EP0801226A2 - Méthode et dispositif pour évaluer la qualité d'un mélange d'air et de carburant - Google Patents

Méthode et dispositif pour évaluer la qualité d'un mélange d'air et de carburant Download PDF

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Publication number
EP0801226A2
EP0801226A2 EP97104744A EP97104744A EP0801226A2 EP 0801226 A2 EP0801226 A2 EP 0801226A2 EP 97104744 A EP97104744 A EP 97104744A EP 97104744 A EP97104744 A EP 97104744A EP 0801226 A2 EP0801226 A2 EP 0801226A2
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EP
European Patent Office
Prior art keywords
ignition
test pulse
pulse
combustion
evaluated
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP97104744A
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German (de)
English (en)
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EP0801226B1 (fr
EP0801226A3 (fr
Inventor
Hubert Nolte
Martin Herrs
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Stiebel Eltron GmbH and Co KG
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Stiebel Eltron GmbH and Co KG
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Publication of EP0801226A3 publication Critical patent/EP0801226A3/fr
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Publication of EP0801226B1 publication Critical patent/EP0801226B1/fr
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/021—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions using an ionic current sensor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/1454—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an oxygen content or concentration or the air-fuel ratio
    • F02D41/1458—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an oxygen content or concentration or the air-fuel ratio with determination means using an estimation

Definitions

  • the invention relates to a method for evaluating the quality of a fuel-air mixture in a combustion phase, in particular in a gasoline engine, in which an electrical ignition pulse initiating the combustion phase is applied cyclically to a spark plug in a combustion chamber. Furthermore, the invention relates to a device for performing such a method.
  • gasoline engines are operated with a (rich) fuel-air mixture whose lambda value (fuel / air ratio) is around 1. Such an operation is not always satisfactory with regard to the combustion exhaust gases and the fuel consumption.
  • Gasoline engines are also known which are operated with a lean fuel-air mixture (lambda value> 1). This reduces fuel consumption. However, knocking can occur, which is undesirable.
  • DE 28 02 196 C2 describes an ion current probe for detecting the ionization state of reaction mixtures.
  • the ion current probe is connected to an evaluation device for the ion current to form a control or display variable.
  • an ignition voltage is applied to the ion current probe, which can be formed by a spark plug.
  • DE 42 39 803 C2 proposes an ionization current detector device for an internal combustion engine. This is intended to confirm the combustion of the gas mixture by determining a combustion pulse. It can only be recorded whether a combustion took place or not.
  • the object of the invention is to propose a method and a device for evaluating a fuel-air mixture of a combustion phase in order to enable low-pollutant, fuel-saving and knock-free operation of an internal combustion engine, in particular a gasoline engine.
  • the above object is achieved in a method of the type mentioned at the outset in that the ignition pulse follows during the combustion phase electrical test pulse is applied to the spark plug and that the influencing of the test pulse by the respective fuel-air mixture of the combustion chamber is detected as an electrical variable.
  • the mixture ratio (lambda value) of the fuel / air mixture present in each case in a single combustion phase in the combustion chamber is determined using the spark plug which is present anyway.
  • the spark plug acts as an ionization electrode in the combustion chamber, the ionization of the fuel-air mixture in the combustion chamber depending on the mixture ratio correspondingly influencing the electrical test pulse.
  • the active specification of a defined test pulse leads to signals that are more reproducible and easier to evaluate than a passive evaluation of the ionization of the combustion gases.
  • the electrical variable derived from influencing the test pulse can be used to control the mixture ratio of the following combustion phase and / or the following combustion phases. This can be done by correspondingly increasing and / or reducing the fuel supply and / or the air supply in order to achieve the desired value of the mixture ratio.
  • the ignition timing is also adjusted in the range of the mixture ratio at which the engine tends to "knock” in order to avoid “knocking” in the following combustion processes.
  • the optimal mixture ratio and the optimum ignition timing for the next combustion phase can be set after each combustion phase (work cycle of the gasoline engine) or each test pulse.
  • a gasoline engine usually has several combustion chambers (cylinders).
  • the invention makes it possible to separately detect and set the mixture ratio and, if necessary, the ignition timing for each cylinder.
  • a device for performing the method is characterized by the features of claims 12 to 14. This electrical device is easy to integrate into a conventional ignition system.
  • a gasoline engine has several combustion chambers (1), one of which is shown in FIG. 5.
  • a spark plug (2) is arranged in the combustion chamber (1).
  • a fuel-air mixture can be supplied to the combustion chamber (1) via a valve (not shown), the mixture ratio of which can be set, for example, with an ice spray nozzle (3) and a throttle valve (4).
  • the spark plug (2) is connected to a secondary winding (5) of an ignition coil (6), in front of whose primary winding (7) there is an interrupter (8).
  • An ignition distributor (9) distributes the ignition pulses to the spark plugs (2) of the combustion chambers.
  • the combustion phase (V) of a combustion chamber (1) of a four-stroke gasoline engine is indicated in FIGS. 1 to 4.
  • This begins with an ignition pulse (Z) triggered by the spark plug (2) via the interrupter (8) and the ignition coil (6) and which has an ignition voltage of 15 kV, for example.
  • a test pulse generator (10) which is shown in broken lines, is generated by a test pulse generator (10) by a time delay after the ignition point (t0) during each combustion phase (V).
  • the test pulse generator (10) is coupled to the interrupter (8) or the secondary winding (5) of the ignition coil (6) via a signal line (11).
  • the test pulse (P) is a rectangular pulse that includes the combustion phase (V).
  • the test pulse begins after the time delay (tv) at time (t1).
  • the time delay (tv) is such that the test pulse starts before the start of the actual combustion phase (V).
  • the time delay (Tv) is less than 1ms; for example, it is 0.1 ms.
  • the time delay (tv) filters out the ringing of the ignition voltage.
  • the test pulse (P) ends at time (t2) after the combustion phase (V). Its duration (tp) is about 15ms maximum.
  • the amplitude (U0) remains constant in front of the resistor (R1) for the duration of the test pulse and is reduced behind the resistance (R1) by a possible ionization.
  • the amplitude of the test pulse (P) is significantly smaller than the ignition voltage (Uz) of the spark plug.
  • the maximum value (U0) of the amplitude is approximately between 100 V and 1000 V, for example at 600 V.
  • the test pulse (P) is applied to the spark plug (2) via a measuring resistor (R1).
  • An evaluation circuit (12) located at the measuring resistor (R1) detects the change in the amplitude or the measurement signal curve (Pio) compared to the test pulse (P) as a function of the respective mixture ratio in the combustion chamber (1) as a result of the different ionization of the fuel-air mixture. with the maximum value (U0).
  • measuring lines (16, 17) in front of and behind the measuring resistor (R1) are placed on the evaluation circuit (12) and apply a differential voltage to them.
  • FIGS. 2, 3 and 4 show such changes in amplitude or changes in measurement signals on the basis of measurement results.
  • the measurement signal pulse (Pio) with an amplitude (U1) results (cf.FIG. 2A, 2B, 2C).
  • a measurement signal pulse (Pio ) with a Amplitude (U2) results (cf. FIGS. 4A, 4B, 4C).
  • the respective change in the resulting measurement signal pulse (Pio) compared to the test pulse is thus a measure of the respective mixture ratio in the combustion chamber (1) in the combustion phase (V).
  • This change is detected by the evaluation circuit (12) and evaluated to control the injection nozzle (3) via a control line (13) and / or to control the throttle valve (4) via a control line (14) and to control the ignition timing of the breaker (8) via a control line (15).
  • a setpoint value (S) is set to the evaluation circuit (12), which specifies the desired mixture ratio.
  • the evaluation circuit (12) adjusts the fuel and / or air supply via the control lines (13, 14).
  • the test pulse (P) is applied to the spark plug (2) via the measuring resistor (R1).
  • the secondary winding (5) is decoupled from the test pulse (P) by one or more voltage-dependent resistors (R2). This is effective on the spark plug (2), but not on the secondary winding (5).
  • the voltage-dependent resistors (R2) are in series with the secondary winding (5). They represent a small resistance for the ignition voltage (Uz) and a large resistance for the test pulse (P). This results in a simple circuit which, on the one hand, ensures that the ignition pulse (Z) acts undisturbed on the spark plug (2) can and on the other hand the test pulse (P) after the ignition pulse (7) reaches the spark plug (2) undisturbed.
  • the ignition distributor (9) lies between the voltage-dependent resistors (R2) and the spark plug (2), it detects the Circuit described the combustion phase (V) in each combustion chamber (1) individually.
  • the evaluation of the measurement signal pulse (Pio) can be carried out in different ways by appropriate design of the evaluation circuit (12):
  • the evaluation circuit (12) integrates the course of the measurement signal pulse (Pio), which results from the influence of the test pulse (P) by the ionization in the respective combustion process (V), over time, namely the duration of the test pulse (P) ( see Fig. 2A, 3A, 4A).
  • this area is significantly larger with a lambda value of approximately 1 (cf. FIG. 3A) than with lambda ⁇ 1 and lambda> 1 (cf. 2A, 4A), which can be easily evaluated by the evaluation circuit (12) and used to regulate the fuel-air mixture.
  • a timer is started with the start of the test pulse (P) at time (t1) or with the ignition pulse (Z).
  • a measuring window (F) is opened at time (t3) for a very short time compared to the duration of the combustion process (V).
  • the evaluation circuit (12) detects the respective level of the measurement signal (Pio) in this measurement window (F) (cf. FIGS. 2B, 3B, 4B).
  • the comparison of the level of the measurement signals (Pio) in the measurement windows (F) in FIGS. 2B, 3B, 4B shows that the measurement signal at the time of measurement (t3) with a lambda value of approximately 1 (see FIG. 3B) is significantly larger than with a lambda value ⁇ 1 and a lambda value> 1 (cf. FIGS. 2B, 4B). This can be easily evaluated by the evaluation circuit (12) and used to regulate the air / fuel mixture.
  • the start (t1) and end (t2) of the test pulse (P) can be placed close to the measurement window (F).
  • the evaluation circuit (12) specifies a threshold value (Uschw) which is smaller than the amplitudes (U1, U2, U3).
  • the evaluation circuit (12) detects the time period (tschw) after which the measurement signal (Pio) reaches the threshold value (Uschw).
  • the start of the time period (tschw) can be set to the time (t1) of the start of the test pulse (P) (see FIG. 2C, 3C, 4C) or to the ignition point (t0).
  • a combination of the methods according to C and A is also possible.
  • the threshold value (Uschw) When the threshold value (Uschw) is reached, the integration according to A is started. This suppresses the influence of disturbing measurement signal fluctuations, which are below the threshold value (Uschw) and within the time period (tschw), on the integration result.

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  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Ignition Installations For Internal Combustion Engines (AREA)
  • Other Investigation Or Analysis Of Materials By Electrical Means (AREA)
  • Testing Of Engines (AREA)
  • Investigating Or Analyzing Materials By The Use Of Electric Means (AREA)
  • Sampling And Sample Adjustment (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Electrical Control Of Ignition Timing (AREA)
EP97104744A 1996-04-12 1997-03-20 Méthode et dispositif pour évaluer la qualité d'un mélange d'air et de carburant Expired - Lifetime EP0801226B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19614388 1996-04-12
DE19614388A DE19614388C1 (de) 1996-04-12 1996-04-12 Verfahren und Vorrichtung zur Auswertung der Qualität eines Kraftstoff-Luftgemisches

Publications (3)

Publication Number Publication Date
EP0801226A2 true EP0801226A2 (fr) 1997-10-15
EP0801226A3 EP0801226A3 (fr) 1999-05-06
EP0801226B1 EP0801226B1 (fr) 2002-10-16

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EP97104744A Expired - Lifetime EP0801226B1 (fr) 1996-04-12 1997-03-20 Méthode et dispositif pour évaluer la qualité d'un mélange d'air et de carburant

Country Status (7)

Country Link
US (1) US5811670A (fr)
EP (1) EP0801226B1 (fr)
JP (2) JP3796003B2 (fr)
AT (1) ATE226280T1 (fr)
CA (1) CA2200661A1 (fr)
DE (2) DE19614388C1 (fr)
ES (1) ES2184912T3 (fr)

Cited By (7)

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Publication number Priority date Publication date Assignee Title
DE19839868C1 (de) * 1998-09-02 2000-02-10 Stiebel Eltron Gmbh & Co Kg Verfahren und Schaltung zum Erfassen des Luft-Kraftstoff-Verhältnisses einer Verbrennungsphase einer Verbrennungskraftmaschine
DE19916205C1 (de) * 1999-04-10 2000-11-16 Daimler Chrysler Ag Verfahren zur Bestimmung einer Verbrennungskenngröße einer Brennkraftmaschine
DE19917708C1 (de) * 1999-04-20 2001-01-11 Daimler Chrysler Ag Verfahren zur Bestimmung der Zusammensetzung eines Luft-Kraftstoff-Gemisches im Brennraum einer Brennkraftmaschine
WO2006133752A1 (fr) * 2005-06-13 2006-12-21 Stiebel Eltron Gmbh & Co. Kg Circuit pour saisir des grandeurs concernant la combustion
DE102005044030B4 (de) * 2005-09-14 2011-02-17 Stiebel Eltron Gmbh & Co. Kg Verfahren und Einrichtung zur Ionisationsmessung bei Verbrennungskraftmaschinen mit Unterdrückung der Zündrestspannung
DE102006010807B4 (de) * 2006-03-07 2015-06-25 Volkswagen Aktiengesellschaft Schaltung zum Erfassen verbrennungsrelevanter Größen
DE102008006673B4 (de) * 2008-01-30 2020-08-27 Bayerische Motoren Werke Aktiengesellschaft Verfahren zum Betreiben einer Brennkraftmaschine mit Benzin-Direkteinspritzung

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DE10236977B4 (de) * 2002-08-13 2004-07-29 Stiebel Eltron Gmbh & Co. Kg Verfahren zur Bestimmung der Luftzahl eines Verbrennungsvorgangs bei einem Verbrennungsmotor
DE10309554B4 (de) * 2003-03-04 2013-02-21 Stiebel Eltron Gmbh & Co. Kg Verfahren zur Auswertung von Ionisationssignalen bei dynamischem Motorbetrieb
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DE102004004160B4 (de) * 2004-01-28 2012-03-15 Stiebel Eltron Gmbh & Co. Kg Verfahren zur Bestimmung der Abgasrezirkulationsrate eines Verbrennungsmotors
DE102004004162B4 (de) * 2004-01-28 2007-12-27 Stiebel Eltron Gmbh & Co. Kg Verfahren und Vorrichtung zur Bestimmung einer Verbrennungsgröße eines Verbrennungsvorgangs
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ITMI20062097A1 (it) * 2006-10-31 2008-05-01 Eldor Corp Spa Metodo e dispositivi per ridurre la differenza del rapporto aria-combustibile normalizzato dei vari cilindri in un motore a combustione interna rispetto ad un valore predeterminato compreso tra 0,7 e 1,1 del rapporto aria-combustibile normalizzato in
JP4720721B2 (ja) * 2006-11-07 2011-07-13 マツダ株式会社 点火時期検出装置
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Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19839868C1 (de) * 1998-09-02 2000-02-10 Stiebel Eltron Gmbh & Co Kg Verfahren und Schaltung zum Erfassen des Luft-Kraftstoff-Verhältnisses einer Verbrennungsphase einer Verbrennungskraftmaschine
DE19916205C1 (de) * 1999-04-10 2000-11-16 Daimler Chrysler Ag Verfahren zur Bestimmung einer Verbrennungskenngröße einer Brennkraftmaschine
DE19917708C1 (de) * 1999-04-20 2001-01-11 Daimler Chrysler Ag Verfahren zur Bestimmung der Zusammensetzung eines Luft-Kraftstoff-Gemisches im Brennraum einer Brennkraftmaschine
WO2006133752A1 (fr) * 2005-06-13 2006-12-21 Stiebel Eltron Gmbh & Co. Kg Circuit pour saisir des grandeurs concernant la combustion
DE102005044030B4 (de) * 2005-09-14 2011-02-17 Stiebel Eltron Gmbh & Co. Kg Verfahren und Einrichtung zur Ionisationsmessung bei Verbrennungskraftmaschinen mit Unterdrückung der Zündrestspannung
DE102006010807B4 (de) * 2006-03-07 2015-06-25 Volkswagen Aktiengesellschaft Schaltung zum Erfassen verbrennungsrelevanter Größen
DE102008006673B4 (de) * 2008-01-30 2020-08-27 Bayerische Motoren Werke Aktiengesellschaft Verfahren zum Betreiben einer Brennkraftmaschine mit Benzin-Direkteinspritzung

Also Published As

Publication number Publication date
JP2006083866A (ja) 2006-03-30
US5811670A (en) 1998-09-22
EP0801226B1 (fr) 2002-10-16
JP3796003B2 (ja) 2006-07-12
DE19614388C1 (de) 1997-07-03
ES2184912T3 (es) 2003-04-16
CA2200661A1 (fr) 1997-10-12
JPH1048184A (ja) 1998-02-20
EP0801226A3 (fr) 1999-05-06
DE59708469D1 (de) 2002-11-21
ATE226280T1 (de) 2002-11-15

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