DOCSLIB.ORG

Ignition Timing Control Apparatus for Internal Combustion Engine and Method Thereof

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Ignition Timing Control Apparatus for Internal Combustion Engine and Method Thereof Europäisches Patentamt *EP001323902A2* (19) European Patent Office Office européen des brevets (11) EP 1 323 902 A2 (12) EUROPEAN PATENT APPLICATION (43) Date of publication: (51) Int Cl.7: F01L 1/34, F02D 13/00 02.07.2003 Bulletin 2003/27 (21) Application number: 02029073.0 (22) Date of filing: 30.12.2002 (84) Designated Contracting States: (72) Inventor: Shimizu, Hirokazu AT BE BG CH CY CZ DE DK EE ES FI FR GB GR Atsugi-shi, Kanagawa (JP) IE IT LI LU MC NL PT SE SI SK TR Designated Extension States: (74) Representative: Grünecker, Kinkeldey, AL LT LV MK RO Stockmair & Schwanhäusser Anwaltssozietät Maximilianstrasse 58 (30) Priority: 28.12.2001 JP 2001399619 80538 München (DE) (71) Applicant: Hitachi Unisia Automotive Ltd. Kanagawa (JP) (54) Ignition timing control apparatus for internal combustion engine and method thereof (57) A controlled variable and a target in each of a ing to the target and also to calculate actual opening variable valve event and lift control apparatus and a var- timing of the intake valve corresponding to the controlled iable valve timing control apparatus are input, to calcu- variable, to correct ignition timing based on a deviation late target opening timing of an intake valve correspond- between the target opening timing and the actual open- ing timing. EP 1 323 902 A2 Printed by Jouve, 75001 PARIS (FR) 1 EP 1 323 902 A2 2 Description event and lift mechanism, there is a problem in that since the deviation between the actual valve timing and the Field of the Invention target valve timing cannot be detected, the ignition tim- ing cannot be appropriately corrected. [0001] The present invention relates to an ignition tim- 5 ing control apparatus and an ignition timing control SUMMARY OF THE INVENTION method in an internal combustion engine, in which valve timing and a valve lift of an intake valve are variably con- [0010] It is therefore an object of the present invention trolled. to enable to appropriately correct ignition timing even in 10 a transition period of valve timing and a valve lift of an Related Art of the Invention intake valve, in an engine provided with a variable valve timing mechanism and a variable valve event and lift [0002] Heretofore, in an internal combustion engine mechanism. provided with a variable valve mechanism, there has [0011] In order to accomplish the above-mentioned been known a constitution wherein ignition timing is cor- 15 object, according to the present invention, a controlled rected according to a variation in valve timing of an in- variable and a target in each of variable valve event and take valve. lift control apparatus and variable valve timing control [0003] Japanese Unexamined Patent Publication No. apparatus are input to calculate target opening timing of 2001-221105 discloses a constitution in which valve an intake valve corresponding to the target, and also ac- overlap is calculated based on target opening timing of 20 tual opening timing of the intake valve corresponding to an intake valve and target closing timing of an exhaust the controlled variable, to correct ignition timing based valve, and a cylinder residual exhaust gas amount is es- on a deviation between the target opening timing and timated based on the valve overlap, to correct ignition the actual opening timing. timing according to the cylinder residual exhaust gas [0012] The other objects and features of the invention amount. 25 will become understood from the following description [0004] Further, Japanese Unexamined Patent Publi- with reference to the accompanying drawings. cation No. 9-209895 discloses a constitution in which basic ignition timing is corrected according to a deviation BRIEF DESCRIPTION OF THE DRAWINGS between actual valve timing and target valve timing of an intake valve. 30 [0013] [0005] However, in the constitution disclosed in Jap- anese Unexamined Patent Publication No. Fig. 1 is a diagram of a system structure of an in- 2001-221105, there is a problem in that a correction that ternal combustion engine in an embodiment. does not correspond to an actual valve overlap amount Fig. 2 is a cross section view showing a variable is performed on ignition timing, during a transition period 35 valve event and lift mechanism (A-A cross section wherein a deviation is caused between actual valve tim- of Fig. 3) in the embodiment. ing and target valve timing. Fig. 3 is a side elevation view of the variable valve [0006] On the other hand, in the constitution disclosed event and lift mechanism. in Japanese Unexamined Patent Publication No. Fig. 4 is a top plan view of the variable valve event 9-209895, ignition timing can be appropriately corrected 40 and lift mechanism. corresponding to a transition state of valve timing. Fig. 5 is a perspective view showing an eccentric [0007] However, the constitution disclosed in Japa- cam for use in the variable valve event and lift mech- nese Unexamined Patent Publication No. 9-209895 is anism. to be applied to an engine provided with only a variable Fig. 6 is a cross section view showing a low lift con- valve timing mechanism, in which the actual valve timing 45 dition by the variable valve event and lift mechanism is detected by detecting rotation phases of a crankshaft (B-B cross section view of Fig. 3). and a camshaft. Fig. 7 is a cross section view showing a high lift con- [0008] However, in the case where there is provided, dition by the variable valve event and lift mechanism together with a variable valve timing mechanism, a var- (B-B cross section view of Fig. 3). iable valve event and lift mechanism that varies contin- 50 Fig. 8 is a characteristic diagram showing a corre- uously a valve lift with a valve event of an intake valve, lation between an angle range of a cam surface, even if the rotation phases of the crankshaft and cam- and a valve lift in the variable valve event and lift shaft are the same, valve timing of the intake valve is mechanism. varied depending on a difference of valve lift. Fig. 9 is a characteristic diagram showing valve tim- [0009] Consequently, according to such a method as 55 ing and the valve lift of the variable valve event and disclosed in Japanese Unexamined Patent Publication lift mechanism. No. 9-209895, in the case of an engine provided with a Fig. 10 is a perspective view showing a rotational variable valve timing mechanism and a variable valve driving mechanism of a control shaft in the variable 2 3 EP 1 323 902 A2 4 valve event and lift mechanism. 132. Fig. 11 is a longitudinal cross section view of a var- [0026] Each ignition plug 132 is provided with an ig- iable valve timing mechanism in the embodiment. nition coil 133 incorporating therein a power transistor. Fig. 12 is a control block diagram showing an igni- Engine control unit 114 switching controls the power tion timing control in the embodiment. 5 transistor to control ignition timing (ignition advance val- ue). DESCRIPTION OF THE PREFERRED EMBODIMENT [0027] Ignition plug 132 and ignition coil 133 consti- tute an ignition apparatus. [0014] Fig. 1 is a structural diagram of an internal [0028] Fig. 2 to Fig. 4 show in detail the structure of combustion engine for vehicle in an embodiment. 10 variable valve event and lift mechanism 112. [0015] In Fig. 1, in an intake passage 102 of an inter- [0029] Variable valve event and lift mechanism 112 nal combustion engine 101, an electronically controlled shown in Fig. 2 to Fig. 4 includes a pair of intake valves throttle 104 is disposed for driving a throttle valve 103b 105, 105, a hollow camshaft (drive shaft) 13 rotatably to open and close by a throttle motor 103a. supported by a cam bearing 14 of a cylinder head 11, [0016] Air is sucked into a combustion chamber 106 15 two eccentric cams (drive cams) 15, 15 as rotating cams via electronically controlled throttle 104 and an intake axially supported by camshaft 13, a control shaft 16 ro- valve 105. tatably supported by cam bearing 14 and arranged at [0017] A combusted exhaust gas is discharged from an upper position of camshaft 13, a pair of rocker arms combustion chamber 106 via an exhaust valve 107, pu- 18, 18 swingingly supported by control shaft 16 through rified by a front catalyst 108 and a rear catalyst 109, and 20 a control cam 17, and a pair of independent swing cams then emitted into the atmosphere. 20, 20 disposed to upper end portions of intake valves [0018] Exhaust valve 107 is driven to open and close 105, 105 through valve lifters 19, 19, respectively. by a cam 111 axially supported by an exhaust side cam- [0030] Eccentric cams 15, 15 are connected with shaft 110, at fixed valve lift, valve event and valve timing. rocker arms 18, 18 by link arms 25, 25, respectively. [0019] A valve lift and a valve event of intake valve 25 Rocker arms 18,18 are connected with swing cams 20, 105 are varied continuously by a variable valve event 20 by link members 26, 26. and lift mechanism 112, and valve timing thereof is var- [0031] Rocker arms 18, 18, link arms 25, 25, and link ied continuously by a variable valve timing mechanism members 26, 26 constitute a transmission mechanism. 113. [0032] Each eccentric cam 15, as shown in Fig. 5, is [0020] An engine control unit 114 incorporating there- 30 formed in a substantially ring shape and includes a cam in a microcomputer, controls electronically controlled body 15a of small diameter, a flange portion 15b inte- throttle 104, variable valve event and lift mechanism 112 grally formed on an outer surface of cam body 15a.
Load more

Recommended publications
  • Engine Control Unit
    Engine Control Unit João Filipe Ferreira Vicente Dissertation submitted for obtaining the degree in Master of Electronic Engineering, Instituto Superior Técnico Abstract The car used (Figure 1) has a fibreglass body and uses a Honda F4i engine taken from the Honda This paper describes the design of a fully CBR 600. programmable, low cost ECU based on a standard electronic circuit based on a dsPIC30f6012A for the Honda CBR600 F4i engine used in the Formula Student IST car. The ECU must make use of all the temperature, pressure, position and speed sensors as well as the original injectors and ignition coils that are already available on the F4i engine. The ECU must provide the user access to all the maps and allow their full customization simply by connecting it to a PC. This will provide the user with Figure 1 - FST03. the capability to adjust the engine’s performance to its needs quickly and easily. II. Electronic Fuel Injection Keywords The growing concern of fuel economy and lower emissions means that Electronic Fuel Injection Electronic Fuel Injection, Engine Control Unit, (EFI) systems can be seen on most of the cars Formula Student being sold today. I. Introduction EFI systems provide comfort and reliability to the driver by ensuring a perfect engine start under This project is part of the Formula Student project most conditions while lessening the impact on the being developed at Instituto Superior Técnico that environment by lowering exhaust gas emissions for the European series of the Formula Student and providing a perfect combustion of the air-fuel competition.
    [Show full text]
  • 05 NG Engine Technology.Pdf
    Table of Contents NG Engine Technology Subject Page New Generation Engine Technology . .5 Turbocharging . .6 Turbocharging Terminology . .6 Basic Principles of Turbocharging . .7 Bi-turbocharging . .10 Air Ducting Overview . .12 Boost-pressure Control (Wastegate) . .14 Blow-off Control (Diverter Valves) . .15 Charge-air Cooling . .18 Direct Charge-air Cooling . .18 Indirect Charge Air Cooling . .18 Twin Scroll Turbocharger . .20 Function of the Twin Scroll Turbocharger . .22 Diverter valve . .22 Tuned Pulsed Exhaust Manifold . .23 Load Control . .24 Controlled Variables . .25 Service Information . .26 Limp-home Mode . .26 Direct Injection . .28 Direct Injection Principles . .29 Mixture Formation . .30 High Precision Injection . .32 HPI Function . .33 High Pressure Pump Function and Design . .35 Pressure Generation in High-pressure Pump . .36 Limp-home Mode . .37 Fuel System Safety . .38 Piezo Fuel Injectors . .39 Injector Design and Function . .40 Injection Strategy . .42 Initial Print Date: 09/06 Revision Date: 03/11 Subject Page Piezo Element . .43 Injector Adjustment . .43 Injector Control and Adaptation . .44 Injector Adaptation . .44 Optimization . .45 HDE Fuel Injection . .46 VALVETRONIC III . .47 Phasing . .47 Masking . .47 Combustion Chamber Geometry . .48 VALVETRONIC Servomotor . .50 Function . .50 Subject Page BLANK PAGE NG Engine Technology Model: All from 2007 Production: All After completion of this module you will be able to: • Understand the technology used on BMW turbo engines • Understand basic turbocharging principles • Describe the benefits of twin Scroll Turbochargers • Understand the basics of second generation of direct injection (HPI) • Describe the benefits of HDE solenoid type direct injection • Understand the main differences between VALVETRONIC II and VALVETRONIC II I 4 NG Engine Technology New Generation Engine Technology In 2005, the first of the new generation 6-cylinder engines was introduced as the N52.
    [Show full text]
  • Design of the Electronic Engine Control Unit Performance Test System of Aircraft
    aerospace Article Design of the Electronic Engine Control Unit Performance Test System of Aircraft Seonghee Kho 1 and Hyunbum Park 2,* 1 Department of Defense Science & Technology-Aeronautics, Howon University, 64 Howondae 3gil, Impi, Gunsan 54058, Korea; [email protected] 2 School of Mechanical Convergence System Engineering, Kunsan National University, 558 Daehak-ro, Miryong-dong, Gunsan 54150, Korea * Correspondence: [email protected]; Tel.: +82-(0)63-469-4729 Abstract: In this study, a real-time engine model and a test bench were developed to verify the performance of the EECU (electronic engine control unit) of a turbofan engine. The target engine is a DGEN 380 developed by the Price Induction company. The functional verification of the test bench was carried out using the developed test bench. An interface and interworking test between the test bench and the developed EECU was carried out. After establishing the verification test environments, the startup phase control logic of the developed EECU was verified using the real- time engine model which modeled the startup phase test data with SIMULINK. Finally, it was confirmed that the developed EECU can be used as a real-time engine model for the starting section of performance verification. Keywords: test bench; EECU (electronic engine control unit); turbofan engine Citation: Kho, S.; Park, H. Design of 1. Introduction the Electronic Engine Control Unit The EECU is a very important component in aircraft engines, and the verification Performance Test System of Aircraft. test for numerous items should be carried out in its development process. Since it takes Aerospace 2021, 8, 158. https:// a lot of time and cost to carry out such verification test using an actual engine, and an doi.org/10.3390/aerospace8060158 expensive engine may be damaged or a safety hazard may occur, the simulator which virtually generates the same signals with the actual engine is essential [1].
    [Show full text]
  • SURVEY on MULTI POINT FUEL INJECTION (MPFI) ENGINE Deepali Baban Allolkar*1, Arun Tigadi 2 & Vijay Rayar3 *1 Department of Electronics and Communication, KLE Dr
    ISSN: 2277-9655 [Allolkar* et al., 7(5): May, 2018] Impact Factor: 5.164 IC™ Value: 3.00 CODEN: IJESS7 IJESRT INTERNATIONAL JOURNAL OF ENGINEERING SCIENCES & RESEARCH TECHNOLOGY SURVEY ON MULTI POINT FUEL INJECTION (MPFI) ENGINE Deepali Baban Allolkar*1, Arun Tigadi 2 & Vijay Rayar3 *1 Department of Electronics and Communication, KLE Dr. M S Sheshgiri College of Engineering and Technology, India. 2,3Assistant Professor, Department of Electronics and Communication, KLE Dr. M S Sheshgiri College of Engineering and Technology, India. DOI: 10.5281/zenodo.1241426 ABSTRACT The Multi Point Fuel Injection (MPFI) is a system or method of injecting fuel into internal combustion engine through multi ports situated on intake valve of each cylinder. It delivers an exact quantity of fuel in each cylinder at the right time. The amount of air intake is decided by the car driver by pressing the gas pedal, depending on the speed requirement. The air mass flow sensor near throttle valve and the oxygen sensor in the exhaust sends signal to Electronic control unit (ECU). ECU determines the air fuel ratio required, hence the pulse width. Depending on the signal from ECU the injectors inject fuel right into the intake valve. Thus the multi-point fuel injection technology uses individual fuel injector for each cylinder, there is no gas wastage over time. It reduces the fuel consumption and makes the vehicle more efficient and economical. KEYWORDS: Multi point fuel injection (MPFI), Cylinder, Gas pedal, Throttle valve, Electronic control Unit (ECU). I. INTRODUCTION Petrol engines used carburetor for supplying the air fuel mixture in correct ratio but fuel injection replaced carburetors from the 1980s onward.
    [Show full text]
  • Closed Loop Engine Management System
    Information Sheet #105 CLOSED-LOOP CONTROL SYSTEMS ON GASEOUS GENERATORS Frequently the engine used to drive the generator in a standby or prime power generator system is a 4-stroke spark ignition (SI) engine. While many smaller portable generators use SI engines fueled by gasoline, the majority of SI engine driven generators above 10kW are fitted with SI engines fueled by gaseous fuel, either natural gas (NG), or liquid petroleum gas (LPG). The majority of gaseous powered SI engines within a generator system are frequently referred to as having a Closed-Loop Engine Control System. In understanding Buckeye Power Sales necessary maintenance required to maintain optimum operation and performance of an SI engine using a closed-loop system, it is Reliable Power Professionals Since 1947 important to be aware of all the components within the system, their functions, and the advantages a closed-loop system. 1.0 WHAT IS A CLOSED-LOOP SYSTEM: The term “loop” in a control system refers to the path taken through various components to obtain a desired output. Used in conjunction with the word “closed” it refers to sensors measuring actual output along the path against required output. The various outputs measured along the path, or loop, are referred to as feedback signals. In a closed- loop system, the feedback along the path constantly enables the engine control system to adjust and ensure the right output is maintained as variations in ambient temperature, load, altitude, and humidity influence combustion and required output. So, in brief, closed-loop systems employ sensors in the loop to constantly provide feedback so the ECU can adjust inputs to obtain the required output.
    [Show full text]
  • Design of Electronically Controlled Fuel Injection System for Carburetor Based Engine
    IJRET: International Journal of Research in Engineering and Technology eISSN: 2319-1163 | pISSN: 2321-7308 DESIGN OF ELECTRONICALLY CONTROLLED FUEL INJECTION SYSTEM FOR CARBURETOR BASED ENGINE 1 2 3 4 Abhishek Kumar , Abhijeet Kumar , Ujjwal Ashish , Ashok B 1B.Tech (EEE), 3rd year, VIT University, Vellore, India 2B.Tech (ECE), 3rd year, VIT University, Vellore, India 3B.Tech (EEE), 3rd year, VIT University, Vellore, India 4Assistant Professor, SMBS, VIT University, Vellore, India Abstract In the Modern world, automotive electronics play an important role in the manufacturing of any passenger car. Automotive electronics consists of advanced sensors, control units, and “mechatronic“actuator making it increasingly complex, networked vehicle systems. Electronic fuel injection (EFI) is the most common example of automotive electronics application in Powertrain. An EFI system is basically developed for the control of injection timing and fuel quantity for better fuel efficiency and power output. In this paper, we will explain various types of fuel injection system that are used most commonly nowadays and will also explain the various parameters considered during calculating,(using speed density method), base fuel quantity during runtime. We will explain the major difference between speed density method and alpha-n method and in the end, we will also show the MATLAB/Simulink model of fuel injection system for Single cylinder four stroke engine. Keywords: Air Fuel Ratio, Fuel Injection System, Speed Density Method, Engine Management System --------------------------------------------------------------------***---------------------------------------------------------------------- 1. INTRODUCTION The primary difference between carburetors and fuel Engine management system (EMS) is an essential part of injection system is that fuel injection atomizes through a any vehicle, which controls and monitors the engine.
    [Show full text]
  • Engine Control Unit MS 12 Engine Control Unit MS 12
    Bosch Motorsport | Engine Control Unit MS 12 Engine Control Unit MS 12 www.bosch-motorsport.com u 12 injection output stages u For piezo injectors u 78 data inputs The MS 12 is the high-end ECU for Diesel engines. This Optional function packages available ECU offers 12 Piezo injection power stages for use in up to a 12 cylinder engine. Various engine and chassis Interface to Bosch Data Logging System parameters can be measured with a high number of in- Max. vibration Vibration profile 1 (see Appendix put channels. All measured data can be transferred via or www.bosch-motorsport.com) FireWire interface to an optional flash card data log- ger. Gear box control strategies are optional. Technical Specifications Application Mechanical Data Engine layout Max. 12 cyl. Aluminum housing Injector type Piezo injectors 5 connectors in motorsport technology with high pin density, 242 pins Control strategy Quantity based Each connector individually filtered. Injection timing 2 pilot injections Vibration damped circuit boards 1 main injection 1 post injection 8 housing fixation points Turbo boost control (incl. VTG) Single or Twin-Turbo Size 240 x 200 x 57 mm Lambda measurement Protection Classification IP67 to DIN 40050, Section 9, Is- sue 2008 Traction control Weight 2,500 g Launch control Temperature range -20 to 85°C Gear cut for sequential gearbox Gearbox control Speed limiter 2 | Engine Control Unit MS 12 Electrical Data AS 6-18-35 SB Power consumption w/o inj. Approx. 5 W at 14 V Mating Connector III F 02U 000 475-01 AS 6-18-35 SC Power consumption at 6,500 rpm Max.
    [Show full text]
  • Modeling and Control of Actuators and Co-Surge in Turbocharged Engines
    Linköping Studies in Science and Technology Dissertations, No. 1590 Modeling and control of actuators and co-surge in turbocharged engines Andreas Thomasson Department of Electrical Engineering Linköping University SE–581 83 Linköping, Sweden Linköping 2014 Linköping studies in science and technology. Dissertations, No. 1590 Modeling and control of actuators and co-surge in turbocharged engines Andreas Thomasson ISBN 978-91-7519-355-7 ISSN 0345-7524 © 2014 Andreas Thomasson, unless otherwise noted. All rights reserved. Andreas Thomasson [email protected] www.vehicular.isy.liu.se Division of Vehicular Systems Department of Electrical Engineering Linköping University SE–581 83 Linköping Sweden Paper 1 is reproduced here with permission from IFP Energies nouvelles Paper 2 is reproduced here with permission from IFAC Paper 3 is reproduced here with permission from Elsevier Paper 4 is reproduced here with permission from IFAC The cover: Photo of an electronic throttle, a pneumatic actuator, and a measurement of mass flows during co-surge, illustrating the main topics of the thesis. Typeset with LATEX 2ε Printed by LiU-Tryck, Linköping, Sweden 2014 i Abstract The torque response of the engine is important for the driving experience of a vehicle. In spark ignited engines, torque is proportional to the air flow into the cylinders. Controlling torque therefore implies controlling air flow. In modern turbocharged engines, the driver commands are interpreted by an electronic control unit that controls the engine through electromechanical and pneumatic actuators. Air flow to the intake manifold is controlled by an electronic throttle, and a wastegate controls the energy to the turbine, affecting boost pressure and air flow.
    [Show full text]
  • Transient Air Dynamics Modeling for an Advanced Alternative Fueled Engine
    Transient Air Dynamics Modeling for an Advanced Alternative Fueled Engine Undergraduate Honors Thesis Presented in Partial Fulfillment of the Requirements for Graduation with Distinction at The Ohio State University By Ryan V. Everett * * * * * The Ohio State University 2010 Defense Committee: Professor Giorgio Rizzoni, Advisor Dr. Shawn Midlam-Mohler Copyrighted by Ryan V. Everett 2010 ii ABSTRACT The EcoCAR challenge is a three year competition with a goal of re-engineering a 2009 General Motors crossover utility vehicle to improve vehicle emissions and fuel economy, while maintaining drivability and consumer acceptability. Ohio State’s team has selected a plug-in hybrid electric vehicle (PHEV) architecture with a 1.8 L CNG Honda engine as the auxiliary power unit. The Honda engine is converted to run on E85 fuel, which requires the engine control software to be rewritten. The purpose of this research is to write a feed forward air/fuel ratio (AFR) control algorithm to better manage fuel injection during transient engine events. AFR control has a major impact on engine fuel economy and tail pipe emissions. This research investigates the accuracy of using a dynamic intake manifold filling and emptying model coupled with a linear approximation of the Taylor Series expansion to predict air flow forward in time. To better estimate air flowing passed the throttle plate and into the intake manifold, a quasi-static effective area map of the throttle was created. The control algorithm uses the throttle effective area map to improve the accuracy of air flow estimation into the intake manifold because the MAF sensor is not a reliable flow meter during transient engine events.
    [Show full text]
  • Or Fault Code Entry "Plausibility of Camshaft Position"
    Engine noises (rattling) after engine start and/ or fault code entry "Plausibility of camshaft position" Topic number LI05.10-P-058758 Version 1 Design group 05.10 Timing chain drive, toothed belt drive Date 03-19-2014 Validity ENGINE 271.8 EVO Reason for change Reason for block Complaint: Noise: A rattling noise may be heard from the area of the chain drive for approx. 2-5 seconds after engine start. And/or: Fault code entries in engine control unit: SIM271DE20: P001177 The position of the intake camshaft (cylinder bank 1) deviates from the specified value. The commanded po- sition cannot be reached. P001762 The position of the exhaust camshaft (cylinder bank 1) is implausible in comparison with the position of the crankshaft. The signal comparison is faulty. P001192 The position of the intake camshaft (cylinder bank 1) deviates from the specified value. The function or the instruction is faulty. P001195 The position of the intake camshaft (cylinder bank 1) deviates from the specified value. The mechanical se- tup is not OK. P001477 The position of the exhaust camshaft (cylinder bank 1) deviates from the specified value. The commanded position cannot be reached. P001492 The position of the exhaust camshaft (cylinder bank 1) deviates from the specified value. The function or the instruction is faulty. P001495 The position of the exhaust camshaft (cylinder bank 1) deviates from the specified value. The mechanical setup is not OK. P001600 The position of the intake camshaft (cylinder bank 1) is implausible in comparison with the position of the crankshaft. P001662 The position of the intake camshaft (cylinder bank 1) is implausible in comparison with the position of the crankshaft.
    [Show full text]
  • Selective Interrupt and Control: an Open ECU Alternative,” SAE T Echnical Paper 2018-01-0127, 2018, Doi:10.4271/2018-01-0127
    2018-01-0127 Published 03 Apr 2018 Selective Interrupt and Control: An Open INTERNATIONAL. ECU Alternative Logan Smith, Ian Smith, and Scott Hotz Southwest Research Institute Mark Stuhldreher EPA Ofce of Mobile Sources Citation: Smith, L., Smith, I., Hotz, S., and Stuhldreher, M., “Selective Interrupt and Control: An Open ECU Alternative,” SAE T echnical Paper 2018-01-0127, 2018, doi:10.4271/2018-01-0127. Abstract without the need for an open ECU duplicating the o enable the evaluation of of-calibration powertrain stock calibration. operation, a selective interrupt and control (SIC) test Results are presented demonstrating the impact of Tcapability was developed as part of an EPA evaluation ignition timing and cam phasing on engine efciency. When of a 1.6 L EcoBoost® engine. A control and data acquisition coupled with combustion analysis and crank-domain data device sits between the stock powertrain controller and the acquisition, this test confguration provides a complete picture engine; the device selectively passes through or modifes of powertrain performance. Future applications of SIC could control signals while also simulating feedback signals. Tis enable evaluating the impact of cam phasing on trapped paper describes the development process of SIC that enabled residuals, examining knock tolerance, or studying the impact a test engineer to command of-calibration setpoints for of splitting direct fuel injection into multiple pulses - all on a intake and exhaust cam phasing as well as ignition timing stock powertrain platform. Introduction Tis paper will frst present the technical background of he light-duty greenhouse gas regulation for model years tethered benchmarking, RPECS, and SIC.
    [Show full text]
  • Air Filter and Selected Vehicle Characteristics
    sustainability Article Air Filter and Selected Vehicle Characteristics František Synák *, Alica Kalašová and Ján Synák Department of Road and Urban Transport, University of Žilina, 01026 Žilina, Slovakia; [email protected] (A.K.); [email protected] (J.S.) * Correspondence: [email protected]; Tel.: +42-1907-230-469 Received: 12 September 2020; Accepted: 6 November 2020; Published: 10 November 2020 Abstract: While a vehicle is driving, the air filter is gradually being clogged. Thus, there is a condition for air mass delivered into the engine’s cylinders to be reduced. It can further degrade the vehicle’s ability to accelerate and, therefore, have an impact on road driving safety, or it can eventually make a vehicle performance worse or cause a change in the exhaust gas composition. The article pays attention to the impact of clogged air filter on selected vehicle characteristics including a vehicle’s dynamic features, fuel consumption and composition of the exhaust gases. The measurements have been performed under laboratory conditions. For higher result objectivity, the measurements have been done under some extreme conditions as well, with both the air filter fully clogged and forced air induction. The importance of the article lies in quantification of the impact of clogged air filter on selected vehicle features. The results from this article show a relatively low impact of air filter on the features studied. The biggest differences were measured under extreme conditions when the air filter had been almost fully clogged, or the air had been delivered into the engine under pressure. Keywords: air filter; air pollution; combustion engine; emissions; exhaust gases; fuel consumption; torque power 1.
    [Show full text]