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    • 4. 发明申请
    • FUEL DOSAGE CONTROL PROCESS FOR INTERNAL COMBUSTION ENGINES
    • 一种用于在内燃发动机 - 影响燃料计量
    • WO1996018811A1
    • 1996-06-20
    • PCT/DE1995001596
    • 1995-11-15
    • ROBERT BOSCH GMBHSTUBER, AxelREUSCHENBACH, LutzVEIL, Hans
    • ROBERT BOSCH GMBH
    • F02D41/04
    • F02D41/107F02D41/047
    • In a fuel dosage control process for internal combustion engines, in particular in an unsteady mode of operation, a correction signal (fTW, kTW) is generated to control fuel dosage. For that purpose, at least one of the following signals is taken into account: a signal (QK) related to the heat flow caused by fuel evaporation in the suction pipe (102); a signal (QAn) related to the heat flow between the air that flows through the suction pipe (102) and the wall of the suction pipe (102); a signal (QMot) related to the heat flow between the engine block and the wall of the suction pipe (102); a signal (QU) related to the heat flow between the air flowing through the engine chamber and the wall of the suction pipe (102). A signal (TW) that represents the temperature of the wall of the suction pipe (102) may be determined when forming the correction signal (fTW, kTW).
    • 本发明涉及用于影响燃料的计量在内燃发动机,特别是在瞬变的方法。 在该方法中,校正信号(FTW,KTW)形成用于影响燃料的计量。 在这种情况下,以下的信号之一被考虑至少:一个信号(QK),其与在进气管道(102)通过燃料的汽化热流量; 其与热之间通过进气道流动的空气进气管道(102)的壁流(102)和相关联的信号(QAN); 的信号(QMot),其与所述发动机缸体和进气管道(102)的壁之间的热流动; 一个信号(QU),这是相关的热量流过发动机室内空气和进气(102)的壁中的空气之间的流动。 在校正信号的形成(FTW,KTW)可以被确定,一个信号(TW),其表示进气管道(102)的壁温。
    • 9. 发明申请
    • PROCESS FOR ADJUSTING QUANTITIES OF AIR AND FUEL IN A MULTI-CYLINDER INTERNAL COMBUSTION ENGINE
    • 在多缸内燃机中调节空气和燃料的数量的过程
    • WO1991004401A1
    • 1991-04-04
    • PCT/DE1990000560
    • 1990-07-24
    • ROBERT BOSCH GMBHSCHNAIBEL, EberhardSCHNEIDER, ErichKLENK, MartinMOSER, WinfriedKLINKE, ChristianREUSCHENBACH, LutzBENNINGER, Klaus
    • ROBERT BOSCH GMBH
    • F02D43/00
    • F02D41/045F02D43/00
    • In a process for adjusting the quantities of air and fuel in a multi-cylinder internal combustion engine with individual injection for each cylinder as far as possible, the quantity of fuel for each injection cycle is calculated taking account of the probable inlet pipe pressure during the period of opening of the inlet valve. After a change in the position of the accelerator pedal the throttle valve is not adjustable until the quantities of fuel dictating the new throttle valve setting have been calculated and essentially injected. Because the quantities of fuel to be injected are calculated with reference not to the current flow of air but to the determinant inlet pipe pressure during the inlet cycle and as a change in the throttle valve control which would cause a change in the inlet pipe pressure not taken into account in the injection quantity calculation is permitted only after a fresh calculation, there is, even with the internal combustion engine is unstable modes, an optimum ratio between the quantities of fuel and air per injection to maintain a predetermined air/fuel ratio. Besides the future inlet pipe pressure, account is also taken in calculating the quantity of fuel to be injected of the quantity of fuel which is transferred to or released from a wall film.
    • 在用于每个气缸单独喷射的多气缸内燃机中调节空气和燃料的量的过程中,每个喷射循环的燃料量根据在该气缸内的可能的进气管压力而计算 入口阀打开时间。 在加速踏板的位置改变之后,节气门是不可调节的,直到已经计算并基本上注入了新的节气门设定的燃料量为止。 因为要注入的燃料量不是根据当前的空气流量计算的,而是在入口循环期间与决定性入口管道压力的关系,以及节流阀控制的变化,这将导致入口管道压力的变化 只有在新计算后才能考虑注射量计算,即使内燃机是不稳定模式,燃料和每次喷射的空气量之间的最佳比例也保持预定的空气/燃料比。 除了未来的入口管压力之外,还考虑到计算要被注入的燃料的量,该量是从壁膜转移或释放的燃料量。