Internal-combustion engines – Charge forming device – Fuel injection system
Patent
1986-02-21
1988-04-26
Miller, Carl Stuart
Internal-combustion engines
Charge forming device
Fuel injection system
123501, 123357, F02M 3900
Patent
active
047397314
DESCRIPTION:
BRIEF SUMMARY
BACKGROUND OF THE INVENTION
The invention is relates to a method of measuring operating data of internal combustion engines. Ion current probes are known which serve, for example, to determine and control the point in time of ignition in Otto-motors (DE-OS No. 29 35 725) or for picking up pressure fluctuations to recognize knocking combustions (DE-OS No. 28 02 202). These probes operate with high field intensities of over 1000 V/cm and are not suitable for determining harmful materials in the combustion gas, because of their other features.
SUMMARY OF THE INVENTION
In contrast thereto the method in accordance with the invention and the characterizing features of the main claim is advantageous by providing a rapid and specific pick up of an important harmful component of the internal combustion engine. It operates with field intensities of below 300 V/cm and due to the high sensitivity and reaction speed the method is able to dissolve individual combustion operations and thereby supply information about combustion initiation, duration of combustion and combustion operation or missing combustion. The sensor required for performing the method is a modified glow pin spark plug which is already available in smaller Diesel engines. In directly injecting Diesel motors, which do not have such start assistance, it is possible to modify the injection nozzle to such an extent that probe operations can be picked up, so that additional bores for specific probes are not required.
Particularly advantageous is the picking up of soot which is present in Diesel engines, the possibility of the contactless speed measurement of internal combustion engines, the possibility for controlling the initiation of the injection in Diesel engines, as well as the possibilities of controlling exhaust gas return (EGR).
Gas ions are formed by the high temperatures which prevail in the combustion operations in internal combustion engines, as well as by energy rich radiation which provide an electric conductivity for the highly heated gases which is directly proportional to the charge carrier density. Which type of charge carriers are generated depends on the temperature and on the ionisation potentials of the molecules which are present. It is basically possible to detect certain gas components by the conductivity of the ionised gas, at a corresponding position of temperature and ionisation potentials. A prerequisite is, that particularly one component of the mixture is present in ionised form that contributes to the electric capacity of the plasma. Accordingly, the conductivity must clearly depend from the concentration of the concerned gas ions or molecules and must permit quantitative information of the same after calibration.
The degree of ionisation of the components in dependency on temperature, particle density and ionisation energy is calculable in the case of the thermic ionisation. Accordingly, high ionisation degrees are obtained under conditions which prevail in a Diesel motor, in particular for soot due to its relatively low ionisation energy, so that a picking up the soot is possible by means of the conductivity of the combustion gas. On the one hand, this follows from the ionisation potentials of the most important combustion gas components of the Diesel engine, as stated in the table "ionisation potentials of inorganic and organic molecules" under "inorganic molecules". On the other hand, due to the fact that in aliphatic and aromatic hydrocarbons the ionisation energy decreases with increasing molecular size, as can be read in the table under "organic molecules", and that one can imagine that soot in principle is a progressed chain of an aromatic condensation series, which is also indicated by the content of hydrogen, one can appraise an ionisation energy which should be by about 2 to 3eV below anthracene of 7.23 eV, although more accurate values are not known, presumably because of the differences in the degree of condensation and the exact composition of the soot. However, it can be shown that even with the higher appr
REFERENCES:
patent: 4419212 (1983-12-01), Dietz
patent: 4502438 (1985-03-01), Yasuhara
patent: 4515132 (1985-05-01), Anderson
Habich Andreas
Mutschler Bernhard
Miller Carl Stuart
Robert & Bosch GmbH
Striker Michael J.
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