Engine Startup Controller Fuel Property Judgment
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Solution Overview
Problem
Existing startup control devices for internal combustion engines lack precision in judging fuel properties, leading to inadequate control over fuel consumption and exhaust emissions, as they rely on small crank angle ranges for measurement, resulting in low precision and ineffective improvement of fuel consumption and emission reduction.
Innovation Solution
A startup control device that adjusts ignition timing based on the difference in crank angle advancing times between reference and actual fuel, using a retarding correction coefficient to match the required torque, while also considering the fuel property indicator and frictional torque prediction to control the throttle opening degree.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Device complexity
If a small crank angle range is used for measuring the time for passage, then the measurement system is simple, but the precision of fuel property judgment becomes low
Solution Approach 1:
The patent divides the crank angle range into multiple segments (first crank angle range and second crank angle range) rather than using a single small range. By measuring the time for passage through each segment separately and calculating their ratio, the system achieves higher measurement precision while maintaining reasonable system complexity. This segmentation allows for more accurate fuel property judgment by comparing the temporal characteristics of combustion events across different angular intervals.
2Measurement precision
If the crank angle range for measurement is increased, then the precision of fuel property judgment is improved, but the device complexity increases
Solution Approach 1:
Instead of using one large crank angle range, the patent segments it into two smaller ranges (first and second crank angle ranges). This segmentation approach maintains measurement precision by capturing temporal differences in combustion events while keeping each individual measurement range manageable, thus avoiding excessive device complexity.
Solution Approach 2:
The system uses feedback by comparing the ratio of times for passage through the first and second crank angle ranges against reference values stored in memory. This feedback mechanism allows the control unit to accurately determine fuel properties (such as cetane number) without requiring overly complex measurement systems, as the comparison process simplifies the interpretation of measurement data.
3Device complexity
If ignition timing is not adjusted according to fuel property, then the control system is simple, but fuel consumption cannot be improved and exhaust emissions cannot be reduced
Solution Approach 1:
The patent changes the ignition timing parameter based on determined fuel properties. By adjusting ignition timing according to the cetane number and other fuel characteristics identified through the crank angle time ratio measurement, the system optimizes combustion efficiency to improve fuel consumption and reduce emissions. This dynamic parameter adjustment transforms a simple measurement system into an effective fuel property-based control system.
Solution Approach 2:
The control unit uses feedback from the fuel property determination (based on crank angle time ratios) to adjust ignition timing. This closed-loop control ensures that ignition timing is optimized for the specific fuel being used, improving fuel consumption efficiency and emission reduction while maintaining a relatively simple control architecture through rule-based adjustments.
4Productivity
If ignition timing is adjusted based on fuel property judgment, then fuel consumption can be improved and exhaust emissions can be reduced, but the device complexity increases
Solution Approach 1:
The system adjusts ignition timing as a controllable parameter based on fuel property determinations. By focusing on modifying this single critical parameter rather than multiple control variables, the patent achieves improved fuel consumption and emission reduction while limiting the increase in control system complexity to manageable levels.
Solution Approach 2:
The feedback mechanism compares measured crank angle time ratios against reference values to determine fuel properties, which then triggers appropriate ignition timing adjustments. This structured feedback approach enables effective fuel consumption optimization and emission control through a relatively simple control logic that avoids excessive system complexity.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
This solution allows for accurate fuel property judgment and engine startup control, improving fuel consumption and reducing exhaust emissions by stabilizing combustion and optimizing torque output, even when using different types of fuel.
Implementation Method 1
a spark plug 10 for igniting an air-fuel mixture
Implementation Method 2
a fuel injector 11 for injecting fuel into an intake port 7
Implementation Method 3
a piston 3 for compressing an air-fuel mixture in a combustion chamber 5
Implementation Method 4
an exhaust gas recirculation system for reducing nitrogen oxides
Data Source
Figure 1
Figure 2
Figure 3(a)~3(e)
AI summary
In a speed transition period from when an internal combustion engine is started to when an engine speed settles down to a certain speed, a compression top dead center of a cylinder first operating is set as a reference crank angle and compression top dead centers of the cylinders arriving successively after said reference crank angle in the speed transition period are set as judgment use crank angles. Reference crank angle advancing times are detected and stored in advance, wherein the reference crank angle advancing times are crank angle advancing times when a reference fuel is used, and the crank angle advancing times are times required for the crank angle to advance from the reference crank angle to the judgment use crank angles. The actual crank angle advancing times are detected. When an actual crank angle advancing time is shorter than the reference crank angle advancing time, the ignition timing is retarded by an amount corresponding to a difference of the actual crank angle advancing time from the reference crank angle advancing time. When the actual crank angle advancing time is longer than the reference crank angle advancing time, the ignition timing is advanced by an amount corresponding to the difference.