Method for closed-loop control of injection timing in combustion engines

• US 6,032,650 A
• Filed: 11/12/1998
• Issued: 03/07/2000
• Est. Priority Date: 05/12/1997
• Status: Expired due to Term

• Current Assignee: Hoerbiger Kompressortechnik Holding GmbH (Hoerbiger-Stiftung)
• Original Assignee: Mecel AB (Aptiv PLC)
• Inventors: Rask, Patrik
• Primary Examiner(s): Wolfe, Willis R.
• Assistant Examiner(s): Vo, Hieu T.
• Application Number:
  US09/180,660
• Time in Patent Office: 481 Days
• Field of Search: 123/435, 123/406.23, 123/406.26, 123/406.24, 123/406.37, 73/35.08, 73/116, 73/117.3
• US Class Current: 123/435
• CPC Class Codes: F02D 2041/389 for injecting directly into the cylinder
• CPC Class Codes: F02D 35/021 using an ionic current sensor
• CPC Class Codes: F02D 41/1456 with sensor output signal being linear or quasi-linear with the concentration of oxygen
• CPC Class Codes: F02D 41/345 Controlling injection timing F02D41/365 takes precedence
• CPC Class Codes: Y02T 10/40 Engine management systems

Abstract

A method for closed-loop control of the positioning of a predetermined fuel amount in the working cycle of a combustion engine of the Otto-type, in which a predetermined amount of fuel is supplied to the combustion chamber via an injector and the ignition of the air-fuel mixture is initiated after the fuel has been supplied by using a spark plug arranged in the combustion chamber. With a biased measuring gap arranged in the combustion chamber, a measuring voltage U_ION is obtained which corresponds to the degree of ionization during the flame ionization phase. A parameter, dU_ION /dt, characteristic for the basic frequency in the measuring voltage during the flame ionization phase is detected, which parameter could be used in order to indicate if an initiated correction of the injection timing is correct, that is, if the basic frequency increases, the timing is correct and is incorrect if the basic frequency decreases. Preferably, the basic frequency is detected by derivation of the measuring voltage during the period A, B, C, or D, said derivation initiated by reference to time t or crankshaft angle VC, i.e., dU_ION /dt or dU_ION /dVC, respectively.

Claims

1. A method for closed-loop control of the positioning of a predetermined amount of fuel in the working cycle of a combustion engine of the Otto-type, wherein the predetermined amount of fuel is supplied to a combustion chamber via an injector, and wherein the ignition of the air-fuel mixture is initiated with a spark plug arranged in the combustion chamber, which method comprises:

detecting a parameter representative of ionization within the combustion chamber; and

varying the positioning of the predetermined fuel amount in the working cycle in predetermined steps in either an advance or retard direction, such that a value of the parameter representative of the ionization within the combustion chamber changes towards a desired value.

2. The method according to claim 1, wherein the parameter representative of ionization is detected by a measuring gap arranged inside of the combustion chamber.

3. The method according to claim 2, wherein a gap of the spark plug serves as the measuring gap.

4. The method according to claim 1, wherein the detected parameter is a characteristic of an ionization signal and the desired value constitutes the maximum value of the characteristic for a basic frequency of the ionization signal during at least a part of a flame ionization phase.

5. The method according to claim 1, wherein the detected parameter is a characteristic of an ionization signal and the desired value constitutes a predetermined acceptance interval within which interval the peak value of the ionization signal occurs after initiation of ignition.

6. The method according to claim 4, wherein the detected parameter is a first order derivative value of the ionization signal within a measuring window during the flame ionization phase.

7. The method according to claim 6, wherein the detection of the first order derivative of the ionization signal is made before the ionization signal reaches its peak value during the flame ionization phase.

8. The method according to claim 1, wherein the combustion engine is equipped with injectors having a variable dynamic response whereby the amount of fuel being supplied per time unit is controllable and wherein the variation of the positioning of the fuel is combined with a change of flow rate in an injector, either by switching between variation of positioning or variation flow rate control during a predetermined number of cycles or switching between each combustion, and wherein the variation of the flow rate of the injector is effected such that the value of the parameter representative of the ionization within the combustion chamber changes toward the desired value.

9. The method according to claim 1, wherein the variation of the positioning of the predetermined fuel amount is initiated when the engine is subjected to an essentially constant load and speed.

10. The method according to claim 9, wherein the engine is considered to be at an essentially constant load and speed when the load and speed of the engine fluctuates less than 5% between successive combustions.

11. The method according to claim 10, wherein the variation of the positioning of the predetermined fuel amount is initiated in a specific operating mode, as indicated by engine speed and load, after a predetermined operating time has passed in the specific operating mode since a variation was last initiated.

12. The method according to claim 11, wherein the variation of the positioning of the predetermined fuel amount is terminated for the specific operating mode when the variation of the injection timing changes between a retarded and an advanced position a predetermined number of times, after which the injection timing at the time of termination is stored as a permanent positioning in the working cycle of the engine for the fuel amount and for said specific operating mode.

13. The method according to claim 11, wherein the positioning is changed at a step rate and the step rate is decreased between each change between a retarded and advanced fuel injection timing.

14. The method according to claim 10, wherein the variation of the positioning of the predetermined fuel amount is initiated when indicated by engine load and speed and when an alarm function associated with an emission level indicates excessive levels of the emissions or a fluctuating and unstable combustion.

15. The method according to claim 14, wherein the variation of the positioning of the predetermined fuel amount is terminated for the specific operating mode when the variation of the injection timing changes between a retarded and an advanced position a predetermined number of times, after which the injection timing at the time of termination is stored as a permanent positioning in the working cycle of the engine for the fuel amount and for said specific operating mode.

16. The method according to claim 14, wherein the positioning is changed at a step rate and the step rate is decreased between each change between a retarded and advanced fuel injection timing.

17. The method according to claim 9, wherein the engine is considered to be at an essentially constant load and speed when the load and speed of the engine fluctuates less than 1% between successive combustions.

18. The method according to claim 17, wherein the variation of the positioning of the predetermined fuel amount is initiated in a specific operating mode, as indicated by engine speed and load, after a predetermined operating time has passed in the specific operating mode since a variation was last initiated.

19. The method according to claim 18, wherein the variation of the positioning of the predetermined fuel amount is terminated for the specific operating mode when the variation of the injection timing changes between a retarded and an advanced position a predetermined number of times, after which the injection timing at the time of termination is stored as a permanent positioning in the working cycle of the engine for the fuel amount and for said specific operating mode.

20. The method according to claim 18, wherein the positioning is changed at a step rate and the step rate is decreased between each change between a retarded and advanced fuel injection timing.

21. The method according to claim 17, wherein the variation of the positioning of the predetermined fuel amount is initiated when indicated by engine load and speed and when an alarm function associated with an emission level indicates excessive levels of the emissions or a fluctuating and unstable combustion.

22. The method according to claim 21, wherein the variation of the positioning of the predetermined fuel amount is terminated for the specific operating mode when the variation of the injection timing changes between a retarded and an advanced position a predetermined number of times, after which the injection timing at the time of termination is stored as a permanent positioning in the working cycle of the engine for the fuel amount and for said specific operating mode.

23. The method according to claim 21, wherein the positioning is changed at a step rate and the step rate is decreased between each change between a retarded and advanced fuel injection timing.

24. The method according to claim 9, wherein the variation of the positioning of the predetermined fuel amount is initiated in a specific operating mode, as indicated by engine speed and load, after a predetermined operating time has passed in the specific operating mode since a variation was last initiated.

25. The method according to claim 24, wherein the variation of the positioning of the predetermined fuel amount is terminated for the specific operating mode when the variation of the injection timing changes between a retarded and an advanced position a predetermined number of times, after which the injection timing at the time of termination is stored as a permanent positioning in the working cycle of the engine for the fuel amount and for said specific operating mode.

26. The method according to claim 24, wherein the positioning is changed at a step rate and the step rate is decreased between each change between a retarded and advanced fuel injection timing.

27. The method according to claim 9, wherein the variation of the positioning of the predetermined fuel amount is initiated when indicated by engine load and speed and when an alarm function associated with an emission level indicates excessive levels of the emissions or a fluctuating and unstable combustion.

28. The method according to claim 27, wherein the variation of the positioning of the predetermined fuel amount is terminated for the specific operating mode when the variation of the injection timing changes between a retarded and an advanced position a predetermined number of times, after which the injection timing at the time of termination is stored as a permanent positioning in the working cycle of the engine for the fuel amount and for said specific operating mode.

29. The method according to claim 27, wherein the positioning is changed at a step rate and the step rate is decreased between each change between a retarded and advanced fuel injection timing.