Internal-combustion engines – Spark ignition timing control – Electronic control
Patent
1999-08-20
2000-12-19
Solis, Erick
Internal-combustion engines
Spark ignition timing control
Electronic control
12340635, F02P 500
Patent
active
061615234
DESCRIPTION:
BRIEF SUMMARY
FIELD OF THE INVENTION
The present invention relates to a method for determining the controlled variables of cyclically repeating processes in internal combustion engines.
BACKGROUND INFORMATION
From the Bosch combined ignition and fuel injection system Motronik (1987722011, KH/VDT-09.85-DE), control units having an integrated method for determining the ignition control variables are known. In this context, the control unit, between two ignition processes, determines the controlled variables such as dwell angle and ignition angle or ignition point from information such as load and engine speed, temperature setting and throttle valve setting. In this context, the controlled variables are determined by stored characteristic maps, the characteristic maps, for determining the ignition point, being calculated on the basis of experiments on an engine test stand. In the motor vehicle, this characteristic map is then optimized according to the specifiable criteria such as fuel usage, exhaust gas and driving performance, and is then stored. On the basis of the current operating parameters, the ignition point is then derived from the characteristic maps and can be adjusted to various operating conditions. For example, during idling, the ignition can be set at favorable exhaust gas values, perfectly smooth running, and minimum fuel usage, whereas in a partial load running, the vehicle performance and the fuel economy are in the foreground. Adjusting the ignition point individually to each operating condition of the engine makes it possible to take account, to a high degree, of the specific demands placed on the engine. In this context, it is possible to adjust the ignition point specifically to the actual demands on the torque of the internal combustion engine through linking up with a torque interface. Furthermore, it is known to integrate, in the ignition control, a knock control which advances the ignition point after the occurrence of knocking and then, when the knocking has ceased, returns step-by-step to the map-controlled ignition point. Thus the knocking operation of the internal combustion engine is avoided, which significantly increases the life expectancy of the internal combustion engine.
SUMMARY OF THE INVENTION
The method of the present invention for determining the ignition point in ignition systems for internal combustion engines having integrated knock control has the advantage that in determining the ignition point the advantages of optimizing the ignition point in accordance with the setpoint torque can be combined with the knock control. In this context, the ignition timing advance and the adaptation of the knock control are blocked if the ignition point is reduced by the torque interface, since, in this case, the ignition point issued has been determined not by the knock control but by the torque interface. Since this ignition point, issued by the torque interface, is more retarded than the ignition point of the knock control, in this case the ignition timing advance of the knock control is advantageously frozen. Thus, even in the case of integrated knock control and torque optimization of the ignition point, the most knock-free operation possible of the internal combustion engine is assured.
In this way, the most retarded possible ignition point can be advantageously derived from a characteristic map on the basis of the operating parameters. In this context, the most retarded possible ignition point can be established in the characteristic map in a way specific to the application, or it can be determined as a function of the system.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 shows a program flowchart individual process steps for carrying out the method according to the present invention.
FIG. 2 shows, in an ignition point-time diagram, the relationships of the various ignition points to each other.
DETAILED DESCRIPTION
FIG. 1 shows the individual process steps of the torque-optimized knock control of the present invention, the knock control being implemented in accordance with individ
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Baeuerle Michael
Franke Steffen
Haeming Werner
Sloboda Robert
Surjadi Iwan
Robert & Bosch GmbH
Solis Erick
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