Method of ice cycle sync signal generation

FIELD: engines and pumps.

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

EFFECT: decreased emission of contaminants.

4 cl, 3 dwg

 

The present invention concerns a method to generate the synchronization signal characterizing the course of the working cycle of a four stroke internal combustion engine of the type multicylinder engine in which the expansion phase of each cylinder occur at different angular positions of the rotational motion of the crankshaft, as in the case of four-stroke engines with an odd number of cylinders.

In particular, the invention relates to a method of generating a signal allowing to detect a pre-defined time cycle, such as the passage through the upper dead point at the inlet or through the lower dead point of the inlet.

Engine performance and emission control of pollutants associated with various processes to control the operation of the engine. These processes, in particular, the fuel injection or ignition, require accurate knowledge of thermodynamic cycle, taking place in the cylinders of the engine.

In the document FR 2441829 the proposed tool for obtaining information about thermodynamic cycle of the cylinder by notches on the control element fixedly connected to the crankshaft, zones angular position corresponding to a specific phase of the turn that the various pistons. The control element is a disk containing the labels along its okrugin the STI, such as the prongs of different lengths. Fixed receiving the body detects these marks and generates electrical impulses that allow you to create a signal marking the transition of a particular piston in the position of the upper dead point.

However, such devices notch is not enough. Indeed, in four-stroke internal combustion engine crankshaft carries out two full turns (or is 720°)before the piston will be in the same working position in the cycle of the engine. Therefore, based on only one observation of the rotation of the control element fixedly connected to the crankshaft, it is impossible to obtain information on each cylinder, avoiding uncertainty for two cycles in a loop (because the intersection of the upper dead point applies to both the intake and phase extension).

Precise determination of the position of each cylinder in the cycle cannot be withdrawn only on the basis of the observation position of the crankshaft, so you need to get more information to find out if the cylinder is in the first or second half cycle of engine operation (phase inlet, and then compression during the first revolution of the crankshaft, the extension phase, then release during the second turn).

To obtain such additional information, as you know, Spanish is lsout auxiliary label applied on the transmitting disk, which rotates two times slower than the crankshaft. For this, the transmitting disc can be positioned on the Cam shaft or other shaft which is driven through a gearbox with a gear ratio of 1/2 from the crankshaft.

The combination of the signals from the crankshaft sensor and Cam shaft sensor, allows the system to accurately detect the top dead center position during the intake stroke of the control cylinder.

However, such systems angular serifs that uses both the crankshaft sensor and Cam shaft sensor are cumbersome, expensive and difficult to install.

To address these shortcomings, in the publication FR 2749885 a simple and effective way serifs, which does not require any special position sensor, in addition to the sensor, which serves to determine the angular position of the crankshaft.

This method uses a synchronization signal that is generated based on the conditions of combustion in each cylinder four-stroke four-cylinder engine and the data transmitted from the crankshaft sensor.

For this change, at least one factor regulating combustion in this control cylinder, thereby to cause a controlled change in the mountains of the deposits. This change of combustion in the control cylinder discover due to the size of the Cg set on the basis of information received from the position sensor crankshaft engine that allows you to synchronize navigation at the top dead point of the cylinder of the engine intake with the signal of the upper dead point sensor crankshaft.

However, this invention involves the deterioration of combustion in the engine, which degrades its performance and leads to increased emission of pollutants.

The present invention is intended to eliminate the disadvantages of the known systems notches in the case of a four-stroke engine, containing an odd number of cylinders, and to offer an improved way of notches that do not require any other specific position sensor, in addition to the sensor, which serves to determine the angular position of the crankshaft, and without impairing the operation of the engine.

In this regard, the present invention is to provide a method for obtaining synchronization signal four-stroke internal combustion engine with an odd number of cylinders using electronic monitoring system. According to the invention, the synchronization signal, allowing to detect a pre-defined point in thermodynamic cycle of each cylinder of the engine is determined on the basis of the signal from ecause certain position of each cylinder, and the signal representing the quantity characterizing the kinematics of the crankshaft for each ignition, both signal generated on the basis of the crank shaft position sensor, the method contains the following steps, which

- ensure the operation of the engine during the period from the ignition of fuel in the cylinders on each turn, therefore, to obtain the systematic ignition of the injected fuel,

- calculate the characteristic signal,

- compare the characteristic signal with a reference value,

- re-initialize the synchronization signal, if the comparative analysis shows poor phasing of the synchronization signal.

According to other features of the invention, the characteristic signal of the cylinder during the first turnover cycle can be compared with the characteristic signal of the cylinder during the second circulation loop, to find the phase of the first turn, and re-initialize the synchronization signal, if the phasing was wrong.

The characteristic signal may be a characteristic of the torque generated by the gas or harmonic characteristic length of the tooth.

Other characteristics and advantages of the present invention will be more apparent from the following description with reference to the accompanying drawings, on which:

figure 1 - scheme is and device management engine implementing the method in accordance with the present invention;

figure 2 - scheme of the stages of the injection process using the synchronization signal in accordance with the present invention;

figure 3 - the phase of the synchronization signal NOCYL in accordance with the present invention.

Regardless of execution of the invention, identical or similar functions to the elements indicated in the text descriptions of the same items.

In the figures shown, the engine management system that implements a way to generate the synchronization signal and which is the object of the present invention. The figures are shown only those parts that are necessary for the disclosure of the invention. In addition, in this example, the synchronization signal allows you to adjust the injection system, but the use of this signal is not limited, and the synchronization signal can be used to control other elements or processes in the engine.

Four-stroke engine 1 internal combustion engines for motor vehicles contains three cylinders (C1, C2, C3), each of which contains a device of the fuel injection multi-point type with electronic control, whereby each cylinder is powered by a fuel through a special electroinjector 5.

Opening each electroinjector 5 controls the electronic the electronic system 7 engine control, which regulates the amount of fuel to be injected and the injection (Inj) in the cycle depending on the operating conditions of the engine, in order to accurately control the air-fuel mixture air-fuel entering the cylinders, on a predetermined specified value.

Classically electronic system 7 engine control includes a microprocessor (CPU), random access memory (RAM), persistent memory (ROM), and an analog-to-digital Converter (A/D) and various input and output interfaces.

The microprocessor contains an electronic circuit and related software (10, 222, 223, 224) for processing signals from the respective sensors to determine States of the engine and the implementation of pre-defined operations with the purpose of generating control signals, in particular for the injectors to create optimal conditions for combustion in the cylinders of the engine.

In particular, the electronic system 7 engine control is designed for such control fuel injection, in which each injector 5 is triggered separately, so that the fuel injection was completed prior to the opening of the corresponding inlet valve or the respective intake valves.

Among the input signals of the microprocessor are, in particular, the signals from the sensor 22 colocator the shaft. This sensor 22, for example, a sensor with magnetic resistance, permanently installed on the motor housing and is before the measuring ring 12 is fixedly connected to a flywheel fixed to the end of the crankshaft. This ring contains 12 on the periphery of the serial number are the same teeth and grooves, with the exception of one tooth, which is removed to obtain the absolute tag, identifying the moment of transition at the top dead point of this control cylinder, in this case cylinder C1.

The sensor 22 outputs a signal Dn corresponding to the passage of teeth of a ring 12, which after processing device 10 processing allows you to generate the signal TDC (top dead center) every 120° of crankshaft rotation, which allows to detect transitions in the upper dead point of the turn cylinder C1 (at 0°), then C2 (120°) and, finally, C3 (mark 240°), if the order of the cycle of the engine corresponds to the C1-C3-C2, as in this example.

It should be noted that for this type of four-stroke three-cylinder engine and, in General, for all four-stroke engines with an odd number of cylinders, the cylinders, in this case C1, C2 and C3 are transferred to the position of the top dead center TDC in different angular positions.

The device 10 signal Dn generated by the sensor 22 also allows one to measure the duration is alnost passage of teeth of the ring 12, and also to determine the speed and instant rotation speed N of the engine.

In addition, the signal Dn is processed by the device 10 to generate a signal (Cg, PG), which reflects the value that characterizes the kinematics of the crankshaft. For example, this value may determine the characteristic of the estimated torque generated by the gas whenever the ignition.

The value of the signal Cg for each of the ignition of the gas mixture in the cylinders of the engine are, in particular, on the basis of the analysis signal Dn, issued by the fixed sensor 22, the controlling gear 12 fixedly connected to the crankshaft.

The signal is not used directly, for example, looking at instant speed, since the presence of noise in the measurement, or any defect in the execution of teeth can lead to significant errors associated with inaccuracies signal, and reduce the reliability of the method. Therefore, the analysis using harmonic decomposition allows us to address these shortcomings.

The method of obtaining such a signal Cg is described in particular in patents EP 0532420 or WO 9829718, in which the signal Cg characterizes the torque generated by the gas. Typically, an estimate of the average torque of the gas generated at least one ignition in the cylinder "u" of the engine, cylinders containing p, ucaut using the ratio that resembles the following:

,

where:

[Cgaz,0] is the average torque of the gas generated at least one ignition in the cylinder during the combustion cycle

βk,Iis a function of ∆ Tkand/or ωkaccordingly, duration, and rate of passage label Dk in front of the sensor,

αk,I- the weight of the duration associated with the label Dk based on at least one parameter of engine operation,

α0,Ivariable depending on at least one parameter of engine operation,

δi- weight

i - the index of the reference linear combinations of functions

qu and ru denote respectively the number of the first tag and the last tag detected by the position sensor during the combustion in the cylinder u, or virtual last label created on the basis of the sensor signal, determining an angular analysis window motor torque associated with the combustion in the cylinder u.

Applying specific values of some coefficients of the above-mentioned relationship of the Cg, you can define other values characterizing the kinematics of the crankshaft, such as harmonics, characterizing the rate or duration of passage of the teeth of the toothed wheel. The duration of preharden the I-wave is the duration, measured between the two prongs of the control element.

For example, using the characteristic average estimated torque gas-stroke engine with three cylinders C1, C2 and C3, where the time of combustion in the cylinder C1 is between 0° and 180°, the evaluation of the torque produced by monitoring rotation speed between 0 and 240°, or in the corner of the window, as a rule, includes the interval 0-180° phase combustion in the cylinder C1.

According to the same principle, the burning time is associated with the cylinder C3 is between 240° and 420°, and the observation will be made in the angular interval concluded between 240° and 480°.

For cylinder C2, the burning time is between 480° and 660°, and the interval of the observation mode of the engine will be around 480° and 720°.

In this case, the method of obtaining the synchronization signal is carried out according to the following principle.

The serif predetermined time during the cycle of the engine, which is used for phasing of injection in each cylinder and which in the present example is the passage through the upper dead point of the inlet, or any other point that may serve as a mark made on the basis of the synchronization signal NOCYL, synchronized with the signal TDC marking the transition at top dead center of each cylinder, in the circuit 224.

You can use the several types of synchronization signal NOCYL, which alone or in combination with a signal from the counter of the number of TDC of the cylinder, passing in front of the position sensor, to determine the phase of the combustion cycle for each cylinder.

In this example, the signal NOCYL shown in figure 3, does not require comparison with other signals and allows you to get all of the notches of predetermined points in the flow cycle of the engine used for phasing of injection or ignition in each of the cylinders, all cylinders of the engine.

Indeed, the signal NOCYL determines the transition at top dead center on the intake and move to the upper dead point when the extension for all cylinders at the moment of changing values. When one signal is enough to synchronize all actuators motor control.

The TDC signal indicates each transition in the upper dead point of the cylinder of the engine by generating a front or decline pulse. The signal NOCYL randomly initialize to 0 when first detected transition in the upper dead point of the cylinder (in this example, C1), which is arbitrarily taken for top dead center of the intake, then make his incrementaly. The signal NOCYL build by incremental counter modulo 6 for each passage through the upper dead point of the TDC signal.

Thus, when the signal NOCYL lane which goes to 0 or 3, this means that TDC of cylinder C1 is detected respectively in the intake or extension.

When the signal NOCYL enters a value of 1 or 4 it means that TDC of cylinder C2 detected respectively in the intake or extension.

When the signal NOCYL enters a value of 2 or 5, this means that TDC of cylinder C3 is detected respectively in the intake or extension.

Regardless of the implementation of the signal NOCYL, he gives a single point of reference for all cycles of the engine, which allows the system 222 phasing synchronize any process engine management (ignition, injection, control devices etc).

Given an arbitrary selection used during initialization signal NOCYL, you can specify two cases: either the signal NOCYL Fairhaven correctly in one of the initialization signal, indeed corresponding to the upper dead point of the inlet to the control cylinder C1, served as a control top dead center or the signal NOCYL Fairhaven wrong, and in this case, control of the upper dead point to the upper dead point of the extensions for control of cylinder C1.

In the first embodiment, when the engine is, for example, in the start-up phase, the estimation of the moment of the Cg by using the above-described evaluation function allows you to check libila synchronized. Indeed, if the injection and ignition paserovany incorrectly, the engine cannot produce torque, because the combustion occurs during intake. Block 223 processing compares the estimated value of Cg with the control or the specified value SS, classically obtained by the device management engine during start-up, to assess whether the phasing correct. When this check the following condition:

,

where ξ is a positive torque value, which may be permanent or mapped depending on the regulatory parameters of the engine to ensure reliability criterion E1 due to the limitations of accounting noise signals.

If this condition is not satisfied, the phasing is incorrect, and in this case consider that the detected top dead point was the upper dead point of the expansion, and the signal NOCYL re-initialize the schema 224 signal Init schema 223 signal processing Cg. Because now phasing is correct, the condition E1 must be performed. If it fails, it means there is a fault in the injection system or engine.

However, this method is not necessarily compatible with the so-called strategy of "lost the spark", usually applied during Zap the ska engine which is ignited in the cylinder on each revolution of the engine (top dead center the intake and expansion) during the start-up phase gasoline engine, unlike sequential ignition with one ignition on thermodynamic cycle to ensure that combustion will occur, and to avoid, thus, fuel injection, which will not be burned, and at the same time to ensure a quick start. Thus, while thermodynamic cycle is not defined, the ignition of the engine is performed in mode "lost the spark" to restore sequential ignition.

The second embodiment of the invention allows the user to work if you run with the lost spark.

In this embodiment, while the synchronization is not achieved, the ignition of the engine is controlled in the above-mentioned mode "lost the spark"to provide starting and engine operation including, when the phasing of the engine is not identified.

Evaluation of the torque is carried out, watching acyclicity instant speed or duration of rotation of the crankshaft of the engine in the angular interval that is directly associated with the proposed phasing of the engine and theoretically covers phase three combustion cylinders.

In this example, the combustion in the cylinder C1 is between 0° and 180°, about the evaluation of the moment produced, watching the speed of rotation between 0° and 240°, or in the corner window, usually covering the interval 0-180° phase combustion in the cylinder C1.

According to the same principle, the appropriate time of combustion in the cylinder C3 is between 240° and 420°, the observation acyclicity produce in the angular range from 240° to 480°.

For cylinder C2, the burning time is between 480° and 660°, while the range of the observation mode of the engine is between about 480° and 720°.

If the phasing sequences of combustion is not identified, the observation of the estimated torque Cg generated by combustion in the cylinder C1 produce one turn later, i.e. between 360° and 600° instead of interval 0-240°.

In this case, see no combustion in the cylinder C1, and the end of combustion in the cylinder C3 and the start of combustion in the cylinder C2, and the estimated torque Cg in this example is negative for these temporary moments of combustion cylinders C2 and C3.

Thus, if the synchronization is not correct, the value of the estimated torque Cg is negative, not positive. Therefore, if Cg≥0 (E2), synchronization is normal, if Cg≤0, the sync is bad, and in this case, the signal NOCYL re-initialize, as in the first embodiment.

You can also provide a version of the second version of the runtime image is etenia.

The first version second version execution consists in estimating the torque gas Cg at all engine speeds. Thus obtained on the first turnover estimated torque Cg1_1 for the cylinder C1 is recorded in memory and compared with the new observation torque Cg1_2 for cylinder C1 on the next turn.

Comparison of torque Cg1_1 and Cg1_2 allows you to determine the normal synchronization on the following condition:

Cg1_1>Cg1_2 (E4), if the turnover of 1 corresponds to the cylinder C1 in the expansion and turnover 2 corresponds to the inlet.

Cg1_1<Cg1_2 (E5), if the turnover of 2 corresponds to the cylinder C1 in the expansion and turnover of 1 corresponds to the inlet.

In each of these two cases, synchronization can be performed in accordance with the result of the comparison.

The second version is to compare the estimated values of torque Cg for that cylinder with the specified torque value SS, according to the following equation:

Cg>SS-Delta (Speed, SS) (E6), if the synchronization is correct.

Cg<SS-Delta (Speed, SS) (E7)if synchronization is incorrect.

Indeed, if the synchronization is not correct, the signal NOCYL does not correspond to thermodynamic cycle of each cylinder, and in this case, the value of the estimated torque Cg significantly less than the specified values of SS and Vice versa./p>

Shift Delta is the amount of torque which can be permanent or obtained from cartography, depending on the speed and/or torque of the engine, and which allows to fix the threshold required for comparison in order to exclude any possibility of erroneous synchronization associated with noise in the signals.

The reliability of the underlying methods and versions of the first and second embodiments can be improved by limiting errors associated with interference or noise signals, for example, by summing the estimate torque Cg.

In this case, the relation (E1) of the first variant implementation takes the following form:

The ratio (E2) and (E3) the basic method of the second option, perform take the form:

if the synchronization is correct,

if synchronization is incorrect.

Ratio (E4) and (E5) the first version of the second variant implementation of the invention take the form:

Ratio (E6) and (E7) the second version of the second variant implementation of the invention take the form:

For each of the two embodiments limitation errors can be produced by filtering, for example, by means of a filter of the first or second order, or any other filter to filter out noise in the measurements and assessments, due to which the result of comparison becomes more reliable. In an example of a discrete first order filter F, defined as:

Fn(Xn)=αXn+(1_α)Fn-1when 0<α<1

In this case, the ratio (E1) of the first variant implementation takes the form:

F(Cg)≥F(Cc-ξ)

The ratio (E2) and (E3) the basic method of the second option, perform take the form:

F(Cg)≥0

F(Cg)≤0

Ratio (E4) and (E5) the first version of the second variant implementation of the invention take the form:

F(Cg1_1)≥F(Cg1_2)

F(Cg1_1)≤F(Cg1_2)

Relations (E6) and (E7) the second version of the second variant implementation of the invention take the form:

F(Cg)≥F(Cc-Delta(N,Cc))

F(Cg)≤F(Cc-Delta(N,Cc))

As mentioned above, you can use the characteristic values characterizing the kinematics of the crankshaft, a great moment. So, in the third embodiment, applied harmonic analysis, characterizing either the length of the prong, or the instantaneous speed of rotation of the crankshaft.

Thus, this alternative implementation is to consider the harmonic is leaving the order n of the rotation speed or preferably the length of the prong, established on the basis of the signal Dn. In this case, the harmonic component of the EAP is calculated using the harmonic function of the cosine, but the method can be adapted to any other harmonic functions, for example, functions of a trapezoid, or other, more complex functions. This component of the EAP is a simplified feature set on the basis of the above ratios estimated torque (Cg) using the appropriate factors.

For this example, the harmonic component of the length of the prong can be installed using the following relationship:

Differencingbetween harmonic amplitudes calculated for the two possible paserovany of the considered cylinder calculated for the upper dead point, when ignited, and the top dead point, when released, allows you to set three cases.

Ifgreater than the maximum value, then the engine Fairhaven correctly.

Ateless than the minimum value, then the engine Fairhaven wrong.

Ifis between these two thresholds, there is a " shall gelendost, and the calculation must be repeated.

In each of these two cases, the synchronization can be performed depending on the comparison result, as in previous versions of the runtime.

This option is the implementation of a reliable defects controlling element, as it compares two values, potentially equally displaced because of a defect of the control element, in this case the calculation of RR on two TDC of the cylinder as initial data we take the length, measured on the same corner parts of the control element of the ring. Indeed, the harmonic component mounted on the first turn, will decompose into a sum of harmonic component characterizing thermodynamic cycle during the first turn, and the harmonic component characterizing the defects of the control element. Harmonic component mounted on the second turn, will decompose into a sum of harmonic component characterizing thermodynamic cycle during the second turn, and the harmonic component characterizing the defects of the control element, which is the same as on the first turn. Therefore, comparison of the harmonic component installed on the first turn, and the harmonic component that is installed on the second turn, will allow excluding the given harmonic component, characterizing the defects of the control element.

Regardless of the implemented variant detection, in case of bad synchronization signal NOCYL initialize again, changing the assumption sync (offset synchronization one turn). This re-initialization can be done at TDC control cylinder or any any TDC of the cylinder. In this case, synchronization is necessary again to confirm using the method according to one of the above-described embodiments to establish normal operation of the engine in sequential ignition.

Preferably, the invention allows the synchronization of thermodynamic cycle of each cylinder without changing the operating parameters of the engine and without compromising the operation of the engine.

1. The method for obtaining synchronization signal (NOCYL) for four-stroke internal combustion engine with an odd number of cylinders (C1, C2, C3) with the help of an electronic system (7) control, characterized in that the synchronization signal (NOCYL)used to identify a given point in thermodynamic cycle of each cylinder of the engine is determined on the basis of the signal of the top dead center (TDC), which marks a certain position of each cylinder, and signal (Cg, Bn), reflecting the value that characterizes the kinematics of the crankshaft is ri each ignition of the fuel, when both signals are formed on the basis of the data of the sensor (22) the provisions of the crankshaft, and the method includes the steps where
ensure the operation of the engine within the specified period from the ignition of fuel in the cylinders at each turn in order to make systematic ignition of the injected fuel,
calculate the characteristic signal (Cg, Bn),
compare the characteristic signal (Cg, Bn) with a reference value,
re-initialize the synchronization signal (NOCYL), if the comparative analysis shows that the synchronization signal is incorrectly Fairhaven, while
the characteristic signal (Cg, Bn) of the cylinder during the first circulation loop (Cg1_1,) compare with the characteristic signal of the cylinder during the second circulation loop (Cg1_2,to know the phase of the first turn, and re-initialize the synchronization signal (NOCYL)if the phasing was wrong.

2. The method for obtaining synchronization signal (NOCYL) according to claim 1, in which the characteristic signal (Cg) is the torque generated by the gas.

3. The method for obtaining synchronization signal (NOCYL) according to claim 2, in which perform an assessment of the torque generated by the gas at least one combustion in the cylinder u engine containing p of the cylinder, through the th following equation:

where [Cgaz,0]uaverage time gas produced at least one combustion in the cylinder u during the combustion cycle,
βk,ifunction Δtkand/or ωkaccordingly, duration, and rate of passage label Dk in front of the sensor,
αk,i- weighting factor for the duration associated with the label Dk based on at least one working parameter of the engine,
α0,ivariable depending on at least one working parameter of the engine,
δi- weight
i - the index of the reference linear combinations of the functions,
quand ruaccordingly the number of the first tag and the last tag detected by the position sensor during the fuel combustion in the cylinder u, or virtual last label, formed on the basis of the sensor signal and determining the angular window for analysis of engine torque associated with the combustion of fuel in the cylinder u.

4. The method for obtaining synchronization signal (NOCYL) according to claim 1, in which the characteristic signal (Bn) is a harmonic representation of the length of the prong.



 

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10 cl, 2 dwg

FIELD: engines and pumps.

SUBSTANCE: proposed system comprises storage battery, device to disconnected the latter from onboard circuit, electric starter, starting contactor terminals, capacitive power accumulator made up of capacitors interconnected in series or in parallel. Charge circuit of said power accumulator comprises current-limiting resistor and diode to shunt said resistor. System includes also additional contactor with closing contacts to connect storage battery with said capacitive power accumulator prior to starting locomotive diesel engine, contactor with closing contacts, transducers of accumulator charge current and voltage, controlled rectifier of accumulator charge, unit to generate and indicate charge voltage, and pulse-phase control unit. Said accumulator is connected to controlled rectifier output via contactor with closing contacts. Rectifier power input is connected to charge generator output. Voltage transducer is connected parallel with power accumulator. Outputs of current and voltage transducers are connected with voltage generation unit input and indication unit input. Output of voltage generation unit is connected to pulse-phase control unit with its output connected to control input of controlled rectifier. Capacitive power accumulator is charged automatically without interference of engine crew after starting of locomotive diesel. Charge indication unit allows visual control over charge current and voltage.

EFFECT: higher reliability and longer life, automated charging.

1 dwg

FIELD: engines and pumps.

SUBSTANCE: proposed electric starter comprises storage battery (1), starter (2), traction relay comprising winding (3) and make contact (4), starting switch (5), capacitive storages (6), (7) and (8), short-term make button (9), threshold elements (10), (11) and (12), decoder (13) and interrupter disks (14), (15), (16), (17), (18), (19) and (20) with control electrodes.

EFFECT: starter higher starting current.

1 dwg

FIELD: engines and pumps.

SUBSTANCE: proposed method consists in that enrichment percentage (%Enrich) is determined in ICE cold start as the function of memorised fuel evaporability (Vmem) and engine is started using predetermined enrichment percentage (%Enrich). Additionally, forecast start quality (MarkPred) is determined prior to starting the engine. Measured start quality (MarkMeas) is determined during initial increase in engine rpm. Correction (Vcorr) for memorised fuel evaporability (Vmem) is determined as the function of comparison between measured start quality (MarkMeas) and forecast start quality (MarkPred) for memorised fuel evaporability (Vmem) to be edited by using correction (Vcorr) for memorised fuel evaporability (Vmem).

EFFECT: method of determining fuel evaporability and ICE cold starting.

86 cl, 3 dwg

FIELD: mechanical engineering; internal combustion engines.

SUBSTANCE: invention relates to engines of vehicles. According to proposed method fuel is injected into engine combustion chamber and to increase amount of fuel to be injected at temperature lower than operating temperature of internal combustion engine, warming up index fWL is determined. Said index fWL is found using base or main index fG and index fLA which depends on load. Load dependant index FLa is found for different operating conditions independently from base or main index fG. Method uses control element, permanent memory or flash memory for control unit of internal combustion engines of vehicle which stores program orientated for operation in computer, mainly, in microprocessor suitable for implementing the method. Internal combustion engine of vehicle is designed for implementing the method being furnished with control unit making it possible to determine internal combustion engine warming up index fWL to increase amount of fuel injected at temperature lower than operating temperature of internal combustion engine.

EFFECT: provision of required flexibility and simplified operation at simultaneous improvement of operating parameters of internal combustion engine at warming up.

11 cl, 1 dwg

FIELD: mechanical engineering; internal combustion engines.

SUBSTANCE: invention makes it possible to develop method of control of runout of internal combustion engine to set piston in at least one cylinder into required position providing direct starting of engine at minimum possible expenditures. According to proposed method, piston in at least one of engine cylinders is purposefully set into required position corresponding to turning of crankshaft through angle whose value lies behind top dead center passed by piston. Valves of one or several cylinders of internal combustion engine after switching off the ignition are closed for one or several time intervals V1, V2. moments of beginning V2B and end V1E, V2E for each time interval V1, V2 when valves are closed, are set to provide stopping of crankshaft in required position of piston stop at runout.

EFFECT: provision of direct starting of engine.

6 cl, 3 dwg

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

FIELD: mechanical engineering; internal combustion engines.

SUBSTANCE: invention makes it possible to develop method of control of runout of internal combustion engine to set piston in at least one cylinder into required position providing direct starting of engine at minimum possible expenditures. According to proposed method, piston in at least one of engine cylinders is purposefully set into required position corresponding to turning of crankshaft through angle whose value lies behind top dead center passed by piston. Valves of one or several cylinders of internal combustion engine after switching off the ignition are closed for one or several time intervals V1, V2. moments of beginning V2B and end V1E, V2E for each time interval V1, V2 when valves are closed, are set to provide stopping of crankshaft in required position of piston stop at runout.

EFFECT: provision of direct starting of engine.

6 cl, 3 dwg

FIELD: mechanical engineering; internal combustion engines.

SUBSTANCE: invention relates to engines of vehicles. According to proposed method fuel is injected into engine combustion chamber and to increase amount of fuel to be injected at temperature lower than operating temperature of internal combustion engine, warming up index fWL is determined. Said index fWL is found using base or main index fG and index fLA which depends on load. Load dependant index FLa is found for different operating conditions independently from base or main index fG. Method uses control element, permanent memory or flash memory for control unit of internal combustion engines of vehicle which stores program orientated for operation in computer, mainly, in microprocessor suitable for implementing the method. Internal combustion engine of vehicle is designed for implementing the method being furnished with control unit making it possible to determine internal combustion engine warming up index fWL to increase amount of fuel injected at temperature lower than operating temperature of internal combustion engine.

EFFECT: provision of required flexibility and simplified operation at simultaneous improvement of operating parameters of internal combustion engine at warming up.

11 cl, 1 dwg

FIELD: engines and pumps.

SUBSTANCE: proposed method consists in that enrichment percentage (%Enrich) is determined in ICE cold start as the function of memorised fuel evaporability (Vmem) and engine is started using predetermined enrichment percentage (%Enrich). Additionally, forecast start quality (MarkPred) is determined prior to starting the engine. Measured start quality (MarkMeas) is determined during initial increase in engine rpm. Correction (Vcorr) for memorised fuel evaporability (Vmem) is determined as the function of comparison between measured start quality (MarkMeas) and forecast start quality (MarkPred) for memorised fuel evaporability (Vmem) to be edited by using correction (Vcorr) for memorised fuel evaporability (Vmem).

EFFECT: method of determining fuel evaporability and ICE cold starting.

86 cl, 3 dwg

FIELD: engines and pumps.

SUBSTANCE: proposed electric starter comprises storage battery (1), starter (2), traction relay comprising winding (3) and make contact (4), starting switch (5), capacitive storages (6), (7) and (8), short-term make button (9), threshold elements (10), (11) and (12), decoder (13) and interrupter disks (14), (15), (16), (17), (18), (19) and (20) with control electrodes.

EFFECT: starter higher starting current.

1 dwg

FIELD: engines and pumps.

SUBSTANCE: proposed system comprises storage battery, device to disconnected the latter from onboard circuit, electric starter, starting contactor terminals, capacitive power accumulator made up of capacitors interconnected in series or in parallel. Charge circuit of said power accumulator comprises current-limiting resistor and diode to shunt said resistor. System includes also additional contactor with closing contacts to connect storage battery with said capacitive power accumulator prior to starting locomotive diesel engine, contactor with closing contacts, transducers of accumulator charge current and voltage, controlled rectifier of accumulator charge, unit to generate and indicate charge voltage, and pulse-phase control unit. Said accumulator is connected to controlled rectifier output via contactor with closing contacts. Rectifier power input is connected to charge generator output. Voltage transducer is connected parallel with power accumulator. Outputs of current and voltage transducers are connected with voltage generation unit input and indication unit input. Output of voltage generation unit is connected to pulse-phase control unit with its output connected to control input of controlled rectifier. Capacitive power accumulator is charged automatically without interference of engine crew after starting of locomotive diesel. Charge indication unit allows visual control over charge current and voltage.

EFFECT: higher reliability and longer life, automated charging.

1 dwg

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