EP1212531A2 - Procede et dispositif de determination de l'angle d'allumage - Google Patents

Procede et dispositif de determination de l'angle d'allumage

Info

Publication number
EP1212531A2
EP1212531A2 EP00963919A EP00963919A EP1212531A2 EP 1212531 A2 EP1212531 A2 EP 1212531A2 EP 00963919 A EP00963919 A EP 00963919A EP 00963919 A EP00963919 A EP 00963919A EP 1212531 A2 EP1212531 A2 EP 1212531A2
Authority
EP
European Patent Office
Prior art keywords
max
ignition angle
value
time
operating state
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.)
Withdrawn
Application number
EP00963919A
Other languages
German (de)
English (en)
Inventor
Torsten Keller
Martin Haussmann
Jens Neuberg
Joerg Kerner
Volker Gandert
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.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1212531A2 publication Critical patent/EP1212531A2/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
    • F02P5/15—Digital data processing
    • F02P5/1502—Digital data processing using one central computing unit
    • F02P5/1504—Digital data processing using one central computing unit with particular means during a transient phase, e.g. acceleration, deceleration, gear change
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
    • F02P5/15—Digital data processing
    • F02P5/1502—Digital data processing using one central computing unit
    • F02P5/1506—Digital data processing using one central computing unit with particular means during starting
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the invention relates to a device and a method for determining the ignition angle of an internal combustion engine according to the genus of the respective generic terms.
  • Control devices for electronic ignition control are already known from BOSCH Technical Instruction, Combined Ignition and Gasoline Injection System MOTRONIC (1987 722 011, KH / VDT-09.85-De), the control device separating two ignition processes from engine information such as load, speed and temperature using characteristic maps optimal ignition angle determined.
  • the ignition angle can thus be individually adapted to different operating conditions of the engine.
  • the ignition angle can be shifted early or late by any value depending on the switching signals.
  • DE 196 51 238 describes an ignition control system which contains a limiting stage which limits the ignition angle determined on the basis of engine information to a maximum latest value. Limiting the ignition angle to a maximum of the latest value is necessary, since when requesting a torque reduction or a Reduction of the thermal efficiency, the ignition angle is retarded. The retarded ignition angle obtained in this way must not, however, exceed a maximum of the latest value, since otherwise a permissible manifold temperature or a limit value for emissions will be exceeded.
  • Such a maximum latest value the so-called static combustion limit (ZWSTAT (max)), is determined according to the prior art on the basis of the limit value for the emission of hydrocarbons and the limit value for the manifold temperature.
  • patschers In certain operating states of the engine, after-reactions occur in the exhaust, so-called patschers, which are caused by unburned or partially burned fuel entering the exhaust.
  • the Patscher lead to noise and destruction of components.
  • the static burning limit is too late ignition angles.
  • the device according to the invention or the method according to the invention has the advantage that, in certain operating states, an early shift in the maximum latest ignition angle causes exhaust slumps and thus
  • the measures listed in the subclaims allow advantageous developments and improvements to the device or the method for determining the ignition angle.
  • the method can be based on Operating conditions are used in which there is engine dynamics and there is no non-positive connection between the engine and the drive train. It is advantageous to carry out the early shift of the maximum latest ignition angle in relation to a static combustion limit that is dependent on the Kennfeid, since adaptation to engine parameters is thus possible in a more targeted manner. It is also advantageous to carry out the early adjustment only in a certain period of time after the dynamics have been ascertained without frictional engagement, in which exhaust ratchets actually occur, in order to quickly make the entire ignition angle range available again for adjusting the ignition angle.
  • An early shift in the maximum latest ignition angle prevents exhaust slips from occurring in the post start.
  • the early shift in the maximum latest ignition angle also results in a reduction in hydrocarbon emissions. It has proven to be advantageous to slowly bring the early shift of the maximum latest ignition angle to the stationary firing limit in the after-start in order to avoid sudden jumps in torque. It is also advantageous to design the time period in which the maximum latest ignition angle is brought up to the stationary combustion limit, depending on the engine temperature and the amount of secondary air blown into the exhaust tract, since the introduction is optimally adapted to the engine parameters and unnecessary advance adjustment is avoided becomes. If a linear pre-function of the maximum latest ignition angle is selected, the computing effort is advantageously minimized. Furthermore, it is advantageous to take into account when selecting the early shift of the maximum latest ignition angle after the start whether catalyst heating measures have been taken, because these cause an increased occurrence of exhaust slumps due to the associated temperature influence in the exhaust.
  • FIG. 1 shows a device according to the invention for determining the ignition angle, schematically;
  • FIGS. 2 to 11 shows a method according to the invention for determining the ignition angle schematically in flow diagrams. Description of the embodiments
  • the device for determining the ignition angle consists of a control unit 1, which is equipped with a memory and a computing unit.
  • the control unit 1 also contains a limiting stage 2, which limits an ignition angle ZW (target) determined on the basis of engine information to a maximum latest value ZW (max).
  • the limitation is such that if the ignition angle determined from engine information is smaller than ZW (max), the value ZW (target) and otherwise the value ZW (max) is passed on to the ignition system 3.
  • Ignition system 3 is shown in the drawing with a connecting line and an arrow.
  • the device according to the invention for determining the ignition angle furthermore contains means for detecting dynamics 4 and means for detecting a force fit between engine and drive train 5. These means are preferably integrated in control unit 1, but they can also be located outside of control unit 1.
  • the device according to the invention contains means for measuring the secondary air quantity 6, means for load measurement 7, means for speed measurement 8, means for time measurement 9, means for engine temperature measurement 10 and means for determining catalyst heating measures 11.
  • the elements with the reference numerals 6 to 11 measure an operating parameter Internal combustion engine and transmit values that the correspond to the respective measured values, to the control unit 1. This is shown in FIG. 1 by means of connecting lines and arrows.
  • the control unit 1 processes the parameters in its computing unit and determines the ignition angle ZW (target) as a function of these parameters. Then this ignition angle ZW (target) passes through the limiting stage, as described.
  • the limiting stage can also be arranged outside the control unit.
  • the ignition system 3 contains electronics, one or more output stages, ignition coils and one or more spark plugs. Control of the ignition system by control unit 1 is such that the spark plug or spark plugs ignite at the ignition angle determined by control unit 1 and limiting stage 2.
  • the means for recognizing dynamics 4 recognizes that the internal combustion engine is in a dynamic state.
  • the means for recognizing dynamic 4 then delivers a first dynamic value JD.
  • the means for detecting dynamics supplies a second dynamic value ND.
  • the so-called dynamic indicator has either the first dynamic value JD or the second dynamic value ND.
  • Both the first dynamic value JD and the second dynamic value ND each contain a predetermined value.
  • the speed is measured, for example, by the means for speed measurement 8 and the value is forwarded to control unit 1.
  • the control unit 1 uses this to determine the speed gradient and supplies this value to the means for dynamic detection 4.
  • the intake manifold pressure is obtained from a sensor and the intake manifold pressure change from it from control unit 1.
  • the means for detecting the frictional connection between the engine and the drive train then recognizes that there is no frictional connection when either the clutch is pressed or no gear is engaged.
  • the clutch position and the gears engaged are monitored by sensors located outside the control unit 1. These deliver their measured values to the control unit, the information then also being processed with the means for detecting the adhesion. If there is no frictional connection between the engine and the drive train, then the means for detecting the frictional connection 5 delivers a first frictional engagement value NK. Otherwise, the means for detecting the adhesion 5 delivers a second adhesion value JK. This means that the so-called adhesion indicator has either the first adhesion value NK or the second adhesion value JK. Both the first
  • the adhesion value NK and the second adhesion value JK each contain a fixed, predetermined value.
  • the means for secondary air measurement 6 uses a flow meter to measure the amount of secondary air that is blown into the outlet tract. The measured value of the secondary air quantity is passed on to control unit 1.
  • the means for load measurement 7 uses the intake manifold pressure to determine which filling the cylinder has. Alternatively, the filling can be determined using a hot film air mass meter (HFM) or the throttle valve position.
  • the means of Load measurement transfers a load value corresponding to the filling of the cylinder to control unit 1.
  • the means for speed measurement 8 measures the speed of the internal combustion engine, for example, using the revolutions of the crankshaft by means of an induction or Hall sensor. The speed, which was determined by the means for speed measurement 8, is passed on to the control unit 1.
  • the means for time measurement 9 measures a time that has passed since the start of the machine or another specific point in time.
  • the time values that were measured by the means for time measurement 9 are passed on to the control unit 1.
  • the engine temperature measurement means 10 measures the temperature of the engine cooling water. These temperature values are passed on to control unit 1.
  • the device for determining the ignition angle contains a means 11 which determines whether catalyst heating measures have been taken.
  • the catalyst is preferably heated when the engine has only been running for a short time or, if it has already been running, the engine has cooled down again.
  • the means for determining the cat heating measure passes a first cat calorific value JH to the control unit 1 when cat heating measures have been taken, and otherwise a second cat calorific value NH to the control device 1. Both the first heating value JH and the second heating value NH each contain a fixed, predetermined value.
  • the elements of an internal combustion engine designated by the reference numerals 4 to 11 continuously determine the respective values to be passed on to the control device and also pass these values on to the control device continuously. All elements described in Figure 1 are part of an inventive Device for determining the ignition angle in an internal combustion engine.
  • the elements with the reference numerals 4 to 11 can be combined as desired or can also be integrated in the control unit 1.
  • FIG. 2 describes a method according to the invention for determining the ignition angle of an internal combustion engine.
  • the control device checks whether a specific operating state, a so-called dynamic operating state (BS), has occurred. If such an operating state has occurred, the maximum latest ignition angle ZW (max) results from the sum of the static firing limit ZWSTAT (max) and a differential ignition angle DZ (max), which has a positive value. The ignition angle shifts in the early direction are counted positively and the ignition angle shifts in the late direction are counted negatively. Thus, the maximum latest ignition angle is shifted ahead of the static ignition limit ZWSTAT (max) by the value of the differential ignition angle DZW (max). This calculation of the maximum latest ignition angle ZW (max) is carried out in step 15.
  • BS dynamic operating state
  • step 20 the method jumps to step 20, in which the maximum latest ignition angle ZW (max) results from the static firing limit ZWSTAT (max). If the maximum latest ignition angle is determined according to step 15 or 20, this calculation being carried out by control unit 1, then the calculated value of the maximum latest ignition angle ZW (max) is passed on to limiting stage 2. The method then jumps back to step 13.
  • the static burning limit ZWSTAT (max) can be determined from the memory of the control unit 1 from a load and speed Map can be read out. The load and the speed of the engine are measured using means 7 and 8, respectively.
  • step 21 in which the control unit queries the value given by the dynamic dynamics detection means 4 to the control unit. If the means for recognizing dynamics 4 supplies a first dynamic value JD to the control device, then in the next step 25 the means for recognizing the frictional connection between engine and drive train 5 is queried for the corresponding value. If the first adhesion value NK is present at the control unit, the method is continued with step 15. As in FIG. 2, step 15 includes an early adjustment of the maximum ignition angle by a differential ignition angle. The corresponding differential ignition angle is called the first differential ignition angle DZW1 (max). If the means for recognizing dynamics 4 supplies the control unit 1 with the second dynamic value ND, then the method continues with step 20.
  • step 20 includes that the maximum latest ignition angle results from the static firing limit ZWSTAT (max).
  • ZWSTAT the same reference numerals mean the same method steps in the further description of the exemplary embodiments.
  • step 21 the method again jumps to step 21.
  • the conditions formulated in step 21 and in step 25 result in a first dynamic operating state BDI. This is characterized in that the internal combustion engine is in a dynamic state and at the same time is not
  • Such an operating state can be illustrated using a gas surge.
  • a gas surge is caused, for example, by quickly depressing the accelerator pedal and then quickly releasing it again.
  • the control unit receives the request to reduce torque. This is generally done via the ignition angle.
  • a reduction in the torque can be achieved via the ignition angle in such a way that the ignition angle is shifted late. This retardation of the ignition angle generally extends to the maximum latest ignition angle. Due to the pressure change that suddenly occurs during a gas surge, injected but not yet evaporated fuel, which is present as a wall film in the intake tract, is drawn into the combustion chamber, in which the mixture is then too rich.
  • the maximum latest ignition angle ZW (max) must be shifted forward by a first differential ignition angle DZW1 (max) without frictional connection between the engine and the drive train.
  • the first differential ignition angle DZW1 (max) can be selected depending on the temperature.
  • DZW1 (max) can, for example, be stored in a memory in a temperature-dependent characteristic curve.
  • Such a temperature dependence of the first differential ignition angle DZW1 (max) is advantageous because the combustion, ie the completeness of the combustion, is influenced by the engine temperature.
  • Intake air is measured by the means for temperature determination 10.
  • FIG. 4 shows a further exemplary embodiment of a method for determining the ignition angle.
  • Steps 21, 25 and 20 correspond to the steps with the same reference symbols in FIG. 3 and are therefore not described separately again. If the means for detecting a force fit between engine and drive train 5 detects that there is no force fit, then the method passes a new step 28 in which it is checked whether the method has already exceeded a so-called success time t (erf) since a first dynamic operating state BDI was determined , If this is not the case, then the method proceeds to step 15, which in turn corresponds to step 15 in FIG. 3. If the success time t (erf) is exceeded, the method is initiated to step 21.
  • a so-called success time t (erf) since a first dynamic operating state BDI was determined
  • the success time t (erf)
  • This success time t (erf) can be contained in a temperature-dependent characteristic curve in the control unit. This is advantageous since the combustion and therefore also the length of the period in which exhaust fissures occur depends on the engine temperature.
  • the further exemplary embodiment of the method according to the invention shown in FIG. 5 contains the same steps as the exemplary embodiment shown in FIG. Therefore, the individual steps are not explained again.
  • the method shown in FIG. 5 differs from the method shown in FIG. 4 in that after the calculation of the maximum latest ignition angle ZW (max) in step 15 and the success time t (erf) has not yet been exceeded (step 28) it is checked whether there is a frictional connection between the engine and the drive train in step 25. If this is the case, then the method jumps immediately to step 20, in which the maximum latest ignition angle results from the static firing limit ZWSTAT (max). On the basis of the method according to the invention shown in FIG. 5, it is possible to react immediately if there is a frictional connection between the engine and
  • Powertrain is present. This is advantageous because in the case of a frictional connection, for example by a Coupling process can be triggered, drive train vibrations occur, which must be corrected by ignition angle interventions. For this, the presence of a maximum ignition angle range, which extends up to the static firing limit ZWSTAT (max), is necessary. Exhaust plungers that may appear briefly after engaging can be tolerated. However, since the machine is decelerated by the engagement process, the dynamics of the machine are reduced in such a way that the after-reactions caused by the dynamics in the outlet are reduced very quickly.
  • FIG. 6 shows a further exemplary embodiment of the method according to the invention for determining the ignition angle of an internal combustion engine. It differs from the method shown in FIG. 5 in that a step 30 is inserted which is carried out after step 21. This step 30 includes waiting for a waiting time t (reak) after the means for recognizing dynamics 4 has detected dynamics in step 21. This
  • Waiting time t (reak) is waited for, in step 25, the means for detecting the frictional connection between the engine and the drive train 5 checks whether there is a frictional connection between the engine and the drive train.
  • Carrying out such a step 30, in which a waiting time t (reak) is waited for, is advantageous since after-reactions in the outlet only occur after this waiting time t (reak).
  • This time t (reak) can be applied.
  • the waiting time t (reak) can be present in a temperature-dependent characteristic curve in control unit 1. This is due to the fact that, as has already been explained in the explanation of previous exemplary embodiments, the combustion and so that the period of occurrence of the exhaust slats is dependent on the temperature of the engine.
  • FIG. 7 shows a further exemplary embodiment of a method according to the invention for determining the ignition angle of an internal combustion engine. This method differs from the method shown in FIG. 6 on the basis of the additionally inserted steps 35 and 40. The remaining steps are therefore not explained again. If, in step 28, the query for the elapsed success time t (erf) showed that the time after recognition of the dynamics is less than the success time t (erf), then the method jumps to step 35, in which the control device determines the average of the secondary air measurement queried transmitted value of the secondary air volume. If this value is greater than a first limit value LG1, the method jumps to step 40. In this step 40, the maximum latest ignition angle ZW (max) is calculated as the sum of the static combustion limit ZWSTAT (max) and a second differential ignition angle DZW2 (max) , Has the
  • step 35 Secondary air volume in step 35 does not exceed the first limit value LG1, then the method jumps to step 15, in which, as already in the method according to the invention shown in FIGS. 2 to 6, the maximum latest ignition angle as the sum of a first differential ignition angle DZW1 (max) and the static one Burning limit ZWSTAT (max) is calculated. After passing step 15 or step 40, the method jumps back to step 28.
  • the amount of secondary air blown into the outlet tract affects the ignition of the islands of unburned or partially burned fuel. Thus affects the in the Exhaust tract blown in secondary air volume the formation of exhaust slumps. If the amount of secondary air blown in exceeds a critical value, exhaust blowouts occur more often. A further early adjustment of the maximum latest ignition angle compared to the static firing limit ZWSTAT (max) is therefore necessary here. Accordingly, a different, second differential ignition angle DZW2 (max) must be taken into account when a certain amount of blown-in secondary air is exceeded. This operating state is also referred to as the second dynamic operating state BD2.
  • the second differential ignition angle DZW2 (max) can also be obtained from the first differential ignition angle DZW1 (max) by multiplication by a first weighting factor F1. This factor must have a value greater than 1.
  • the second differential ignition angle DZW2 (max) or the first weighting factor Fl can in turn be specified in the application.
  • the second differential ignition angle DZW2 (max) or the first weighting factor can be contained in the control unit 1 in a temperature-dependent characteristic, analogously to DZWl (max). It is also possible that several first limit values exist for the amount of secondary air blown in. New second differential ignition angles DZW2 (max) or first weighting factors F1 can be stored in the control unit for each first limit value.
  • FIG. 8 shows a further exemplary embodiment of the method according to the invention for determining the ignition angle.
  • step 45 it is queried whether the value provided by the means for time measurement on the control device has exceeded a time value, the start time t (start). If this is not the case, then a certain time is waited for and step 45 again with the time query happens. If a start time t (start) is exceeded, the method jumps to step 50, in which the maximum latest ignition angle is the sum of a third differential ignition angle DZW3 (max) and the static combustion limit ZWSTAT (max). The method then jumps to step 55, in which the control unit queries the value provided by the means for time measurement. If a post-start time t (post-start) has not been exceeded, the method jumps again to step 50. If this post-start time t (post-start) is exceeded, the method is continued in
  • This dynamic operating state in which a third differential ignition angle DZW3 (max) results in an early shift of the maximum latest ignition angle with respect to the static firing limit, is referred to as the third dynamic operating state BD3.
  • This operating state is reached within a period between the start time t (start) and the post-start time t (post-start), the so-called post-start phase.
  • start time t start
  • post-start post-start time
  • FIG. 9 shows a further exemplary embodiment for a method according to the invention.
  • This method is analogous to the method described in FIG. 8, but additionally contains step 60.
  • the method is carried out Step 60.
  • a time counter t is incremented by a first time step t (step 1).
  • This first time step t (step 1) was initialized at the time when step 50 was passed for the first time.
  • the time counter has been incremented by a first time step t (step 1) in step 60, the method proceeds to step 55.
  • the third differential ignition angle DZW3 (max) is calculated as a function Fk of the time counter t in the control unit 1. Since the time counter is incremented by a first time step t (step by step) with each passage through the loop, the differential ignition angle DZW3 (max) changes with each passage through the loop.
  • the loop consists of steps 50, 60 and 55.
  • the function Fk stored in control unit 1 for the third differential ignition angle DZW3 (max) is a monotonically falling function Fk of the time counter.
  • the value range of the function Fk (t) is preferably between the values 0 and the difference between the maximum latest starting time ignition angle ZWS (max) and the static firing limit ZWSTAT (max). It is therefore possible to determine the maximum latest ignition angle, which is the sum of the third
  • the monotonically falling function Fk can represent a linear function of the time counter. This is advantageous because the simple design of the function Fk means that the computing time in
  • Control unit is minimized.
  • FIG. 10 shows a further exemplary embodiment of the method according to the invention for determining the latest ignition angle.
  • the method differs from the method shown in FIG. 9 in that method steps 65, 70 and 75 are also inserted.
  • the maximum latest ignition angle was calculated in step 50, as the sum of a third differential ignition angle DZW3 (max) and the static one
  • step 65 the value that the means for Secondary air measurement 6 to the control unit, queried. This value contains the amount of secondary air blown into the exhaust tract. If the amount of secondary air measured in step 65 is less than a second limit value LG2, then the method proceeds to step 70, in which the value 1 is assigned to a second weighting factor F2. If the amount of secondary air blown in is greater than the second limit value LG2, then the method proceeds to step 75. In this step 75, a value less than 1 in control unit 1 is assigned to second weighting factor F2.
  • Prolonging the post-start phase is advantageous, since a certain amount of exhaust air blow occurs when a certain amount of secondary air is exceeded.
  • FIG. 11 A further exemplary embodiment of a method according to the invention is shown in FIG.
  • the exemplary embodiment in FIG. 11 differs from the exemplary embodiment illustrated in FIG. 8 in that steps 80 and 85 are inserted.
  • step 80 After a start time t (start) has been exceeded (step 45), as described in the explanations for FIG. 8, the method proceeds to step 80, in which it is asked whether the means for Detection of catalytic converter heating measures 11 has delivered a first cat calorific value JH or a second cat calorific value NH to control unit 1. This means that the question is whether catalyst heating is carried out or not.
  • step 50 the maximum latest ignition angle is formed as the sum of the third differential ignition angle DZW3 (max) and the static combustion limit becomes.
  • step 80 the means for determining catalyst heating measures 11 supplies the first catalytic heating value JH to the control unit 1, i.e. catalyst heating is carried out
  • step 85 the maximum latest ignition angle as a sum of a fourth differential ignition angle DZW4 (max) and the static firing limit is formed.
  • the so-called fourth dynamic operating state BD4 then occurred.
  • the method then continues analogously to the method described in FIG. 8.
  • Carrying out catalyst heating measures the temperature in the outlet tract is changed.
  • a time-dependent change in the fourth differential ignition angle DZW4 (max), preferably in one linear function of time is displayed.
  • the values of the fourth differential ignition angle DZW4 (max), analogously to DZW3 (max), are preferably in a range between zero and the difference between the maximum latest ignition ignition angle ZWS (max) and the static combustion limit ZWSTAT (max).
  • the width of the first time step t (stepwise) can also be designed depending on the temperature. Likewise, for the width of the time step for the time dependency of the fourth differential ignition angle DZW4 (max), the amount of secondary air blown in can be taken into account analogously to the time step width dependency of the third differential ignition angle DZW3 (max).

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  • Engineering & Computer Science (AREA)
  • Theoretical Computer Science (AREA)
  • Signal Processing (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Ignition Timing (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Length Measuring Devices With Unspecified Measuring Means (AREA)

Abstract

L'invention concerne un dispositif et un procédé permettant d'effectuer, au moyen d'une étape de limitation, un réglage anticipé du dernier angle d'allumage, d'une valeur DZW (max) par rapport à la limite de combustion statique. Le réglage anticipé du dernier angle d'allumage sert à éviter des combustion incontrôlées dans l'échappement. De telles combustion incontrôlées peuvent survenir dans des états de fonctionnement dynamique.
EP00963919A 1999-08-26 2000-08-22 Procede et dispositif de determination de l'angle d'allumage Withdrawn EP1212531A2 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19940511 1999-08-26
DE19940511A DE19940511A1 (de) 1999-08-26 1999-08-26 Einrichtung und Verfahren zur Bestimmung des Zündwinkels
PCT/DE2000/002862 WO2001016481A2 (fr) 1999-08-26 2000-08-22 Procede et dispositif de determination de l'angle d'allumage

Publications (1)

Publication Number Publication Date
EP1212531A2 true EP1212531A2 (fr) 2002-06-12

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EP00963919A Withdrawn EP1212531A2 (fr) 1999-08-26 2000-08-22 Procede et dispositif de determination de l'angle d'allumage

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Country Link
US (1) US6705289B1 (fr)
EP (1) EP1212531A2 (fr)
JP (1) JP2003532822A (fr)
DE (1) DE19940511A1 (fr)
WO (1) WO2001016481A2 (fr)

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DE102005016067B4 (de) * 2005-04-07 2007-06-21 Siemens Ag Verfahren zur Erhöhung der Start-Reproduzierbarkeit bei Start-Stopp-Betrieb einer Brennkraftmachine

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DE3623829C2 (de) * 1986-07-15 1998-01-15 Audi Ag Vorrichtung zur Regelung des Zündzeitpunktes einer Brennkraftmaschine
JPH1030536A (ja) * 1996-07-11 1998-02-03 Nissan Motor Co Ltd エンジンの点火時期制御装置

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DE19940511A1 (de) 2001-03-08
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WO2001016481A3 (fr) 2001-06-21
US6705289B1 (en) 2004-03-16

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