Device for control over vehicle

FIELD: engines and pumps.

SUBSTANCE: internal combustion engine at stay after cold starting can change its combustion mode to homogeneous combustion mode or that based on fuel charge layer-by-layer distribution. Working range of combustion based on layer-by-layer fuel charge distribution at vehicle stay after cold starting is expanded relative to that of homogeneous combustion at stay after cold starting as vehicle inclination angle decreases.

EFFECT: expanded working range, negative pressure of sucked air for required brake characteristic, decreased HC content at stay after cold starting.

7 cl, 6 dwg

 

The technical field

The present invention relates to a control device of the vehicle with the internal combustion engine, which when standing the vehicle on the spot after a cold start can change its mode of combustion in the combustion based on layer-by-layer charge distribution of the fuel, the combustion of lean mixture or a homogeneous combustion.

The level of technology

To date, it is widely known brake device equipped amplifier to facilitate pressing the brake pedal with the help of vacuum generated by the internal combustion engine.

When after fitting the homogeneous combustion through the supply cylinder engine with homogeneous mixture of air-fuel internal combustion engine of the vehicle is switched in such a way that it fits combustion based on layer-by-layer charge distribution of fuel by filing in the district spark plug richer mixture "air-fuel", there is a need much to open the throttle valve to involve a larger volume of air than in the case of homogeneous combustion, so that combustion-based layer-by-layer distribution of the propellant decreases (i.e. approaching atmospheric pressure) vacuum generated by the engine NR is internal combustion.

For example, in Patent document 1 is disclosed a technology in which, when, in the case of generating vacuum for use as a source of power for the amplifier, the desired value of the braking force is equal to or less than a predetermined value, it is prohibited to switch from combustion-based layer-by-layer charge distribution of fuel to the homogeneous combustion.

The technology of Patent document 1 is based on the premise that the absolute value of the braking force is determined in accordance with the speed of the vehicle, and thus, when the vehicle speed is high, is defined in relation to the need for more high braking force. When the vehicle moves on the rise, inevitably there is a reduction of vehicle speed, and thus, as increases, the gradient ascent, is this definition that a large braking force is required. In the Patent document 1 also disclose such technology, in which the level determining the braking force may vary in accordance with the angle of inclination of the road surface.

However, in the technology disclosed in Patent document 1, even when, while the vehicle is on the road with a slope, the definition level of the brake with the crystals is controlled so that that it varies in accordance with the angle of inclination of the road surface, the absolute value of the braking force force is determined based on the vehicle speed, and thus, there is a likelihood that the requested braking force is not obtained when standing the vehicle on the spot. In other words, when, in the technology of Patent document 1, the vehicle is on the road with a slope, there is a probability that switching between combustion-based layer-by-layer charge distribution of fuel and homogeneous combustion is not performed properly in the engine.

With regard to the foregoing, in the present invention, when the vehicle is standing still after a cold start and thus the catalyst device for exhaust gas is installed in the outlet port of the engine is not activated sufficiently, is such that the operating range of the combustion-based layer-by-layer charge distribution of fuel when standing on the spot after a cold start of the engine is increased in accordance with the tilt angle (i.e. the angle of inclination) of the vehicle to restrain inevitably frequent homogeneous combustion in order to obtain a vacuum directed into the brake booster, to soften the brake pedal is pressed.

A patent is a document

Patent document 1: publication laid patent application of Japan No. 11-50875.

The invention

The control device of the vehicle according to the present invention is applied to an internal combustion engine, which is mounted in the vehicle and when standing the vehicle on the spot after a cold start can change its mode of combustion to the homogeneous combustion, the combustion-based layer-by-layer charge distribution of the fuel or the combustion of lean mixture, and due to the operation of the controller, as the reduced inclination angle of the vehicle, the operating range of the combustion-based layer-by-layer charge distribution of fuel or combustion of the lean mixture when standing the vehicle on the spot after a cold start is expanding relative to the operating range of the homogeneous combustion when standing the vehicle on the spot after a cold start.

In accordance with the invention, the operating range of the combustion-based layer-by-layer charge distribution of fuel or combustion of the lean mixture when standing the vehicle on the spot after a cold start expanding depending on the angle of inclination of the vehicle, and thus, the operating range of the combustion-based layer-by-layer charge distribution of fuel or SGAs the project for a lean mixture can be expanded while maintaining the negative pressure of the intake air, required to achieve the braking performance, and thereby achieves a reduction in the content of HC when standing the vehicle on the spot after a cold start.

Brief description of drawings

Figure 1 is an illustration schematically showing the system configuration of an internal combustion engine, which actually applies the present invention;

Figure 2 is an illustration depicting the correlation between the vacuum required to achieve the braking performance, and the tilt angle of the vehicle;

Figure 3 is an illustration schematically depicting the range of combustion-based layer-by-layer charge distribution of the fuel and the range of homogeneous combustion when standing the vehicle on the spot after a cold start, and these ranges are controlled by the control device of the vehicle according to the present invention;

Figure 4 is an illustration schematically depicting one example of switching between the threshold value for the high speed and the threshold value for low speed;

5 is a flowchart of the operational sequence of the method, showing the sequence of steps performed by the control device of a vehicle of the present invention; and

F. the 6 is a flowchart of the operational sequence of the method, showing the sequence of steps performed by the control device of a vehicle of the present invention.

Detailed description of embodiments of the invention

Here's a variant implementation of the present invention with reference to the accompanying drawings. Figure 1 is an illustration schematically showing the system configuration of the engine 1, the internal combustion (engine), which actually applies the present invention.

The engine 1 is an internal combustion type direct injection, which directly injects fuel into the combustion chamber 3 via the valve 2 fuel injection and the fuel injected into the combustion chamber 3, is ignited by candles 4 plugs. With the combustion chamber 3 are connected to inlet and outlet channels 6 and 8 through the intake and exhaust valves 5 and 7, respectively. In the valve 2 fuel injection is served high-pressure fuel by a high-pressure fuel pump 9.

With the engine 1, the internal combustion connect the sensor 12 water temperature, which determines the temperature of the cooling water flowing in the water jacket 11, the sensor 13 oil temperature, which determines the temperature of the engine oil, and the sensor 14 of the angle of rotation of the crankshaft to the second determines the frequency of rotation of the engine 1 internal combustion engines.

Engine 1 internal combustion engines equipped with a supercharger 16, which has a turbine 17 driven by the exhaust system and a compressor 18, mounted on a common shaft. The blower 16 can exert a pressure suitable for operating conditions, by regulating the degree of opening of the shut-off control valve charge pressure (not shown).

In the discharge channel 8, is placed below the turbine 17 driven by the exhaust system, jointly hosted two three-component catalytic Converter 25 and 26 of the exhaust gas. Three-way catalytic converters 25 and 26 of the exhaust gas have a device that shows the maximum conversion efficiency in NOx, HC and CO at the same time, when the composition of the mixture air-to-fuel" is inside a window, which has a theoretical composition of the mixture air-to-fuel "in the Central position. In the position above three-component catalytic Converter 25 of the exhaust gas is A/F sensor 27, which defines the composition of the waste mixture "air-fuel", and between three-component catalytic Converter 25 of exhaust gases and other three-component catalytic Converter 26 of the exhaust gas is the oxygen sensor 28. In addition, in the discharge channel 8, is placed above the turbine 17 to drive the ohms from the exhaust system, is the sensor 29 exhaust gas temperature, which determines the temperature of the exhaust gas. A/F sensor 27 is a global sensor of the mixture air-to-fuel", which shows, in General, linear output characteristic in accordance with the composition of the waste mixture air-fuel and oxygen sensor 28 is a sensor that detects only the rich or the poor condition of the mixture air-fuel when the output voltage changes as "served/not served" in a limited range around theoretical composition of the mixture air-to-fuel".

The inlet channel 6 is equipped with an air filter 31, and below the air filter is placed flowmeter 32 of the air, which determines the amount of air flow, the compressor 18 of the specified compressor 16, an intermediate cooler 33, which cools the hot air that is blown, the throttle valve 34 and the collector 35 of the intake air. With the inlet channel 6 is connected by a bypass channel 36, which bypasses the compressor 18. With the bypass channel 36 connects the recirculation valve 37, which holds the recirculation of exhaust air.

Reference position 38 in figure 1 indicated the pressure sensor intake air, which is connected with the inlet channel 6, to determine the pressure of intake air (i.e. negative the pressure of intake air), arising between the intermediate cooler 33 and the throttle valve 34. The flow meter 32 air is of type installed a temperature sensor, and thereby it is possible to determine the temperature of the intake air flowing in the intake channel above the compressor 18.

With the collector 35 of the intake air, is placed below the throttle valve 34 connects the channel 41 to create a negative pressure, which delivers negative pressure in the brake booster 40, which uses a negative pressure as power amplification, and the purge channel 43, which enters the vapor fuel generated in the fuel tank 42. With the collector 35 of the intake air is connected to the sensor 44, the intake air temperature, which determines the temperature of the intake air flowing in the intake channel below the intermediate cooler 33.

The brake booster 40 is a device to facilitate pressing the brake pedal, which enhances the force pressing the brake pedal by using a negative pressure of intake air generated by the collector 35 of the intake air.

The purge channel 43 has mounted the purge control valve 46. With the purge channel 43 is connected to the tank 47 for cleaning vaporous fuel gas, is Brazauskas in the fuel tank 42. The purge control valve 46 is operated, for example, with the ability to increase the flow of vaporous fuel gas for purging with an increase of the intake air.

With the purge port of the tank 47, which connects the purge channel 43, connects the sensor 48 pressure, which determines the pressure in the purge port, the internal pressure of the purge channel 43, namely, the internal pressure of the purge channel 43, in the embodiment, the atmospheric pressure is determined through the use of a certain sensor values 48 pressure. In addition, in the embodiment, a specific value of the sensor 48 pressure is introduced into the ECM 51 (i.e. engine control module), and on the basis of the specific values of the sensor 48 pressure ECM 51 calculates the height location of a position in which is placed the vehicle. If, for example, a variant implementation of the engine 1 internal combustion engines equipped with a supercharger 16, requires readings of atmospheric pressure, and thus the engine 1 is in addition to sensor 48 pressure, is connected to the purge channel 43, an atmospheric pressure sensor (not shown), which detects the atmospheric pressure, it is possible to estimate the height of the location position by processing a certain value of the pressure sensor.

EMC 51 has set the run microcomputer and performs various control operations for the engine 1, the internal combustion and performs processing based on signals from various sensors. In the embodiment, in the EMC 51 are introduced, in addition to the signal of the above sensor 48 of the pressure signals from the sensor 52 acceleration, which determines the angle of inclination in the longitudinal direction of the vehicle, and the sensor 53 vehicle speed on the basis of the coding angle, which determines the speed of the vehicle and start the vehicle, and various signals from the above-mentioned sensor 12, the water temperature sensor 13 oil temperature sensor 14 of the angle of rotation of the crankshaft, the flow meter 32 air sensor 38, the pressure of intake air, the sensor 44 of the intake air temperature sensor 29, the temperature of the exhaust gases A/F sensor 27 and the oxygen sensor 28. If required, the angle of inclination in the longitudinal direction of the vehicle can be estimated from information on navigation instead of the signal from the sensor 52 acceleration.

Thanks to the work of ECM 51 switching is performed between the two modes of combustion in accordance with working conditions. One of the two modes of combustion is a combustion mode based on layer-by-layer distribution of the propellant, through which fuel injection into the cylinder during the compression stroke richer mixture "air-fuel" is formed around St. the Chi ignition and burned, and the other of the two modes of combustion mode is the homogeneous combustion, in which by means of fuel injection into the cylinder during the intake stroke, the fuel diffuses in such a way that formed a homogeneous mixture of air to fuel, and the mixture is ignited. To provide combustion-based layer-by-layer charge distribution of fuel with a torque equal to the torque provided by homogeneous combustion, the amount of injection of the combustion-based layer-by-layer charge distribution of the fuel, in General, is identical to the injection volume when homogeneous combustion and by increasing the opening of the throttle valve when the homogeneous combustion, the combustion becomes fully dining. Because when homogeneous combustion of the throttle valve is opened to a large extent, pumping losses are reduced, and thereby a homogeneous combustion is the predominant during combustion of fuel.

In the embodiment, by operation of the brake amplifier 40, which uses the negative pressure of the intake air as power amplification, amplified pedal 45 brakes, and thus, if the negative pressure of the intake air is low (i.e., the pressure changes in such a direction that it approaches the atmospheric pressure), the driver occurs neko is the certain level feeling, when he presses the pedal 45 brakes, and in some cases there is a likelihood that the requested braking force is obtained only when the driver presses the pedal 45 brakes with much greater force. Accordingly, it is necessary to maintain a certain value of the negative pressure of the intake air. It should be noted that this detailed description of the reduction of the negative pressure of the intake air means that the negative pressure of the intake air is changed in such a direction that it approaches the atmospheric pressure.

The braking force required to stop the vehicle when the engine is started, varies depending on the location that hosts the vehicle. For example, in the case of Parking the vehicle on the road downhill braking force required to stop the vehicle, increases as increases the angle of inclination of a road downhill.

Combustion-based layer-by-layer charge distribution of the fuel, which implements the combustion of a very lean mixture by forming a mixture of air-fuel with layer charge of fuel in the combustion chamber 3, it is necessary to involve a large volume of air through the large opening of the throttle valve than on agendum combustion, forming a homogeneous mixture of air to fuel in the combustion chamber 3, and thus, the negative pressure of the intake air becomes relatively reduced. In other words, in the case of combustion based on layer-by-layer distribution of the propellant negative pressure of intake air is reduced compared to the homogeneous combustion, and, therefore, it is impossible to provide a brake booster 40 with negative pressure, which can be obtained by homogeneous combustion.

Thus in order to improve performance exhaust during a cold start, it is desirable to perform combustion based on layer-by-layer charge distribution of the fuel, i.e. burning more lean than homogeneous combustion.

Accordingly, in the embodiment, is such that when standing the vehicle on the spot after a cold start, the operating range of the combustion-based layer-by-layer charge distribution of fuel when standing the vehicle on the spot increases in accordance with the angle of inclination (gradient) of the vehicle, which is achieved by reducing the content of HC and improving low-temperature activation of the three-component catalytic converters 25 and 26 of the exhaust gas when standing vehicle in the place after a cold start by increasing the operating range of the combustion-based layer-by-layer charge distribution of fuel while maintaining the negative pressure of the intake air, required to achieve the braking performance.

In the embodiment, to determine whether the vehicle is in place or not, a signal from the sensor 53 vehicle speed is used to determine the beginning of the movement of the vehicle, i.e. to determine the beginning or not the movement of the vehicle. Assessment to determine the beginning or not the movement of the vehicle can be performed after a signal from the sensor 53 vehicle speed is converted to the speed of the vehicle. However, compared with this method is another way in which the beginning of the movement of the vehicle is determined from a specific signal from the sensor 53, vehicle speed, is preferred due to its high accuracy in comparison with the determination based on the vehicle speed, i.e. because the error is small, even if the measuring system is identical.

The correlation between the negative pressure of intake air required to achieve the braking performance, and the tilt angle (i.e. the angle of inclination) of the vehicle when the engine 1 is an internal combustion begins its work, has this tendency, Thu the, as can be seen from figure 2, the negative pressure of intake air required to achieve the braking performance, decreases as decreases the inclination angle of the vehicle. This is because as increases, the angle of inclination of the vehicle, i.e. as increasing the angle of the slope on which the vehicle stands still, increases the force that causes the vehicle to move down the incline. In other words, when standing the vehicle on the spot, as increasing the angle of inclination of the vehicle, the vehicle requires a higher braking force and thereby the necessary negative pressure of intake air is higher.

In addition, since the negative pressure of the intake air is influenced by the external environment, if the vehicle is standing still, the negative pressure of the intake air decreases as increases the height of the location, even at a constant degree of opening of the throttle and the engine speed.

Accordingly, in the embodiment, is this configuration that, when the engine 1 is running after a cold start, the operating range of the combustion-based layer-by-layer charge distribution of fuel in Stoyan and the vehicle on the spot after a cold start is expanding relative to the operating range of the homogeneous combustion when standing the vehicle on the spot after a cold start.

In other words, in the embodiment, when standing the vehicle on the spot after a cold start combustion based on layer-by-layer charge distribution of the fuel is performed in this range (i.e. in the range that does not cause the driver to feel depressing the brakes when the combustion-based layer-by-layer charge distribution of fuel he presses the pedal 45 brake)that even when standing the vehicle on the spot after a cold start demonstrates brake characteristic without causing the driver uncomfortable feelings by means of negative pressure suction air generated in the combustion mode based on layer-by-layer charge distribution of fuel and homogeneous combustion is performed in such the range, which during braking operation performed by the driver (i.e. when he presses the pedal 45 brakes), calls the driver a sense of depressing brakes due to insufficient feed intake negative pressure in the brake booster 40 combustion based on layer-by-layer charge distribution of fuel.

The above is described in detail below. In other words, as can be seen from figure 3, as the reduced inclination angle of the vehicle and/or decreases the height of the location, the operating range of the combustion-based layer-by-layer p is opredeleniya charge of fuel when standing the vehicle on the spot after a cold start is expanding relative to the operating range of the homogeneous combustion when standing the vehicle on the spot after a cold run.

In this operating range always get the intake negative pressure with which the driver can press the pedal 45 brakes without the unpleasant and uncomfortable feelings, and thus, the driver that controls the pedal 45 brake is allowed to press the pedal 45 brake usual method of pressing the brake, and thus he can control pedal 45 brakes without feeling nekomfortno.

As increasing the height of the location, reduces the negative pressure of intake air generated by the engine 1 internal combustion, and thus, by changing the operating range of the combustion-based layer-by-layer charge distribution of fuel when standing the vehicle on the spot after a cold start in accordance with the height of the location, you can receive the negative pressure of the intake air amount, which provides a braking characteristic required for the standing of a vehicle on the spot after a cold start.

In addition, in the embodiment, when, while the vehicle is on the spot after a cold start, the engine speed is equal to or higher than a predetermined speed (for example, 950 rpm) (see the characteristic curve A in figure 3), the operating range when orania based on layer-by-layer charge distribution of fuel when standing the vehicle on the spot after a cold start is expanding relative to the operating range of the homogeneous combustion when standing transport funds on the spot after a cold start compared with a case in which the engine speed is below a predetermined speed (for example, 950 rpm) (see the characteristic curve B in figure 3). In other words, the operating range of the combustion-based layer-by-layer charge distribution of fuel varies in accordance with engine speed when standing the vehicle on the spot after a cold start. In other words, when the engine speed is equal to or above a predetermined speed, the operating range of the combustion-based layer-by-layer charge distribution of the fuel is determined through the use of the characteristic curve A, which represents the threshold for higher speed and when the engine speed is below a predetermined speed, the operating range of the combustion-based layer-by-layer charge distribution of the fuel is determined through the use of the characteristic curve B, which represents the threshold for a lower speed.

The values of predefined speeds represent values that are set in accordance with the internal combustion engine and a transmission mounted in the vehicle, and the f, for example, the transmission is an automatic transmission, a predefined rotational speed is set so that when, while the vehicle is on the spot after a cold start, the engine speed is equal to or above a predetermined speed, a shift lever of an automatic transmission goes into position N-range or P-range, and when, while the vehicle is on the spot after a cold start, the engine speed below a predetermined speed, a shift lever of an automatic transmission goes into position D-range or R-range.

In the state in which the shift lever of an automatic transmission goes into position D-range or R-range, i.e. in the state in which the generated torque for slow motion, there is a force that forces the vehicle to move, and thus, the negative pressure of the intake air, which should be obtained when standing, when the generated torque for slow motion, higher negative pressure of the intake air, which should be obtained when standing in another place, when not generated torque for slow motion.

Rela is estwenno, for example, in the embodiment, by setting a predetermined engine speed thereby to change the operating range of the combustion-based layer-by-layer charge distribution of fuel when standing the vehicle on the spot after a cold start, depending on whether formed or not torque for slow motion, it becomes possible to obtain a negative pressure of intake air required to achieve the braking performance when standing the vehicle on the spot after a cold start.

Regarding the choice of the characteristic curve A, which represents the threshold for high speeds, or the characteristic curve B, which represents the threshold for low speed, you can instantly switch between two curves when the engine speed becomes lower than a predetermined speed or when the engine speed becomes equal to or greater than the predetermined rotational speed. However, as illustrated by figure 4, the switching between the characteristic curve A and the other characteristic curve B can be performed in relation to a pre-defined hysteresis. Inimically, as can be seen from figure 4, during the execution of the switching between curve A and curve B can run this configuration is that when selecting the characteristic curve A engine speed becomes lower than a predetermined speed, the switch from curve A on the characteristic curve B is executed instantaneously, whereas the run-time of the switching from the characteristic curve B on the characteristic curve a switch with the characteristic curve B on the characteristic curve A is performed when the engine speed becomes higher than a predetermined rotational speed to the rotational speed corresponding to a predefined hysteresis (for example, 100 rpm).

In addition, in the embodiment, if the vehicle is located at the altitude of the location at which the negative pressure of intake air required to achieve the braking performance is obtained only by homogeneous combustion, in other words, when the vehicle is located at the altitude of the location greater than the predetermined height location, the combustion in the engine after a cold start is defined as a homogeneous combustion nez is independent of the angle of inclination of the vehicle and engine speed. In other words, when the height of the location indicated by the right pane, straight dotted line C from figure 3 that represents the current height of the location above a predetermined height location is such that homogeneous combustion engine after a cold start is performed regardless of the angle of inclination of the vehicle and engine speed.

5 and 6 are block diagrams of a sequence of operations of the method, illustrating the sequence of operations management option implementation, which indicate the process of determining the combustion mode during a cold start.

At step S1 is performed, the determination of whether exercises or not the engine 1 is an internal combustion cold start on the basis of the specific values of the sensor 12 water temperature, and if the engine 1 is an internal combustion is in a cold state, the sequence goes to step S2, and if the engine 1, the internal combustion is not in a cold state, the sequence goes to step S8, instructing the engine 1, the internal combustion fit mode to the homogeneous combustion. In a state of very low temperature, the engine 1 is an internal combustion suffers considerable friction and thereby available in the prevalence, combustion is based on layer-by-layer charge distribution of the fuel becomes unstable. Thus, in this condition very low temperature, in which the combustion-based layer-by-layer charge distribution of the fuel is unstable due to the cold state of the engine 1 is an internal combustion, can be chosen homogeneous combustion.

At step S2 is performed, the determination as to whether the vehicle is on site or not, based on a certain value of the sensor 53, vehicle speed, and if the vehicle is in place, the sequence goes to step S3, and if the vehicle is not in place, the sequence goes to step S8.

At step S3 is performed, the determination of whether less or equal to the current height of the location to a predetermined height location or not, and if height of a location equal to or less than a predetermined height location, the sequence of operations proceeds to step S4, and if height of a location above a predetermined height location, the sequence goes to step S8.

At step S4, the system determines whether passed or not one or more seconds from the start of the engine 1, the internal combustion is I, and if one or more seconds passed from the start (for example, the time when the ignition switch) of the engine 1 is an internal combustion, the sequence goes to step S5, and if one or more seconds has not passed from the start of the engine 1 is an internal combustion, the sequence goes to step S12. As described below, when the sequence proceeds from step S4 to step S5, determination of the mode of combustion of the engine 1, the internal combustion when standing the vehicle on the spot after a cold start is performed using the angle of inclination of the vehicle, which is computed from the output of the sensor 52 acceleration. When the sequence proceeds from step S4 to step S12, determination of the mode of combustion of the engine 1, the internal combustion when standing the vehicle on the spot after a cold start is performed using the angle of inclination of the vehicle, which is computed from the output of the sensor 52 of the acceleration when the off key of the starting switch of the engine, i.e. when the engine 1 stopped internal combustion after the previous trip.

The reason that the passage of time from the start of operation of the engine 1, the internal combustion is checked at step S4, is the following. Immediately after the start of operation of the engine 1 internal share the Oia, i.e. immediately after activation, the sensor 52 acceleration determining the angle of inclination of the vehicle may not provide a stable output and thereby there is a possibility that the definition in relation to the angle of inclination of the vehicle is not running accurately. Thus, until the time when the output of the sensor 52, the acceleration becomes stable, is actually used is determined by a sensor 52 acceleration when the last time off the key starting switch of the engine, i.e. when switched off the engine 1, the internal combustion after the previous trip, so that the angle of inclination of the vehicle accurately defined.

At the step S5 is performed determining whether equal or higher than the engine speed for the engine 1, the internal combustion to a predetermined speed or not, and if the engine speed is equal to or above a predetermined speed, the sequence goes to step S6, and if the engine speed is below a predetermined speed, the sequence goes to step S7. In other words, at step S5, the selection being performed or is defined between the characteristic curve of A threshold for higher speed and characteristic Cree is Oh B threshold value to a lower speed, which are the threshold values used for the separation, despite the fact that the vehicle is on the spot after a cold start, the mode of combustion in the range of combustion-based layer-by-layer charge distribution fuel consumption and range for homogeneous combustion.

Then, at step S6, using some results of the steps S4 and S5 are defined in relation to whether or not the current operating range of the engine 1, the internal combustion range to permit combustion based on layer-by-layer charge distribution of the fuel, from the characteristic curve A threshold value to a higher speed, the angle of inclination of the vehicle calculated from the current output of the sensor 52 acceleration, and current altitude, location, and if the working range is designed for combustion-based layer-by-layer charge distribution of fuel, the sequence goes to step S9, instructing the engine 1, the internal combustion fit the mode of combustion on the basis of layer-by-layer charge distribution of fuel, and if not, the sequence goes to step S8.

Then, at step S7, using some results of the steps S4 and S5 are defined in relation to whether or not the current operating range of the engine 1, the internal combustion is a range to permit combustion based on layer-by-layer charge distribution of the fuel, from the characteristic curve B threshold value to a lower speed, the angle of inclination of the vehicle calculated from the current output of the sensor 52 acceleration, and current altitude, location, and if the working range is designed for combustion-based layer-by-layer charge distribution of fuel, the sequence goes to step S10, instructing the engine 1, the internal combustion fit the combustion mode based on layer-by-layer charge distribution of fuel, and if not, the sequence proceeds to step S11, instructing the engine 1, the internal combustion fit mode to the homogeneous combustion.

At the step S12 is performed determining whether equal or higher than the rotational speed of the engine 1, the internal combustion to a predetermined speed or not, and if the rotational speed of the engine 1, the internal combustion equal to or above a predetermined speed, the sequence of operations proceeds to step S13, and if the rotational speed of the engine 1, the internal combustion below a predetermined speed, the sequence goes to step S14. In other words, at step S12, the selection being performed or is defined between the characteristic curve of A threshold value for a higher frequency of rotation of the characteristic curve B threshold value to a lower speed, which are the threshold values used for the separation, despite the fact that the vehicle is on the spot after a cold start, the mode of combustion in the range of combustion-based layer-by-layer charge distribution fuel consumption and range for homogeneous combustion.

Then, at step S13, using some results of the steps S4 and S12 are defined in relation to whether or not the current operating range of the engine 1, the internal combustion range to permit combustion based on layer-by-layer charge distribution of the fuel, from the characteristic curve A threshold value to a higher speed, the angle of inclination of the vehicle calculated from the output of the sensor 52 acceleration when stopped the engine 1, the internal combustion after the previous trip, and the current altitude of the location, and if the working range is designed for combustion-based layer-by-layer charge distribution of fuel, the sequence proceeds to step S15, instructing the engine 1, the internal combustion fit the combustion mode based on layer-by-layer charge distribution of fuel, and if not, the sequence goes to step S16.

Then, at step S14, using some results of the steps S4 and S12 are defined in relation to the CSO, whether or not the current operating range of the engine 1, the internal combustion range to permit combustion based on layer-by-layer charge distribution of the fuel, from the characteristic curve B threshold value to a lower speed, the angle of inclination of the vehicle calculated from the output of the sensor 52 acceleration when stopped the engine 1, the internal combustion after the previous trip, and the current altitude of the location, and if the working range is designed for combustion-based layer-by-layer charge distribution of fuel, the sequence goes to step S17, instructing the engine 1, the internal combustion fit the combustion mode based on layer-by-layer charge distribution of fuel, and if no, the sequence goes to step S18, instructing the engine 1, the internal combustion fit mode to the homogeneous combustion.

It should be noted that the present invention is applicable to an internal combustion engine with fuel injection in the intake ports, which can selectively adjust the mode to the homogeneous combustion mode, the combustion of the lean mixture supplied through the opening of the throttle valve, in order to form the combustion of lean mixture. The engine of this type has advantages, which are virtually the key is identical to the advantages of the above options implementation which can selectively adjust the mode to the homogeneous combustion and the combustion mode based on layer-by-layer charge distribution of fuel.

In the case of applying the present invention to an internal combustion engine, which can selectively adjust the mode to the homogeneous combustion mode, the combustion of the lean mixture, is carried out such that the operating range of the combustion of the lean mixture when standing the vehicle on the spot after a cold start is expanding relative to the operating range of the homogeneous combustion when standing the vehicle on the spot after a cold start as reduced inclination angle of the vehicle.

In addition, in the case of applying the present invention to an internal combustion engine, which can selectively adjust the mode to the homogeneous combustion mode, the combustion of the lean mixture, is carried out such that the operating range of the combustion of the lean mixture when standing the vehicle on the spot after a cold start when the vehicle is in a location with lower altitude location, extended working ranges homogeneous combustion when standing the vehicle on the spot after a cold start compared with a case in which the salvage vehicle is in a location with a high altitude location.

In addition, in the case of applying the present invention to an internal combustion engine, which can selectively adjust the mode to the homogeneous combustion mode, the combustion of the lean mixture, the operating range of the combustion of the lean mixture varies in accordance with engine speed when the vehicle is on the spot after a cold start. In other words, when, while the vehicle is on the spot after a cold start, the engine speed is equal to or higher than a predetermined speed (for example, 950 rpm), the operating range of the combustion of the lean mixture when standing the vehicle on the spot after a cold start is expanding relative to the operating range of the homogeneous combustion when standing the vehicle on the spot after a cold start compared with a case in which the engine speed is below a predetermined speed (for example, 950 rpm).

As in the above embodiment, a predefined rotational speed is set in accordance with the internal combustion engine and a transmission mounted in the vehicle, and a predefined rotational speed is set so that when that vehicle a hundred the t on the spot after a cold start, the engine speed is equal to or above a predetermined speed, a shift lever of an automatic transmission goes into position N-range or P-range, when, while the vehicle is on the spot after a cold start, the engine speed below a predetermined speed, a shift lever of an automatic transmission goes into position D-range or R-range. In other words, is this configuration that in case if it does not produce torque for slow motion in the vehicle, the operating range of the combustion of the lean mixture when standing on the spot after a cold start is expanding relative to the operating range of the homogeneous combustion when standing on the spot after a cold start compared with a case in which torque is generated torque for slow motion in the vehicle.

1. The control unit of the vehicle with the internal combustion engine, which can selectively change the mode of combustion to the homogeneous combustion, the combustion-based layer-by-layer charge distribution of the fuel or the combustion of lean mixture and the brake booster, which is used as source power negative pressure suction is ozdoba, created by the internal combustion engine, comprising:
means for determining the angle of inclination to determine or estimate the angle of inclination of the vehicle in the direction of forward and backward;
when the control device is configured to perform such control, in order to control the combustion of the internal combustion engine when standing the vehicle on the spot after a cold start in accordance with the tilt angle of the vehicle obtained from the means for determining the angle of inclination, so that the combustion mode of the internal combustion engine became the combustion-based layer-by-layer charge distribution of fuel or combustion of lean mixture when the angle of inclination of the vehicle is below a threshold, and the mode of combustion has become homogeneous combustion when the tilt angle of the vehicle exceeds the threshold value.

2. The device according to claim 1, in which the internal combustion engine is an internal combustion engine with direct injection, which selectively changes its mode of combustion to the homogeneous combustion or combustion-based layer-by-layer charge distribution of fuel, and in which such a control to the mode of combustion became combustion based on layer-by-layer charge distribution of the fuels is, when the angle of inclination of the vehicle is less than the threshold value.

3. The device according to claim 1, further containing a means for determining the altitude of the location, which determines the height of the location of a position in which is placed the vehicle, and which executes a control to set the threshold value in accordance with the height of the location so that the threshold value becomes smaller as increases the height of the location.

4. Device according to any one of claims 1 to 3, in which within a specified period after starting of the internal combustion engine, the angle of inclination of the vehicle defined by the means for determining the altitude of the location when discontinued the previous operation of the internal combustion engine, is used actually as the current angle of the vehicle.

5. The device according to claim 4, in which the predetermined period is a period from when the activation means for determining the altitude of the location, to the moment when the output means of determining the height of the location becomes stable.

6. Device according to any one of claims 1 to 3, in which:
the vehicle is additionally equipped with an automatic transmission;
this is such a control to instruct oregovomab value to adjust a differential value between a case, in which, while the vehicle is in place, the transmission allows the position of one band, forming a torque for slow motion, and another case in which, while the vehicle is in place, the transmission allows a different range, not forming torque for slow motion, while the threshold value provided when a certain torque for slow motion, below the threshold value provided when not generated torque for slow motion.

7. The device according to claim 6, in which on the basis of the rotational speed of the internal combustion engine varies one range, which forms a certain torque for slow motion, and another range that does not generate torque for slow motion.



 

Same patents:

FIELD: engines and pumps.

SUBSTANCE: invention relates to automotive industry. Proposed method of diesel (1) control consists in generating automatic oscillation of fuel feed device (7). On a sensor (6) signal at load decrease to magnitude smaller than 30% of rated value the fuel feed device position pickup (7) is used to feed signal from speed automatic controller (10) of control unit (13) and frequency generator via current sinusoidal oscillations of amplitude and frequency oscillator (12). Said oscillator (12) is timed by crankshaft turn angle transducer (5) with its angular position. Invention covers also the diesel control at low feed and minimum stable rpm.

EFFECT: lower minimum stable rpm at load and idling.

2 cl, 4 dwg

FIELD: engines and pumps.

SUBSTANCE: prior to switching on ignition gaseous fuel is injected. Then, also before switching on ignition, auxiliary fuel is additionally injected.

EFFECT: fuel savings, decreased harmful emissions.

9 cl

FIELD: engines and pumps.

SUBSTANCE: method of starting the ICE running on fuel contained in the tank comprises estimation of fuel amount, fuel volatility (PVR), fuel being injected into engine cylinder at starting subject to estimated fuel volatility (16). Estimated fuel volatility (15) is replaced by preset magnitude (20) at starting after replenishment.

EFFECT: easier starting at frost.

14 cl, 2 dwg

FIELD: engines and pumps.

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

EFFECT: decreased emission of contaminants.

4 cl, 3 dwg

FIELD: engines and pumps.

SUBSTANCE: proposed method consists in utilisation of lubing oil heat and cooling water for heating, oil circulation, executing all preparatory jobs for starting and running standby diesel generator and starting diesel generator. Method covers automated and synchronous control over fuel and supercharge air feed at various operating conditions by means of three-pulse combination electronic fuel feed controllers and at various air pressures in the entire range of static loads and sharp variations of load. Regulation of lubing oil and cooling water temperatures is adapted to actual conditions, loads are distributed among diesel generators operated in parallel subject to control criterion and actual mean load thereto. Invention covers also forced synchronous outage of supercharging turbo compressor and diesel generator at normal and emergent conditions.

EFFECT: power savings, higher efficiency and reliability of starting and efficiency of diesel generator.

8 cl, 6 dwg, 1 tbl

FIELD: engines and pumps.

SUBSTANCE: this method in combination with cold start and/or warming-up at an idle operation of internal combustion engine (1) is used to start engine (1) by means of a cold start mode with preset values of engine operating parameters; quantity of accumulated one or several hydrocarbons in at least one component of exit gas neutralisation is estimated and the cold start mode of a motor is activated, if according to estimation quantity of peaks of HC-desorption stipulated by combustion gases of filler exceeds preset limit value.

EFFECT: method provides possibility of heating of components of exit gas neutralisation and allows defining exact time of engine warming-up with possibility to stop an active mode of the motor cold start, thus allowing to avoid fuel overflow or at least to restrict it.

20 cl, 3 dwg

FIELD: engines and pumps.

SUBSTANCE: proposed method comprises the following jobs: (a) feeding first amount of fuel in combustion chamber in compression stroke by pre-injection to produce partially homogeneous premix in combustion chamber, (b) feeding main amount of fuel in combustion chamber by main injection and combustion of fuel-air mix by self-ignition. Beginning of pre-injection is selected to allow premix to ignite after short delay of ignition while beginning of the main injection is selected to allow main amount of fuel to be injected during combustion or directly after combustion of said premix. Pre-injection is executed at crankshaft turn through 22 to 100, in particular 25 to 30, before piston TDC. Main injection is executed at crankshaft turn through 20 before piston TDC to 20 after TDC. Main injection is divided into some partial injections. In starting ICE, first partial injection is executed at crankshaft turn through 2 before TDC to 2 after TDC, while second partial injection is executed at crankshaft turn through 2 to 5 after TDC.

EFFECT: fast starting, higher reliability.

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 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

FIELD: engines and pumps.

SUBSTANCE: proposed method comprises the following jobs: (a) feeding first amount of fuel in combustion chamber in compression stroke by pre-injection to produce partially homogeneous premix in combustion chamber, (b) feeding main amount of fuel in combustion chamber by main injection and combustion of fuel-air mix by self-ignition. Beginning of pre-injection is selected to allow premix to ignite after short delay of ignition while beginning of the main injection is selected to allow main amount of fuel to be injected during combustion or directly after combustion of said premix. Pre-injection is executed at crankshaft turn through 22 to 100, in particular 25 to 30, before piston TDC. Main injection is executed at crankshaft turn through 20 before piston TDC to 20 after TDC. Main injection is divided into some partial injections. In starting ICE, first partial injection is executed at crankshaft turn through 2 before TDC to 2 after TDC, while second partial injection is executed at crankshaft turn through 2 to 5 after TDC.

EFFECT: fast starting, higher reliability.

10 cl, 2 dwg

FIELD: engines and pumps.

SUBSTANCE: this method in combination with cold start and/or warming-up at an idle operation of internal combustion engine (1) is used to start engine (1) by means of a cold start mode with preset values of engine operating parameters; quantity of accumulated one or several hydrocarbons in at least one component of exit gas neutralisation is estimated and the cold start mode of a motor is activated, if according to estimation quantity of peaks of HC-desorption stipulated by combustion gases of filler exceeds preset limit value.

EFFECT: method provides possibility of heating of components of exit gas neutralisation and allows defining exact time of engine warming-up with possibility to stop an active mode of the motor cold start, thus allowing to avoid fuel overflow or at least to restrict it.

20 cl, 3 dwg

FIELD: engines and pumps.

SUBSTANCE: proposed method consists in utilisation of lubing oil heat and cooling water for heating, oil circulation, executing all preparatory jobs for starting and running standby diesel generator and starting diesel generator. Method covers automated and synchronous control over fuel and supercharge air feed at various operating conditions by means of three-pulse combination electronic fuel feed controllers and at various air pressures in the entire range of static loads and sharp variations of load. Regulation of lubing oil and cooling water temperatures is adapted to actual conditions, loads are distributed among diesel generators operated in parallel subject to control criterion and actual mean load thereto. Invention covers also forced synchronous outage of supercharging turbo compressor and diesel generator at normal and emergent conditions.

EFFECT: power savings, higher efficiency and reliability of starting and efficiency of diesel generator.

8 cl, 6 dwg, 1 tbl

FIELD: engines and pumps.

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

EFFECT: decreased emission of contaminants.

4 cl, 3 dwg

FIELD: engines and pumps.

SUBSTANCE: method of starting the ICE running on fuel contained in the tank comprises estimation of fuel amount, fuel volatility (PVR), fuel being injected into engine cylinder at starting subject to estimated fuel volatility (16). Estimated fuel volatility (15) is replaced by preset magnitude (20) at starting after replenishment.

EFFECT: easier starting at frost.

14 cl, 2 dwg

Up!