism of an internal combustion engine consists in measurement of an angular movement of a crankshaft of the engine till the moment of opening of an inlet valve of the first support cylinder till the moment of the shaft position corresponding to upper dead point of a piston of the support cylinder. Measurement of angular movement of the crankshaft is carried out by means of an angular movement sensor converting an angular movement of the shaft to electric signals transmitted through a selection unit and a commutator to a digital counter. The valve opening moment and the shaft position corresponding to upper dead point of the cylinder piston are determined by means of sensors, the electric signals of which are also supplied to the selection unit and the commutator controlling the beginning and the end of measurement of angular movement of the crankshaft. As per readings of the counter, a digital value of turning angle of the crankshaft is determined, and by comparing that value to the digital value of the requirement of the design documentation for the gas distributing mechanism, its state is determined. Device for the method's implementation has been described.
EFFECT: higher measurement accuracy.
4 cl, 1 dwg
FIELD: engines and pumps.
SUBSTANCE: group of inventions presents the methods for gas turbine engine (GTE) testing. The test is done with measurement of engine operation parameters at different modes within programmed range of flight modes for certain engine series and bringing the obtained parameters to standard atmospheric conditions regarding the changing of working body properties and geometrical characteristics of air-gas channel at atmospheric conditions measuring. For this purpose there preliminary is created and corrected the engine mathematical model by the results of tests of sufficient engine number, which helps to define engine parameters at standard atmospheric conditions and different temperatures within accepted program. Parameters' actual values are referred to the standard ones, correction coefficients to measured parameters are calculated. The calculation of the latter is done by multiplying the measured values by the deviation of actual value from the norm regarding the correction coefficients. The developed test versions can be used at finishing, pilot and industrial, serial production and at the stage of aircraft engine operation, including after haul and providing more correct bringing of engine parameters obtained by experiment regarding the accepted engine control programs to parameters corresponding to the standard atmospheric conditions and increasing the representation of test results for complete range of flight cycles of engine operation.
EFFECT: increase of reliability results of defining the most important engine operation parameters in wide range of temperature climatic conditions at reduction of labour intensity and energy consumption and maintaining engine service life at testing.
FIELD: aircraft engineering.
SUBSTANCE: before firing test in gang with solid-propellant rocket engine, nozzle or elastic support hinge defining axial strain of nozzle moving part, are subjected to pressure varying in the range of pressure variation in engine combustion chamber at bench fire test to measure moving part axial yield. Said axial yield is used to define nozzle turn angle caused by said yield. Then, at zero pressure ahead of the nozzle, it is driven from zero angle to maximum angle to measure travel of drive rod, force in drive kinematics and nozzle angle. Measured values are used to define additional change in nozzle turn angle caused by play as drive travel at zero force and actual yield of structural elements as relationship between the difference between design angle for absolutely stiff kinematics and measured angle and measured force. Now, at fire test, obtained results of measurements are used to define nozzle turn angle with due allowance for yield, play and structure compliance.
EFFECT: higher accuracy.
FIELD: engines and pumps.
SUBSTANCE: group of inventions describes test method of GTE for gas dynamic stability by means of the developed inlet aerodynamic device provided with a retractable intercepter and a graduated scale with fixation of boundary and intermediate positions in the air flow with various degree of aerodynamic shading and disturbance of the flow in full range of 0 to 100%. The developed versions of experimental evaluation of gas dynamic stability have been used during pilot, pilot-industrial and batch production and at the stage of operation of aircraft engines and improve evaluation reliability of gas dynamic stability, determination of the boundaries of the engine transition to surging, and safety margin of 2-5% of the critical value is set.
EFFECT: use of the group of inventions opens new possibilities of conducting tests for gas dynamic stability both at the stage of production and adjustment of a test specimen of the engine, and at the stage of performance of proof test immediately at industrial production and operation of engines, including after the overhaul with the test effectiveness providing the best quality of the engine at all stages.
15 cl, 2 dwg
FIELD: engines and pumps.
SUBSTANCE: test methods of jet-turbine engines (JTE) are described in the group of inventions. When performing the test steps, alteration of the modes, which exceed as to duration the programmed flight time, is performed. Typical flight cycles are formed, based on which damageability of the most loaded parts is determined as per the programme. The required number of loading cycles during the test is determined. Full scope of tests is formed, including a quick change of cycles in the complete register from quick selection of maximum or full augmented power mode of the engine, and then, representative cycle of continuous operation with multiple alteration of modes in the whole working spectrum with various span of range of the mode change, which exceeds the flight time at least by 5-6 times. Quick selection of maximum or augmented power mode in some part of the test cycle is performed at the rate of acceleration and discharge.
EFFECT: development of test methods of aircraft jet-turbine engines with improved reliability of test results at any of the steps from an experimental-industrial specimen to industrial production and flight operation of aircraft engines.
SUBSTANCE: method for determining the technical state of domestic refrigerating equipment is described, which involves measurement of temperatures in its compartments, measurement of time of the compressor operation, in which the technical state of domestic refrigerating equipment is evaluated as per the speed of temperature decrease in its compartments at the specified time interval of the compressor operation or as per the time interval from actuation till the specified temperature value is achieved in compartments.
EFFECT: providing independent process for determination of the technical state of domestic refrigerating equipment; improving evaluation reliability.
FIELD: engines and pumps.
SUBSTANCE: invention relates to ICE servicing, particularly, to diagnostics of ICEs. Proposed method consists in measuring full vacuum pressure Pfv and engine compression Pc for, at least, one cylinder of tested ICE before and after decoking. Obtained values are compared. If said values differ not more than by 10% residual life is defined. For this, basic graphical dependence of variation of Pfv upon Pc is plotted and dependence of sleeve assembly consumed life associated therewith. Pfv and Pc values measured in the last dry starting are plotted on said curve. Position of said plotted points relative to basic graphical plot is used to define residual life of sleeve assembly for at least one cylinder.
EFFECT: fast determination.
4 cl, 1 dwg, 1 tbl
FIELD: electrical engineering.
SUBSTANCE: invention relates to a measurement device, comprising the following components: radio frequency ignition power supply circuit (2) containing a transformer (T) the secondary winding whereof (LN) is connected to at least of resonator (1) having resonance frequency in excess of 1 MHz and containing two electrodes (11, 12) designed so that to enable spark generation when an ignition command is given; measuring capacitor (Cmesure) placed in series between the secondary winding and the resonator; circuit (DIFF) for measurement of current (Iion) of gases ionisation during burning inside a cylinder of the internal-combustion engine linked to the resonator. The said measurement circuit is connected to the measuring capacitor contacts and/or - circuit (RED) for measurement of voltage (Vout) on the resonator electrodes contacts when an ignition command is given. The circuit is connected to the measuring capacitor contacts.
EFFECT: possibility of simultaneous measurement of ionisation current and voltage.
8 cl, 4 dwg
FIELD: engines and pumps.
SUBSTANCE: proposed device comprises voltage generator 5 and ignition unit 9 including ignition plug 4 and switch 7 arranged between plug feed terminal and generator output. Switch 7 allows connecting voltage generator output with said ignition plug 4 in response to command signal VI. Device comprises electronic control unit UC to generate said command signal VI. Said electronic control unit UC comprises means M to measure magnitudes characterising generator output voltage variations in time and device A to vary current voltage and/or frequency depending upon magnitudes set by said measuring means. Generator output voltage variation describes health of ignition plug (new or worn-out).
EFFECT: control over quality of plug spark.
9 cl, 2 dwg
FIELD: engines and pumps.
SUBSTANCE: proposed method comprises measuring time interval between reservoir capacitor discharge current sequential pulses that follows to ignition plug. Time interval exceeding preset magnitude allows deciding on ignition system integrity. Note here that measured is the time interval between discharge current pulses caused solely by commutation of power accumulated at reservoir capacitor that exceeds check magnitude.
EFFECT: higher validity of control, condition-based operation.
SUBSTANCE: device for radio frequency ignition includes control aids (5) designed with possibility of ignition control signal (VI) generation, power circuit (2) controlled by ignition control signal (VI) for power voltage supply to output interface (OUT) of power circuit at frequency determined by control signal, at least one resonator (1) of plasma generation connected to output interface of power circuit and designed with possibility of spark generation between two electrodes (10, 12) of ignition of the resonator during ignition command. This device includes means (6) for measuring of electrical parameter characterising change of resonator power voltage, module (7) for determination of state of electrodes contamination depending on measured electrical parameter and predetermined control value.
EFFECT: enhancing diagnostics of contamination state of radio-frequency coil-plug electrodes.
11 cl, 4 dwg
SUBSTANCE: ignition plug (BR) is connected to generator (GEN) containing variable capacitor. The above generator includes also polarisation tools (MPOL) with option of ignition plug (BR) polarisation, which are connected between generator (GEN) and ignition plug (BR), and measurement instruments (MMES) for measurement of ion current at ignition plug (BR), which are connected between variable capacitor (Cb) and chassis ground.
EFFECT: improvement of measurement accuracy.
8 cl, 6 dwg
FIELD: engines and pumps.
SUBSTANCE: fuel mixture spark ignition method in the spark plug consists in ignition of fuel mixture with spark with the chosen required values of current force, length and duration of spark discharge. The required values of current force, length and duration of spark discharge are preliminarily chosen from conditions of required decrease of content of hazardous substances included in exhaust gases, decrease of fuel consumption and increase of ICE power.
EFFECT: providing complete fuel combustion in internal combustion engine, reducing the content of hazardous substances in exhaust gases, fuel consumption and increasing the engine power.
SUBSTANCE: method of determining test discharge parametres of capacitive ignition systems which consist of an ignition assembly, ignition cable and a spark plug, involves picking up a discharge current and voltage signal and determination of values of discharge parametres. The discharge current and voltage signal is picked up using analogue sensors. The current and voltage signals are picked up in auxiliary "short circuit" and "test load" modes, as well as in the main operation mode of the ignition system. Measurements are taken in digital form with given sampling frequency. Values of characteristic primary parametres are distinguished from measurement results. Values of intermediate parametres are determined for each assigned measurement mode using the obtained values of characteristic primary parametres. Values of test discharge parametres are determined using the obtained values of intermediate parametres.
EFFECT: possibility of measuring primary discharge parametres in digital form, picked up by analogue current and voltage sensors, more accurate measurement, obtaining information on efficiency of the spark plug and ignition system, discharge mode and energy factors and their change during operation or during an experiment.
FIELD: engines and pumps.
SUBSTANCE: invention relates to ICE spark failure identifier, vehicle with such identifier and method to identify ICE spark failure. ICE spark failure identifier comprises: turn position determination assembly, assembly to calculate rpm at singular turn angle or assembly to calculate angular speed at singular turn angles and assembly to identify spark failures. Assembly to identify spark failures reveals if ICE cylinders are subjected to spark failure conditions by procedures intended for identification of ICE spark failures. Procedures intended for identification of ICE spark failures comprise first and second procedures. First procedures are used in case ICE drive point (rpm Ne and torque Te) does not belong in rear section resonance region (s120). Second procedures are used in case ICE drive point (rpm Ne and torque Te) belong in rear section resonance region (s130). First procedures proceed from rpm irregularity at singular turn angle or angular speed irregularity at singular turn angles. Second procedures proceed from rpm irregularity at singular turn angle or angular speed irregularity at singular turn angles after filtration. Filtration is performed by HF filters. Vehicle comprises multi-cylinder ICE, rear part and spark failure identifier. Rear part is mounted on semi-axle side via damper. Spark failures are revealed by first or second procedure for rpm at singular turn angles.
EFFECT: higher accuracy and validity of determination.
35 cl, 20 dwg
FIELD: engines and pumps.
SUBSTANCE: invention relates to automotive industry. Proposed device comprises preliminary determination section, confirmation section and modification section. Ignition plug (8) is supplied by storage battery (7) in ignition period and charged by power generated by AC generator (12). Preliminary determination section defines probability of faulty operation of ignition plug proceeding from variation in AC generator output power at termination of ignition period. Probability of ignition plug fault will be determined if variation in AC generator output does not exceed check value. The latter represents a set of values intended for revealing faulty conditions of operation of ignition plug. In determining the section fault probability, confirmation section is temporarily cuts in ignition plug (8) at the end of ignition period. If AC generator output power does not exceed preset limits, generator output power variation is compared with check values "a", given ignition plug (8) is connected. If variation of generator output power does not exceed check value, ignition plug fault is considered confirmed. Proceeding from detection of faulty operation of ignition plug, modification section increases top limit of appropriate range. Confirmation section can determine check values of output power variation directly at the start of ignition plug connection or after it. Connection is considered available, if AC generator outputs sufficient power. Modified top limit represents maximum possible power output of AC generator (12).
EFFECT: valid detection of spark plug faults.
5 cl, 5 dwg
FIELD: engines and pumps.
SUBSTANCE: proposed invention relates to automotive ICE ignition devices. Proposed ignition device comprises ignition plug insulance recorders, anti-carbon devices, those to record the state of aforesaid anti-carbon devices and those to reveal conduction carbon deposits on ignition plug. With insulance falling below preset magnitude, engine is switched over to conditions allowing increasing ignition plug temperature. At aforesaid temperature, plug insulator cleaning of carbon deposit is intensified, the intensification process being recorded. With anti-carbonisation process readings exceeding preset ones and insulance below designed magnitude, increased carbon deposition is revealed and decided upon. In aforesaid case, light alarm signal on necessity of servicing ignition plug is issued.
EFFECT: intensification of carbon deposit removal from ignition plug.
10 cl, 8 dwg
FIELD: engines and pumps.
SUBSTANCE: proposed method comprises defining parameters of fuel pressure variation in fuel delivery line and testing solenoid injectors. Said parameters are fixed by fluid pressure indicating gage with current output for display of received signal in electronic unit and outputting said signal ad display without dismantling said injectors. Definition of said parameters testing of solenoid injectors are executed with shutdown engine by connecting reference solenoid valve to fuel deliver line and electronic control unit of electric circuits of said injectors and electrically drive fuel pump. Then, said pump is cut in to develop working fuel pressure in fuel delivery line by feeding electric control pulses generated by electronic control unit to reference solenoid valve and solenoid valves. Solenoid injectors are checked by comparing fuel pressure drop in delivery line on opening reference solenoid vale and solenoid injectors.
EFFECT: higher validity of tests, absolute values of working parameters.