US4621603A
Expired / Lapsed
US
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Engine combustion control with fuel balancing by pressure ratio management
Assignee: Motors Liquidation Co
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Filing: 1985-10-29
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Granted: 1986-11-11
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Expires: 2005-10-29
Abstract
Abstract A control for an internal combustion engine by pressure ratio management. The ratio of combustion chamber pressure to motored pressure is determined for several predetermined crankshaft rotational angles. These pressure ratios are used to control ignition timing for MBT, diluent gas flow rate (EGR) and fuel balance among combustion chambers. The control requires from three to five pressure samples for each combustion event, depending on sensor and control options. The pressure sensors need not sense absolute pressure if they are linear and do not change gain or bias significantly during one cycle.
Inventors
- 👤 Frederic A. Matekunas
Bibliographic Details
Application Number
—
Jurisdiction
US
Data Source
google_patents
Last Synchronized
2026-10-26 13:12
CPC Classifications
F; F02; F02D; F02D35/00; F02D35/02; F02D35/023; F02P; F02P5/00; F02P5/04; F02P5/145; F02P5/1455; F02D41/00; F02D41/0025; F02D41/0047; F02D41/005; Y; Y02; Y02T; Y02T10/00; Y02T10/10; Y02T10/40
Claims Analysis
Total Claims: 3
Claim 1
Independent Claim
171 words
A combustion control for an internal combustion engine of the type having a plurality of combustion chambers, air supply apparatus for the combustion chambers, fuel supply apparatus having individual control for each combustion chamber, a rotating crankshaft and ignition apparatus for the combustion chambers comprising, in combination: means responsive to the pressure in each combustion chamber to generate signals for a combustion event indicating combustion pressure and motored pressure at a predetermined crankshaft rotational angle at substantially complete combustion; means effective to compute, from the signals, a ratio of combustion pressure to motored pressure at the predetermined crankshaft rotational angle at substantially complete combustion; means effective to derive from values of the ratio computed by the last means an average ratio for all combustion chambers and adjust the fuel supplied to each combustion chamber in accordance with the average ratio less one divided by the ratio for that combustion chamber less one to even the fuel distribution among the combustion chambers, whereby the fuel flow is optimized for lean burn operation.
Claim 2
Dependent Claim
171 words
A combustion control for an internal combustion engine of the type having a plurality of combustion chambers, air supply apparatus for the combustion chambers, fuel supply apparatus having individual control for each combustion chamber, a rotating crankshaft and ignition apparatus for the combustion chambers comprising, in combination: means responsive to the pressure in each combustion chamber to generate signals for a combustion event indicating combustion pressure and motored pressure at a predetermined crankshaft rotational angle at substantially complete combustion; means effective to compute, from the signals, a ratio of combustion pressure to motored pressure at the predetermined crankshaft rotational angle at substantially complete combustion; means effective to derive from values of the ratio computed by the last means an average ratio for all combustion chambers and adjust the fuel supplied to each combustion chamber in accordance with the average ratio less one divided by the ratio for that combustion chamber less one to even the fuel distribution among the combustion chambers, whereby the fuel flow is optimized for lean burn operation.
Claim 3
Dependent Claim
214 words
A combustion control according to claim 1 in which the means responsive to pressure comprises a pressure sensor responsive to combustion chamber pressure to generate an output voltage, the pressure sensor being linear with a gain and bias which do not significantly vary during a single engine cycle, and means effective to sample the output voltage of the pressure sensor at the predetermined crankshaft rotational angle of claim 1, at a first additional predetermined crankshaft rotational angle in the compression stroke prior to ignition and at a second additional predetermined crankshaft rotational angle after ignition, the predetermined crankshaft rotational angle of claim 1 and the first additional crankshaft rotational angle having essentially identical combustion chamber volumes, the means effective to compute being effective to derive a quantity Ci for each combustion chamber i according to the following equation: Ci=(Ei3-Ei1)/(Ei1-Ei2) wherein Ei1, Ei2 and Ei3 are sensor output voltages, for each combustion chamber i, at the first additional predetermined crankshaft rotational angle, the second additional predetermined crankshaft rotational angle and the predetermined crankshaft rotational angle of claim 1, the means effective to derive being effective to derive the quantity Cmean as the average of the quantities Ci for all combustion chambers and to adjust the fuel for each combustion chamber according to the quantity Cmean/Ci.
References Cited (Backward Citations)
USPTO Annuity & Maintenance Windows
| Annuity Stage | Window Opens | Payment Deadline | Surcharge Period Until | Estimated Fee | Status |
|---|---|---|---|---|---|
| 3.5 Years (Year 4) | 1989-11-10 | 1990-05-12 | 1990-11-11 | $2000.00 | Window Closed / Lapsed |
| 7.5 Years (Year 8) | 1993-11-10 | 1994-05-12 | 1994-11-11 | $3760.00 | Window Closed / Lapsed |
| 11.5 Years (Year 12) | 1997-11-10 | 1998-05-12 | 1998-11-11 | $7700.00 | Window Closed / Lapsed |