EP0101463A1 - Adjustment of internal combustion engines - Google Patents
Adjustment of internal combustion enginesInfo
- Publication number
- EP0101463A1 EP0101463A1 EP83900645A EP83900645A EP0101463A1 EP 0101463 A1 EP0101463 A1 EP 0101463A1 EP 83900645 A EP83900645 A EP 83900645A EP 83900645 A EP83900645 A EP 83900645A EP 0101463 A1 EP0101463 A1 EP 0101463A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- adjustment
- engine
- test
- microprocessor
- control
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Withdrawn
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
- F02P17/00—Testing of ignition installations, e.g. in combination with adjusting; Testing of ignition timing in compression-ignition engines
- F02P17/02—Checking or adjusting ignition timing
- F02P17/04—Checking or adjusting ignition timing dynamically
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
- F02D41/26—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
- F02P5/00—Advancing or retarding ignition; Control therefor
- F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
- F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
- F02P5/15—Digital data processing
- F02P5/1502—Digital data processing using one central computing unit
- F02P5/151—Digital data processing using one central computing unit with means for compensating the variation of the characteristics of the engine or of a sensor, e.g. by ageing
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Definitions
- This invention relates to the adjustment or 'tuning' of internal combustion engines.
- an apparatus for adjustment of an internal combustion engine comprising means for generating a performance signal representative of the angular acceleration of the engine in response to an acceleration test, means for effecting adjustment of at least one engine control and control means arranged in operation to carry out an adjustment sequence comprising: initiating an acceleration test; comparing the performance signal with a predetermined value; and, if the comparison indicates that the acceleration is less than the predetermined value, carrying out the further steps of adjusting the engine control in one sense, repeating the acceleration test and comparing the performance signal with a stored value of the performance signal previously measured to determine the sense for further adjustment, and repeating the steps of adjustment, test and comparison as necessary until the performance signal attains the predetermined value or the adjustment sequence is terminated. Where more than one control is to be adjusted, the sequence is carried out in respect of each such control.
- FIG. 1 is a block diagram of an adjustment apparatus embodying the invention
- Figure 2 is a flow chart showing the sequence of operation of the apparatus of Figure 1;
- FIGS 3 and 4 are flow charts showing in more detail certain of the steps shown in Figure 2.
- a microprocessor has input ports connected to a tachometer 2, and start button 3. Output ports control ignition timing circuitry 4 and fuel injection control 5.
- the apparatus should not be employed to control systems using mechanical ignition and/or a carburettor it is assumed that electronic ignition and fuel injection are employed and, indeed, the test arrangement described here can be particularly conveniently employed in cases where microprocessor fuel injection is already employed (as described in our co-pending International application PCT/GB82/00199).Although the apparatus could be used as a remote service tool, it is assumed to be permanently installed in.
- the microprocessor may also serve for other engine and vehicle management and control functions although these form no part of the present invention and will not be described here. Further output ports of the microprocessor drive indicator lamps 6, 7,8 which serve respectively to request the driver to depress the throttle, to indicate that the tune is complete, and to signal the necessity for a service.
- the principle of operation of the apparatus is that, when, with the engine at working temperature and at tickover, it is instructed to carry out a tuning procedure, it will firstly carry out a test to establish whether the performance of the engine meets a pre-set standard. It instructs the driver to open the throttle, and establishes the comparative efficiency of the engine by measuring the time taken to accelerate the engine from tickover. or a somewhat higher speed, to a predetermined point in the engine speed range as measured by the tachometer 2 - i.e., the time taken to overcome the inertia of the moving parts - this providing a measure of the acceleration of the engine. This is compared with a standard time previously established by the engine manufacture and stored in the microprocessor memory.
- the first run will indicate whether the performance meets the set standard, and, if so, the driver is informed "tune complete” and no further action is taken. If the performance is below this limit, the apparatus carries out further tests, making variations in ignition timing and fuelling, to optimise these variables, as will be further described below. If the test sequence fails to result in the expected performance, the driver is informed that a service is required, to identify other adjustments or faults requiring attention.
- test sequence is indicated in Figure 2 as a flow chart. It is assumed that it is entered at 10 from a sequence including other control functions carried out by the microprocessor. If (11) "tune" mode has been selected, i.e. the start button 3 has been depressed, a test sequence is commenced.
- the test can be carried out at any time, although, in a preferred arrangement the apparatus can be arranged to provide visual warning to the driver that tuning is due, when a predetermined time (in terms of so many miles or engine revolutions) has elapsed since the last adjustment.
- a test (12) is then initiated, as detailed in Figure 3.
- the light 6 is illuminated (20) to instruct the driver to open the throttle, and a wait sequence 21 is entered until the engine speed as measured by the tachometer is rising, and (22) reaches 2000 r.p.m.
- the time (T) is then measured (23) for the speed to reach 5000, and T is stored (24).
- a check 25 is made for an engine speed greater than say 6000 r.p.m. and if this occurs, the ignition is cut (26) until the speed falls below this figure. This check continues until (27) the throttle angle is less than 10o - i.e. the driver has released the throttle.
- the ignition is then reinstated (28).
- the time T 1 for the first test is compared (13) with the reference time T N (times for successive tests are designated (T 1 ,T 2 , ....T x .etc). If the time is less than or equal to the reference, the "tune complete" indicator 7 is illuminated (14). Otherwise an adjustment sequence 15 is entered, following which it is checked whether (16) the time is now less than or equal to the standard T N , whereupon the sequence is terminated: otherwise the adjust sequence is repeated, unless (17) the number of tests has exceeded a predetermined maximum. In this case the tuna is abandoned, as it is assumed that there is a mechanical fault, and the driver is instructed, by illuminating (18) the warning light 8, that a service is required.
- One possible adjustment sequence 14 is shown in Figure 4.
- the test is then run (33) to establish the time (T x ) for the new setting (the test sequence being as in Figure 3).
- the time is then compared (34) with the previous time, to see if an improvement has occurred. If it has, or there is no change, the sequence is repeated (35) to advance the ignition timing further, until a deterioration in performance is noted, whereupon the sequence is repeated with Q negative, to retard the ignition timing until again a deterioration is noted. As this implies that the ignition has been retarded too far, it is advanced again (36), to the optimum.
- the apparatus searches on both sides of the existing ignition timing setting, to find a minimum in T x .
- the test of Q (37) serves to identify the end of the second run round the loop.
- the apparatus could also be arranged to display the figures measured, as acceleration times, or converted to an efficiency or horsepower figure, plus the actual ignition and fuel settings. These could be displayed digitally, and in the case of an external unit a printed record could also be made available.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Computer Hardware Design (AREA)
- Microelectronics & Electronic Packaging (AREA)
- Theoretical Computer Science (AREA)
- Signal Processing (AREA)
- Electrical Control Of Ignition Timing (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
Un moteur à combustion interne possède une commande du calage de l'allumage fixé au préalable mais réglable (4) et/ou une commande de l'injection de carburant fixée au préalable mais réglable (5). Un microprocesseur (1) est programmé pour régler les commandes (4 et 5) de sorte que l'opérateur (par exemple le conducteur d'un véhicule utilisant ce moteur) peut "caler" le moteur en appuyant sur un bouton de départ (3) pour mettre sous tension le microprocesseur. Ce dernier commande l'allumage d'une lampe (6) indiquant au conducteur qu'il doit appuyer rapidement sur l'accélérateur. Le microprocesseur mesure le temps nécessaire à l'accélération du moteur (sans charge) d'une vitesse à une autre, les vitesses étant mesurées par un tachymètre (2). Ce temps est comparé à une valeur stockée obtenue lorsque le moteur est calé. Lorsque le temps dépasse la valeur stockée, le microprocesseur commande un réglage par incrément de l'une des commandes (4, 5) et signale au conducteur par l'intermédiaire de la lampe (6) qu'il doit répéter le test. Si le résultat est pire, le réglage est renversé et le test répété, en réglant les deux commandes (4, 5) jusqu'à ce que l'on obtienne un résultat optimal, indiqué par une lampe (7).An internal combustion engine has a pre-set but adjustable ignition timing control (4) and / or a pre-set but adjustable fuel injection control (5). A microprocessor (1) is programmed to set the controls (4 and 5) so that the operator (e.g. the driver of a vehicle using this engine) can "stall" the engine by pressing a start button (3 ) to turn on the microprocessor. The latter controls the lighting of a lamp (6) indicating to the driver that he must quickly press the accelerator. The microprocessor measures the time required for the motor to accelerate (without load) from one speed to another, the speeds being measured by a tachometer (2). This time is compared to a stored value obtained when the engine is stalled. When the time exceeds the stored value, the microprocessor orders an incremental adjustment of one of the controls (4, 5) and signals to the driver via the lamp (6) that he must repeat the test. If the result is worse, the setting is reversed and the test repeated, adjusting the two controls (4, 5) until an optimum result is obtained, indicated by a lamp (7).
Description
ADJUSTMENT OF INTERNAL COMBUSTION ENGINES
This invention relates to the adjustment or 'tuning' of internal combustion engines.
It is well known that between services , the performance of an internal combustion engine gradually deteriorates and that part of this deterioration is due to what amounts to a 'drift' away from the optimum of one or more of the settings of engine controls for example for ignition (or injection) timing and fuel-air mixture strength (or fuel charge injected).
According to the present invention there is provided an apparatus for adjustment of an internal combustion engine comprising means for generating a performance signal representative of the angular acceleration of the engine in response to an acceleration test, means for effecting adjustment of at least one engine control and control means arranged in operation to carry out an adjustment sequence comprising: initiating an acceleration test; comparing the performance signal with a predetermined value; and, if the comparison indicates that the acceleration is less than the predetermined value, carrying out the further steps of adjusting the engine control in one sense, repeating the acceleration test and comparing the performance signal with a stored value of the performance signal previously measured to determine the sense for further adjustment, and repeating the steps of adjustment, test and comparison as necessary until the performance signal attains the predetermined value or the adjustment sequence is terminated. Where more than one control is to be adjusted, the sequence is carried out in respect of each such control.
The invention will be further described, by way of example, with reference to the accoupanying drawings, in which:-
Figure 1 is a block diagram of an adjustment apparatus embodying the invention;
Figure 2 is a flow chart showing the sequence of operation of the apparatus of Figure 1; and
Figures 3 and 4 are flow charts showing in more detail certain of the steps shown in Figure 2. Referring to Figure 1, an adjustment apparatus for the internal combustion engine of a vehicle is shown. A microprocessor has input ports connected to a tachometer 2, and start button 3.
Output ports control ignition timing circuitry 4 and fuel injection control 5. Although there is no reason why the apparatus should not be employed to control systems using mechanical ignition and/or a carburettor it is assumed that electronic ignition and fuel injection are employed and, indeed, the test arrangement described here can be particularly conveniently employed in cases where microprocessor fuel injection is already employed (as described in our co-pending International application PCT/GB82/00199).Although the apparatus could be used as a remote service tool, it is assumed to be permanently installed in. the vehicle: the microprocessor may also serve for other engine and vehicle management and control functions although these form no part of the present invention and will not be described here. Further output ports of the microprocessor drive indicator lamps 6, 7,8 which serve respectively to request the driver to depress the throttle, to indicate that the tune is complete, and to signal the necessity for a service.
The principle of operation of the apparatus is that, when, with the engine at working temperature and at tickover, it is instructed to carry out a tuning procedure, it will firstly carry out a test to establish whether the performance of the engine meets a pre-set standard. It instructs the driver to open the throttle, and establishes the comparative efficiency of the engine by measuring the time taken to accelerate the engine from tickover. or a somewhat higher speed, to a predetermined point in the engine speed range as measured by the tachometer 2 - i.e., the time taken to overcome the inertia of the moving parts - this providing a measure of the acceleration of the engine. This is compared with a standard time previously established by the engine manufacture and stored in the microprocessor memory.
The first run will indicate whether the performance meets the set standard, and, if so, the driver is informed "tune complete" and no further action is taken. If the performance is below this limit, the apparatus carries out further tests, making variations in ignition timing and fuelling, to optimise these variables, as will be further described below. If the test sequence fails to result in the expected performance, the driver is informed that a service is required, to identify other adjustments or faults requiring attention.
The test sequence is indicated in Figure 2 as a flow chart. It is assumed that it is entered at 10 from a sequence including other control functions carried out by the microprocessor. If (11) "tune"
mode has been selected, i.e. the start button 3 has been depressed, a test sequence is commenced. The test can be carried out at any time, although, in a preferred arrangement the apparatus can be arranged to provide visual warning to the driver that tuning is due, when a predetermined time (in terms of so many miles or engine revolutions) has elapsed since the last adjustment.
A test (12) is then initiated, as detailed in Figure 3. The light 6 is illuminated (20) to instruct the driver to open the throttle, and a wait sequence 21 is entered until the engine speed as measured by the tachometer is rising, and (22) reaches 2000 r.p.m. The time (T) is then measured (23) for the speed to reach 5000, and T is stored (24). To protect the engine, a check 25 is made for an engine speed greater than say 6000 r.p.m. and if this occurs, the ignition is cut (26) until the speed falls below this figure. This check continues until (27) the throttle angle is less than 10º - i.e. the driver has released the throttle. The ignition is then reinstated (28).
Returning again to Figure 2, the time T1 for the first test is compared (13) with the reference time TN (times for successive tests are designated (T1,T2, ....Tx .....etc). If the time is less than or equal to the reference, the "tune complete" indicator 7 is illuminated (14). Otherwise an adjustment sequence 15 is entered, following which it is checked whether (16) the time is now less than or equal to the standard TN, whereupon the sequence is terminated: otherwise the adjust sequence is repeated, unless (17) the number of tests has exceeded a predetermined maximum. In this case the tuna is abandoned, as it is assumed that there is a mechanical fault, and the driver is instructed, by illuminating (18) the warning light 8, that a service is required.
One possible adjustment sequence 14 is shown in Figure 4. First (30) the increment Q for the ignition timing IN is set to a desired value (e.g. 2º), and added (31) : a test count (x) is incremented (32). The test is then run (33) to establish the time (Tx) for the new setting (the test sequence being as in Figure 3). The time is then compared (34) with the previous time, to see if an improvement has occurred. If it has, or there is no change, the sequence is repeated (35) to advance the ignition timing further, until a deterioration in performance is noted, whereupon the sequence is repeated with Q negative, to retard the ignition timing until again
a deterioration is noted. As this implies that the ignition has been retarded too far, it is advanced again (36), to the optimum.
Thus the apparatus searches on both sides of the existing ignition timing setting, to find a minimum in Tx. The test of Q (37) serves to identify the end of the second run round the loop.
The timing having been adjusted, an increment R for the fuel setting FN is set and, x reset to 1 (38), and a further test (39) carried out; an adjustment sequence for the fuel setting, identical to that for the ignition timing, is then followed. The apparatus could also be arranged to display the figures measured, as acceleration times, or converted to an efficiency or horsepower figure, plus the actual ignition and fuel settings. These could be displayed digitally, and in the case of an external unit a printed record could also be made available.
Claims
1. Apparatus for adjustment of an internal combustion engine comprising means for generating a performance signal representative of the angular acceleration of the engine in response to an acceleration test, means for effecting adjustment of at least one engine control and control means arranged in operation to carry out an adjustment sequence comprising : initiating an acceleration test; comparing the performance signal with a predetermined value; and, if the comparison indicates that the acceleration is less than the predetermined, value, carrying out the further steps of adjusting the engien control in one sense, repeating the acceleration test and comparing the performance signal with a stored value of the performance signal previously measured to determine the sense for further adjustment, and repeating the steps of adjustment, test and comparison as necessary until the performance signal attains the predetermined value or the adjustment sequence is terminated.
2. Apparatus according to claim 1, wherein the control means includes a device for instructing an operator of a power output control of the engine to abruptly accelerate the engine each time a test step is to be performed.
3. Apparatus according to claim 1, wherein the adjustment effecting means serve to adjust ignition timing means of the engine.
4. Apparatus according to claim 1, wherein the adjustment effecting means serve to adjust fuel delivery rate.
5. Apparatus according to claim 1, wherein the adjustment effecting means serve to adjust both ignition timing means and the fuel delivery rate for the engine.
6. Apparatus according to claim 1 wherein the control means comprises a microprocessor programmed to carry out the said adjustment sequence.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB8203266 | 1982-02-04 | ||
| GB8203266 | 1982-02-04 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| EP0101463A1 true EP0101463A1 (en) | 1984-02-29 |
Family
ID=10528119
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| EP83900645A Withdrawn EP0101463A1 (en) | 1982-02-04 | 1983-02-04 | Adjustment of internal combustion engines |
Country Status (2)
| Country | Link |
|---|---|
| EP (1) | EP0101463A1 (en) |
| WO (1) | WO1983002803A1 (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2605737B1 (en) * | 1986-10-24 | 1989-04-28 | Renault Vehicules Ind | METHOD FOR DETERMINING THE INERTIA OF A MOTOR VEHICLE AND AUTOMATIC CONTROL OF A DRIVE UNIT |
| DE10049908A1 (en) * | 2000-10-10 | 2002-04-11 | Bosch Gmbh Robert | Optimization of combustion engined motor vehicle operation by measurement of operating parameters and determination of corresponding values that are then used to adjust vehicle operation taking into account wear, etc. |
Family Cites Families (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US3587764A (en) * | 1968-06-20 | 1971-06-28 | Bowles Fluidics Corp | Fluidic adaptive spark advance system |
| US4100793A (en) * | 1977-03-25 | 1978-07-18 | United Technologies Corporation | Air/fuel regulator diagnostics for internal combustion engine |
| US4130095A (en) * | 1977-07-12 | 1978-12-19 | General Motors Corporation | Fuel control system with calibration learning capability for motor vehicle internal combustion engine |
| JPS5420203A (en) * | 1977-07-15 | 1979-02-15 | Hitachi Ltd | Combustion control equipment of engine |
| DE2812442A1 (en) * | 1978-03-22 | 1979-10-04 | Bosch Gmbh Robert | PROCESS AND DEVICE FOR DETERMINING SETTING SIZES IN COMBUSTION MACHINES |
| FR2477633B1 (en) * | 1980-03-05 | 1987-05-22 | Bosch Gmbh Robert | DEVICE FOR REGULATING IGNITION AND FUEL INJECTION PROCESSES IN INTERNAL COMBUSTION ENGINES |
-
1983
- 1983-02-04 EP EP83900645A patent/EP0101463A1/en not_active Withdrawn
- 1983-02-04 WO PCT/GB1983/000030 patent/WO1983002803A1/en unknown
Non-Patent Citations (1)
| Title |
|---|
| See references of WO8302803A1 * |
Also Published As
| Publication number | Publication date |
|---|---|
| WO1983002803A1 (en) | 1983-08-18 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PUAI | Public reference made under article 153(3) epc to a published international application that has entered the european phase |
Free format text: ORIGINAL CODE: 0009012 |
|
| AK | Designated contracting states |
Designated state(s): AT BE CH DE FR GB LI LU NL SE |
|
| STAA | Information on the status of an ep patent application or granted ep patent |
Free format text: STATUS: THE APPLICATION IS DEEMED TO BE WITHDRAWN |
|
| 18D | Application deemed to be withdrawn |
Effective date: 19840105 |
|
| RIN1 | Information on inventor provided before grant (corrected) |
Inventor name: GAYLER, ROBERT JAMES |