Ignition Advance Control for Particle Filter Fouling
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Solution Overview
Problem
Internal combustion engines with controlled ignition experience rattling due to the presence of particle filters, which increase residual gas levels and promote self-inflammation, leading to noise pollution and engine degradation, and existing methods do not directly address the particle filter's fouling rate in adjusting ignition advance.
Innovation Solution
A method to control internal combustion engines with a particle filter by monitoring the filter's fouling state and adjusting the ignition advance based on engine load and regime, using sensors to measure pressure differential and scanning rate to determine a preventive correction in ignition timing.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Object-affected harmful factors
If a particle filter is installed in the exhaust circuit to reduce emissions, then depollution performance is improved, but residual gas level increases promoting self-inflammation and rattling
Solution Approach 1:
The system performs preliminary monitoring of the particle filter's fouling state using a pressure differential sensor, and proactively adjusts the ignition advance angle before rattling occurs. By anticipating the increased residual gas level caused by filter fouling, the control system pre-adjusts ignition timing to prevent self-inflammation and rattling, rather than reacting after the problem manifests.
2Reliability
If ignition advance is reduced to prevent rattling, then engine reliability is improved, but power output decreases
Solution Approach 1:
The system dynamically adjusts the ignition advance angle based on real-time monitoring of the particle filter's fouling state and current engine operating conditions. Rather than using a fixed reduced advance angle, the control system continuously optimizes ignition timing within safe limits, allowing maximum power output when the filter is clean and progressively reducing advance only as much as necessary to prevent rattling as the filter fouls, thereby minimizing power loss while maintaining engine protection.
3Reliability
If the particle filter is monitored and ignition advance is adjusted accordingly, then rattling is prevented, but device complexity increases
Solution Approach 1:
The system implements a feedback control mechanism where the pressure differential sensor continuously monitors the particle filter's fouling state, and this information is fed back to the motor calculator, which automatically adjusts the ignition advance angle. This closed-loop feedback system provides automated rattling prevention without requiring complex manual intervention or sophisticated control algorithms, simply using the sensor data to drive proportional ignition timing adjustments.
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
Prevents rattling by effectively managing the ignition advance in relation to the particle filter's fouling state, reducing noise and engine degradation while optimizing engine performance.
Implementation Method 1
The principle of the particle filter consists in containing the soot from combustion, then burning them during the filter regeneration phase.
Implementation Method 2
an internal combustion engine with controlled ignition is powered, during each cycle (two or four stages), by a mixture including air and fuel
Data Source
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AI summary
A method for controlling a controlled-ignition internal combustion engine defining an engine speed, a load and a sweep ratio in order to avoid the onset of pinking in a cylinder of the engine, the engine comprising: – a particle filter, and – a computer making it possible to establish a correction to the ignition advance (A) by means of a first control map (23) associated with the engine speed and with the load, in which method the computer makes it possible: – to establish a particle filter fill factor (F) by means of a second control map (24) associated with a pressure differential (dP) measured across the particle filter and an engine sweep rate.