Method and apparatus for controlling the composition of the combustion charge in internal combustion engines

• US 4,519,366 A
• Filed: 03/24/1983
• Issued: 05/28/1985
• Est. Priority Date: 03/24/1982
• Status: Expired due to Fees

• Current Assignee: Michael G. May
• Original Assignee: Michael G. May
• Inventors: May, Michael G.
• Primary Examiner(s): Lall, Parshotam S.
• Assistant Examiner(s): Wolfe, W. R.
• Application Number:
  US06/478,567
• Time in Patent Office: 796 Days
• Field of Search: 123/425, 123/435, 123/568
• US Class Current: 123/435
• CPC Class Codes: F02B 1/04 with fuel-air mixture admission into cylinder
• CPC Class Codes: F02D 35/02 on interior conditions
• CPC Class Codes: F02D 35/021 using an ionic current sensor
• CPC Class Codes: F02D 35/022 using an optical sensor, e.g. in-cylinder light probe
• CPC Class Codes: F02D 35/023 by determining the cylinder pressure

Abstract

A method is proposed for controlling the composition of the charges to be combusted in an internal combustion engine with externally supplied ignition, the charges comprising gas which contains oxygen, and a fuel. In order to automatically adjust the charge composition in at least one operating range, an event caused by the given combustion of the charge is ascertained in at least one combustion chamber in terms of at which crankshaft angle or the like (Y value) a predetermined status of this event is attained during the given charge combustion. The scattering of this Y value is continuously regulated to a set-point scattering value by means of adjusting the charge composition.

Claims

1. An apparatus for controlling the composition of a combustion charge in an internal combustion engine having externally supplied ignition, said charges comprising an oxygen infused gas and a fuel, and said engine including a crankshaft, at least one cylinder having a piston operatively connected to said crankshaft for reciprocal motion therein, a combustion chamber in which during each combustion cycle a combustion charge is progressively ignited beginning at an ignitor location within said chamber to cause said piston to move toward an extreme position, and the progressive ignition of said charge defining a flame-front which expands throughout said chamber from said ignition location, comprising:

detection means in proximity with said combustion chamber and said crankshaft for directly ascertaining a events φ

corresponding to combustion and crankshaft angle,

means for storing a plurality of values of said events,

means for determining the scattering value of said stored events φ

for consecutive combustion charges,

means providing a set-point value of a target scatter value of said events,

comparison means for comparing said scatter value of said stored values with said set-point value, and

regulating means responsive to said comparison means for adjusting the composition of said charge.

2. An apparatus as defined by claim 1, wherein said detecting means comprises a pressure sensor disposed in said combustion chamber, and said pressure sensor acts upon a means which signals the occurrence of the pressure maximum during a given charge combustion and ascertains said event at the instant of said given pressure maximum.

3. An apparatus as defined by claim 1, wherein said detecting means comprises means for recognizing the occurrence of the maximum in light intensity of said charge combusting at a given time.

4. An apparatus as defined by claim 1, wherein said detecting means comprises a flame-front sensor disposed in said combustion chamber.

5. An apparatus as defined by claim 4, wherein said flame-front sensor is the sensor of an adjusting device for adjusting the instant of ignition of said charges.

6. An apparatus as defined by one of the claims 1-3, comprising means for adjusting said set-point value in accordance with at least one operating parameter of the engine.

7. A method for controlling the composition of combustion charges in an internal combustion engine having externally-supplied ignition, said charges comprising an oxygen infused gas and a fuel, and said engine including a crankshaft, at least one cylinder having a piston operatively connected to said crankshaft for motion therein, a combustion chamber in which during each combustion cycle a combustion charge is progressively ignited beginning at an ignition location within said chamber to cause said piston to move towards an extreme position, and the progressive ignition of said charge defining a flame-front which expands throughout said chamber from said ignition location, comprising the steps of:

directly detecting in said chamber during at least one operating range of said engine an event in terms of a value φ

caused by combustion of said charges related to said piston position at which a predetermined status of said events is attained,

determining the scattering value of said events for consecutive combustion charges, and

regulating said scattering value towards a set-point value of said scattering by adjusting the composition of said charge.

8. A method as defined by claim 7, wherein said regulating step is made inoperative at full load.

9. A method as defined by claim 7, wherein said regulation of the scattering of said value is used only for a fine adjustment of said charge composition, and a conventional rough adjustment of said charge composition is superimposed on said fine adjustment.

10. A method as defined by claim 7, wherein said adjustment of said charge composition is performed by adjusting the supply of fuel.

11. A method as defined by claim 7, further comprising the step of:

adjusting the instant of ignition of said charge so that when said piston, beginning at its top dead center position, has traveled from its top position, a predetermined distance toward its bottom dead center position during a given charge combustion, and when said event of said combusting charge has approximately attained a predetermined state in said chamber.

12. A method as defined by claim 7, wherein said regulating step is made inoperative during overrunning.

13. A method as defined by claim 7, wherein said regulating step is made inoperative in a range of low partial load.

14. A method as defined by claim 7, wherein said regulating step is made inoperative during idling of the engine.

15. A method as defined by claim 7, wherein said adjustment of said charge composition is performed by adjusting the supply of air.

16. A method as defined by claim 7, wherein said adjustment of said charge is performed by adjusting the recirculation of exhaust gas.

17. A method as defined by claim 7, further comprising the step of:

adjusting the instant of ignition of said charge when said piston, beginning at its top dead center position, has traveled from its top position, a predetermined distance toward its bottom dead center position during a given charge combustion, and when said flame-front of said combusting charge has approximately attained a predetermined location in said chamber, whereby the arrival of said flame-front at said location shall approximately coincide with the arrival of said piston at the end of said distance, and said flame-front does not attain said location until the predominant part of said charge is burning.

18. A method as defined by claim 7, wherein the difference between at least two values following closely one upon the other, preferably immediately following one another, is ascertained as an actual scattering.

19. A method as defined by claim 7, wherein an actual scattering is formed from more than two consecutive values for a given operating condition.

20. A method as defined by claim 18 or 19, wherein said actual scattering for a given operating condition is compared with said set-point scattering at that operating condition, and a control deviation is ascertained and used for regulating said scattering of said value.

21. A method as defined by claim 18 or 19, wherein each said actual scattering is compared with said set-point scattering and a control deviation is formed and stored in memory, and said charge composition is adjusted only at such a time as at least a predetermined number of sequentially stored control deviations deviate in the same direction from said set-point scattering.

22. A method as defined by claim 18 or 19, wherein an actual average value of said scattering is formed from a plurality of sequentially ascertained actual scatterings and is compared with said given set-point scattering for forming a control deviation, and said control deviation is used for regulating said scattering of said value.

23. A method as defined by claim 22, wherein said actual scattering is stored in a memory which fades with time, and this is used for forming the control deviation of said scattering of said value.

24. A method as defined by claim 7, wherein said events are defined by the arrival of the pressure maximum in said combustion chamber during a given charge combustion.

25. A method as defined by claim 7, wherein said events are defined by the occurrence of the maximum in the intensity of light in a charge combusting at a given time.

26. A method as defined by claim 7, wherein said events are defined by the arrival of said flame-front of said charge being combusted at a given time at a predetermined location of said combustion chamber.

27. A method as defined by claim 26, further comprising the steps of:

sensing the arrival of said flame-front at a location of said combustion chamber during a normal course of combustion, and allowing said arrival to only follow top dead center of said piston during a combustion stroke, preferably not until at least 50-90% of the given charge is burning.

28. A method as defined by claim 26, further comprising the steps of:

sensing the arrival of said flame-front at a location of said combustion chamber during a normal course of combustion, and allowing said arrival to only follow top dead center of said piston during a combustion stroke, preferably not until at least 50-90% of the given charge is burning.

29. A method as defined by claim 7, 26, 24, or 25, wherein said set-point scattering value is adjusted in accordance with at least one operating parameter of the engine.

30. A method as defined by claim 29, wherein said set-point scattering is adjusted in accordance with the load of the engine.

31. A method as defined by claim 29, wherein said set-point scattering is adjusted in accordance with the rpm of the engine.