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EP0115907A2 - Contrôle de la régularité de combustion d'un moteur à combustion interne en boucle fermée pour contrôler le rapport air/combustible ou le recyclage des gaz d'échappement - Google Patents

Contrôle de la régularité de combustion d'un moteur à combustion interne en boucle fermée pour contrôler le rapport air/combustible ou le recyclage des gaz d'échappement Download PDF

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Publication number
EP0115907A2
EP0115907A2 EP84300065A EP84300065A EP0115907A2 EP 0115907 A2 EP0115907 A2 EP 0115907A2 EP 84300065 A EP84300065 A EP 84300065A EP 84300065 A EP84300065 A EP 84300065A EP 0115907 A2 EP0115907 A2 EP 0115907A2
Authority
EP
European Patent Office
Prior art keywords
flame speed
cycle
measure
engine
air
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Withdrawn
Application number
EP84300065A
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German (de)
English (en)
Other versions
EP0115907A3 (fr
Inventor
Merle Robert Showalter
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Automotive Engine Associates LP
Original Assignee
Automotive Engine Associates LP
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Automotive Engine Associates LP filed Critical Automotive Engine Associates LP
Publication of EP0115907A2 publication Critical patent/EP0115907A2/fr
Publication of EP0115907A3 publication Critical patent/EP0115907A3/fr
Withdrawn legal-status Critical Current

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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
    • F02P15/00—Electric spark ignition having characteristics not provided for in, or of interest apart from, groups F02P1/00 - F02P13/00 and combined with layout of ignition circuits
    • F02P15/08—Electric spark ignition having characteristics not provided for in, or of interest apart from, groups F02P1/00 - F02P13/00 and combined with layout of ignition circuits having multiple-spark ignition, i.e. ignition occurring simultaneously at different places in one engine cylinder or in two or more separate engine cylinders
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • 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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1497—With detection of the mechanical response of the engine
    • F02D41/1498—With detection of the mechanical response of the engine measuring engine roughness
    • 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
    • F02P17/12—Testing characteristics of the spark, ignition voltage or current
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/025—Engine noise, e.g. determined by using an acoustic sensor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/1015—Engines misfires
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/021—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions using an ionic current sensor
    • 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
    • F02P17/12—Testing characteristics of the spark, ignition voltage or current
    • F02P2017/121—Testing characteristics of the spark, ignition voltage or current by measuring spark voltage
    • 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
    • F02P17/12—Testing characteristics of the spark, ignition voltage or current
    • F02P2017/123—Generating additional sparks for diagnostics

Definitions

  • the optimal fuel economy air/fuel ratio using the Schweitzer Procedure for determining the true best economy mixture, occurs at very lean ratios.
  • the cyclic variation of flame speed and cyclic variation of peak pressure observed in the engine is very much less than that characteristic of prior art engines. It has been. found imperically that the point of optimal fuel economy (which is nearly the point for minimum NO x emissions) correlates over the speed load phase space with the onset of significant statistical variation of flame speed and peak pressure.
  • the statistical variations of flame speed and peak pressure are not greater than the variations commonly encountered with ordinary mixtures at stoichiometric or slightly lean ratios, but the statistical variations can be measured and used as engine control inputs.
  • the roughness sensitive control can input a relatively slowly moving correction function for a faster automatic control system, Specifically, the control can continuously update a viriable which multiplies the air/fuel ratio selected by a more rapid autonomous fuel/air metering controllers.
  • the automomous fuel/air metering system can be built to respond to variations in speed, load, etc, and can have very rapid resporse. Therefore the control system of the current invention uses the roughhness control as a correct or function which adjusts the calibration of a automatic programmed air/fuel matering system continuously.
  • a number of measures of flame speed, and hence cyclic variation of flame speed, are available.
  • Another convenient measure of flame speed is the ionization resistance at the spark gap on refiring the plug 20 or 30 degrees after the initial ignition. Whichever combustion measure is chosen, the control system functions by taking a running total of a flame speed measure and controlling air/fuel ratio to adjust the flame speed measure variance to a set value.
  • a roughness sensor control superimposed on a rapid response fuel/air metering system or EGR introduction system serves to optimize NO X and other emissions, maximize fuel efficiency, and compensate for variations in fuel, altitude, temperature and other variables.
  • Figure 1 illustrates the variation of efficiency versus equivalence ratio (fuel/air ratio at stoichemetric ⁇ fuel/air ratio actual) for the constant volume fuel/air cycle.
  • Figure 0-2 The Internal Combustion Engine in Theory and Practice, Volume II, C. F. Taylor, MIT Press, 1968.
  • Figure 1 illustrates the thermodynamic advantages of lean combustion so long as the constant volume cycle can be approximated.
  • the constant volume cycle assume instantaneous combustion at top dead center, but can be adequately approximated even for combustion durations of 40 or 50 crank degrees so long as the combustion process is timed so that the bulk of the combustion happen: near top dead center.
  • the indicated efficiency of an engine with excellent mixing and complete combustion can be reasonably close to that of the fuel/ai cycle so long as flame speeds are adequate and variations of flame speed fron cycle to cycle are relatively small.
  • Figures 2a and 2b illustrate the variation in peak pressure and flame speed which is characteristic of typical current art spark-fired engines unde different mixture conditions.
  • Figure 2a illustrates combustion in an engine with typical mixing at 2000 rpm with a compression ratio of 9 at an equivalence ratio of .82, which is considered a relatively lean ratio for typical engine combustion. It can be seen that there are rather substantial variations in peak pressure characteristic of these lean mixtures. These pea combustion variations produce significant efficiency decrements and perceptible engine vibration.
  • Figure. 2b shows operation of the same engine at the same rpm but with a rich equivalence ratio of 1.25 showing the cyclic variation which is characteristic of typical art engines when operated rich.
  • the degree of cyclic variation of flame speed characteristic of the ultra-homogeneous engine when operated under optimal conditions is approximately equal to the statistical variation in peak pressure shown in Figure 2b.
  • Figure 2c sketches the very small variation in flame speed typical of the fluidic port ultra-homogeneous engine under conditions richer than optimal conditons. Under these relatively rich conditions (which may be as lean as an equivalence ratio of .6) cyclic variation of peak pressure is barely perceptible. Invariably it is found that the optimal efficiency point occurs at a point where statistical variation of peak pressure and flame speed has become significant. This is the point where the losses due to heat release away from top dead center due to statistical variation about the mean optimal spark timing balance the additional thermodynamic advantages of enleanment which were illustrated with respect to Figure 1.
  • Figure 3 illustrates by analogy the reasons statistical variation of flame speed penalizes efficiency.
  • the figure plots the correlation of brake mean effective pressure (a normalized torque measure) versus spark-advance deviation from the best torque spark advance.
  • brake mean effective pressure a normalized torque measure
  • spark-advance deviation from the best torque spark advance.
  • Figure 4 shows the dependence of NO emissions in grams per indicated horsepower hour on equivalence ratio for a variable restriction port ultra-homogeneous engine described in Patent #4,344,394. Much of the data from Figure 4 is also shown in Figure 60 of Patent #4,344,394, but the figure also includes data from a 2.3 litre Ford engine operated with a vortex and fluidic ports on gasoline. The performance of both the single cylinder engine and th ⁇ Ford engine was such that the optimal efficiency occurred at equivalence ratios in the range of .6 stoichemtric and leaner. This result was typical over a wide range of speeds and loads. At the optimum fuel economy ratios, NO x is quite low. By controlling the equivalence ratio to achieve a specifiec level of cyclic variation it is possible to approximate closely the optimal fuel economy and minimum NO for the entire engine phase space of speeds and loads.
  • Figures 5, 6, and 7 show schematically a fuel/air metering system intended to meter fuel and air to an ultra-lean engine such as that described in Patent #4,344,394 and shows the manner in which the roughness control enters in to the overall fuel/air control scheme.
  • Figure 5 shows schematically fuel flow across the slotted valve 3 controlled by a solenoid servo valve 8, 9 which supplies the engine. The pressure differential across the slotted valve is called ⁇ P fuel.
  • Figure 6 shows an air throttle linked mechanically and with coefficients of discharge matched to the slotted fuel valve of Figure 5 and shows an air pressure transducer to pressure ⁇ P air across the air throttle.
  • Figure 7 shows the fuel/air control system schematically.
  • a measured A P air inputs into a computer which computes a ⁇ P fuel desired as the product of an automatically programmed function (in terms of ⁇ P air' r p m, etc.) times a servo correction coefficient which is adjusted to bias the control system to the proper degree of cyclic variation in flame speed.
  • the cyclic time of the computation process shown in Figure 7 can vary, but it can be made very fast.
  • the fuel/air metering system of Figures 5, 6 and 7 is automatic and has very rapid response, but has its fuel/air metering calibration adjusted continuously by the roughness sensor servo control.
  • This roughness sensor servo control can update the servo correction coefficient once every exhaust blowdown or once every combustion event.
  • FIG 8 is an illustration of an internal combustion engine, shown schematically with a microphone pickup which inputs an exhaust pressure signal to the controller.
  • Peak exhaust blowdown pressure is a useful measure of flame speed and variation in peak blowdown pressures measures flame speed variation. It is not necessary that the exhaust pressure microphone be located in the position shown in Figure 8, and indeed it may be desirable to place the microphone in a much cooler passage (for example, in the exhaust passage downstream of a mixing vortex, in a position where the exhaust gas has been much'cooled).
  • Figure 9a shows pressure in an exhaust manifold under conditions where the engine is operating smoothly and the variation in peak blowdown pressure is small (flame speed variation is small).
  • An engine with the ultra-homogeneous characteristics of the engine of Patent #4,344,394 would be operating too rich if it had an exhaust pressure pulse wave form such as this (unless the engine was operated at such a high torque demand that enrichment of the mixture was inescapable because of engine airflow limits).
  • Figure 9b shows the pressure curve which occurs when blowdown pressure varies (flame speed varies).
  • Figure 10 is a schematic showing the algorithm whereby the signal from the exhaust microphone is used for combustion control.
  • the drawing is largely self-explanatory.
  • the exhaust pressure signal from the sensor microphone is compressed by a logarithmic compression circuit for electronic convenience and an electrical circuit is arranged to hold the peak voltages which correspond to the exhaust blowdown pressure. These peak voltages are read with an analog to digital converter and thereby converted to numbers.
  • the computer keeps a running total of the last 16 blowdown peak pressure numbers in the normal way, where the last blowdown number enters the summation and the 17th is dropped out on a continous update basis. After each blowdown the computer compares the last blowdown number with the running total blowdown average, and makes the following decisions.
  • the roughness control adjusts the roughness coefficient in Figure 7 to enrich the mixture. If the blowdown pressure number falls within the specified limits, the circuit adjusts the control coefficient in Figure 7 to enlean the mixture.
  • the slew rate lean should typically be much slower than the slew rate rich (perhaps a tenth as fast) since the penalty for excessive enleanment may be misfire, whereas the penalty for excessive richness is only an NO emission penalty in an engine characterized by low NO emissions. It should be clear to those skilled in the servo mechanical arts that the slew rates lean and rich and the numerical values of A and B are variables which may be adjusted by the designer as he optimizes the system.
  • the system is also subject to a number of overrides, as follows: 1) Cranking override - if blowdown frequency is less than 6 cycles per second and greater than 0 cycles per seconds, slew rich for starting. 2) Deceleration fuel shut-off override - if rpm is greater than 600 and there is neglible blowdown pressure (engine not firing) no slew rate either rich or lean and no slew for the first 10 to 20 blowdowns after firing resumes. 3) Cold enrichment override - once slew rate rich to increase with decreasing sensor temperature below approximately 10°C (slew may double every 10°C thereafter).
  • a and B the upper and lower percentage variation threshholds for enrichening, are variable.
  • the number of entries in the running total can be varied.
  • the slew rates lean and rich can be varied and the variation of slew rate with temperature is also variable.
  • the roughness combustion control system can be very similar if its input is another measure of flame speed.
  • An extremely convenient measure of flame speed is the ionization resistance of the combustion gases measured a specified time or specified number of crank degrees after ignition. This may be measured by firing the spark plug a second time a set number of crank degrees (say 30 crank degrees) after the ignition firing.
  • the spark plug gap will at this time be inside a cloud of post-flame combustion gases, and the ionization breakdown voltage will be less than a hundredth that required for ignition itself.
  • This ionization breakdown voltage is a strong function of temperature and pressure. Therefore variation of this breakdown voltage can serve as the input for the combustion roughness control.
  • Figure lla is a schematic of an engine and ignition system with the ignitior system adapted to fire the spark plug a second time 30 degrees after the ignition firing to provide an ionization probe signal to measure flame speed
  • Figure llb is a sketch of the wire voltage curve which is characteristic of low statistical variation of flame speed.
  • Figure llc is a sketch of the wire voltage curve trace which is characteristic of relatively rougher combustion. In both cases, the ionization measuring voltages can easily be distinguished from the much higher ignition spark voltages.
  • the schematic shows two potential pick-u for the plug (the plug is the signal fed into the controller).
  • the central distributor wire to the coil is used for the pick-up.
  • an ionization voltage signal is obtained from each spark plug in each cylinder.
  • the voltage pick-up can occur on only one spark plug, as is also illustrated in lla. If the plug signal comes directly from the coil, an ionization breakdown signal will go the controller with every combustion event in the engine. However, it will be necessary for the controller to compensate for the variations in ionization breakdown voltage which are functions of plug gap geometry from plug to plug. If voltage breakdown is only taken from a single plug, this additional statistical complexity need not be handled, but the slew rate of the controller must be slower for stability, and the controller only reads variation from a small sequential sample of combustion events.
  • Figure 12 is a schematic analogous to the schematic of Figure 10 where the input is ionization breakdown voltage measured as shown above.
  • the comments applicable to discussion of Figure 10 are applicable to Figure 12.
  • the ignition breakdown method has some conveniences, and is particularly adaptable to the transistorized ignitions which are coming to dominate much of the automotive market.
  • the spark plug itself is an available sensor, and breakdown voltage on each spark plug can be measured. However, breakdown voltage will be proportional to the square of the spark gap, and if the system is used to adapt to each of the cylinders, a slow moving running total coefficient for breakdown voltage on each of the spark gaps must be built into the computer so that breakdown variations accountable from spark gap variations from cylinder to cylinder are not counted as variance of flame speed within the algorithm. Those skilled in the computer arts should find it clear how to do this.
  • FIG 13b illustrates in block diagram form the application of the combustion roughness servo logic to such an EGR control system.
  • the EGR valve position is controlled as a function of automatic inputs, including Pair, r p m , etc., and is varied by a slowly-moving correction function from the combustion servo, which is continuously updated as before.
  • the combined effect of the automota fast response programming and the slowly-moving combustioned servo correction function produces the actuator position which controls EGR flow.
  • Figure 14 blocks out the control algorithm for such an EGR controller, utilizing spark plug firing as the input measure of combustion variability. Comments applicable to Figure 12 and Figure 10 are applicable here. A similar algorithm utilizing an exhaust pressure microphone as the combustion variability signal can be produced.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Ignition Installations For Internal Combustion Engines (AREA)
EP84300065A 1983-01-10 1984-01-05 Contrôle de la régularité de combustion d'un moteur à combustion interne en boucle fermée pour contrôler le rapport air/combustible ou le recyclage des gaz d'échappement Withdrawn EP0115907A3 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US45669683A 1983-01-10 1983-01-10
US456696 1983-01-10

Publications (2)

Publication Number Publication Date
EP0115907A2 true EP0115907A2 (fr) 1984-08-15
EP0115907A3 EP0115907A3 (fr) 1986-03-19

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EP84300065A Withdrawn EP0115907A3 (fr) 1983-01-10 1984-01-05 Contrôle de la régularité de combustion d'un moteur à combustion interne en boucle fermée pour contrôler le rapport air/combustible ou le recyclage des gaz d'échappement

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Country Link
EP (1) EP0115907A3 (fr)
JP (1) JPS59165845A (fr)
BR (1) BR8400104A (fr)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5029566A (en) * 1989-05-09 1991-07-09 Mitsubishi Denki Kabushiki Kaisha Knock suppression apparatus for an internal combustion engine
EP0546827A2 (fr) * 1991-12-10 1993-06-16 Ngk Spark Plug Co., Ltd Dispositif de commande et de détection des conditions de combustion par un moteur à combustion interne
EP0801226A2 (fr) * 1996-04-12 1997-10-15 STIEBEL ELTRON GmbH & Co. KG Méthode et dispositif pour évaluer la qualité d'un mélange d'air et de carburant
WO2005047674A1 (fr) * 2003-11-08 2005-05-26 Daimlerchrysler Ag Procede pour commander le taux de recyclage des gaz d'echappement
AT500795A1 (de) * 2004-04-12 2006-03-15 Woodward Governor Co Verfahren und vorrichtung zum dedektieren abnormaler verbrennungszustände in kolbenmotoren mit abgasrückführung

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1512213A (en) * 1974-10-19 1978-05-24 Bosch Gmbh Robert System for regulating the operating behaviour of an internal combustion engine
FR2466623A1 (fr) * 1979-09-29 1981-04-10 Bosch Gmbh Robert Procede de regulation de la composition du melange d'alimentation fourni a un moteur a combustion interne
GB2060062A (en) * 1979-09-29 1981-04-29 Bosch Gmbh Robert Controlling ignition timing
DE3210810A1 (de) * 1982-03-24 1983-10-06 Mataro Co Ltd Verfahren zur beeinflussung der ladungszusammensetzung und fremdgezuendete brennkraftmaschine

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1512213A (en) * 1974-10-19 1978-05-24 Bosch Gmbh Robert System for regulating the operating behaviour of an internal combustion engine
FR2466623A1 (fr) * 1979-09-29 1981-04-10 Bosch Gmbh Robert Procede de regulation de la composition du melange d'alimentation fourni a un moteur a combustion interne
GB2060062A (en) * 1979-09-29 1981-04-29 Bosch Gmbh Robert Controlling ignition timing
DE3210810A1 (de) * 1982-03-24 1983-10-06 Mataro Co Ltd Verfahren zur beeinflussung der ladungszusammensetzung und fremdgezuendete brennkraftmaschine

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5029566A (en) * 1989-05-09 1991-07-09 Mitsubishi Denki Kabushiki Kaisha Knock suppression apparatus for an internal combustion engine
EP0546827A2 (fr) * 1991-12-10 1993-06-16 Ngk Spark Plug Co., Ltd Dispositif de commande et de détection des conditions de combustion par un moteur à combustion interne
EP0546827A3 (fr) * 1991-12-10 1994-02-16 Ngk Spark Plug Co
EP0801226A2 (fr) * 1996-04-12 1997-10-15 STIEBEL ELTRON GmbH & Co. KG Méthode et dispositif pour évaluer la qualité d'un mélange d'air et de carburant
EP0801226A3 (fr) * 1996-04-12 1999-05-06 STIEBEL ELTRON GmbH & Co. KG Méthode et dispositif pour évaluer la qualité d'un mélange d'air et de carburant
WO2005047674A1 (fr) * 2003-11-08 2005-05-26 Daimlerchrysler Ag Procede pour commander le taux de recyclage des gaz d'echappement
AT500795A1 (de) * 2004-04-12 2006-03-15 Woodward Governor Co Verfahren und vorrichtung zum dedektieren abnormaler verbrennungszustände in kolbenmotoren mit abgasrückführung

Also Published As

Publication number Publication date
EP0115907A3 (fr) 1986-03-19
JPS59165845A (ja) 1984-09-19
BR8400104A (pt) 1984-08-14

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