SYSTEM, SENSOR COMBINATION AND METHOD FOR REGULATING, DETECTING AS WELL AS DECIDING CURRENT FUEL-AIR RATIOS IN COMBUSTIONS ENGINES

Abstract: The present invention concerns a system for regulating the fuel-air mixture in a multi-cylinder internal combustion engine (1), a sensor combination for a similar system, and a process for determining the mixture of fuel and air in an internal combustion engine. Only by using a single sensor arranged in the exhaust gas piping after the exhaust gases from a multi-cylinder internal combustion engine have been combined, can a cylinder by cylinder regulation of the fuel-air mixture take place. The present invention utilises a sensor (10) with a binary output signal, i.e. that provides a signal switching between two signal levels. With a rapid-acting sensor that is sensitive to HC can be determined for each individual combustion event whether the combustion has taken place with an excess of fuel, i.e. a net reducing mixture in the exhaust gases, and the relative excess amount of fuel. The relative excess amount of fuel is proportional to the state, i.e. the pulse width, of the signal level that is indicating the level of the excess fuel. The present invention permits the fuel supply to each individual cylinder to be regulated more closely, so that stoichiometric combustion can be maintained during continuous operation, whether the operation is under constant load or during transients.

Description: SYSTEM. SENSOR COMBINATION AND METHOD FOR REGULATING. DETECTING AS WELL AS DECIDING CURRENT FUEL-AIR RATIOS IN COMBUSTIONS ENGINES. The present invention concerns a system for regulating the fuel-air mixture in internal combustion engines in accordance with the more detailed information given in the introduction to patent claim 1, and a sensor combination for a similar system in accordance with what is more closely described in the introduction to patent claim 2. and an arrangement for determining the fuel-air mixture in an internal combustion engine in accordance with what is described in more detail in the introduction to patent claim 4. TECHNOLOGICAL STANDPOINT With the aim of regulating the combustion in an internal combustion engine, so that an optimal stoichiometric combustion takes place for the catalytic converter, sensors in the exhaust system are used, which detect the proportion of residual oxygen in the exhaust gases. Stoichiometric combustion is desirable in order that the catalytic converter shall operate most efficiently and minimise the emission of NO x . HC and CO. The sensors used for this purpose are principally sensitive to the transport of oxygen ions, and are generally called lambda sensors. A characteristic of these sensors is that they are relatively slow to act. and in reality provide an averaged signal that spans several sequential combustion events. A normal step response from such a sensor is that there is a delay in the order of 20 to 30 combustion events before the sensor achieves a new stable output signal level after a change in the actual air-fuel mixture. One disadvantage with tliis type of sensor is that if it is installed in the exhaust system downstream (with respect to the direction of gas flow) of the exhaust manifold in a multi-cylinder engine, in a position where the exhaust gases from all the cylinders have combined, this can often result in regulation so that individual cylinders run rich while the others run lean, although the combined gas flow indicates stoichiometric combustion has been achieved. The alternative is to arrange a separate sensor in the exhaust gas flow from each individual cylinder, but tliis would be very expensive. A conventional binary lambda sonde costs at the consumer level about SEK 1200-1400 (D 135-158). and linear lambda sondes cost between 10 and 20 times as much as binary sensors. By using sensors of the type shown in SE.A.9403218-2(=PCT/SE95/01084) any change in the fuel-air mixture can be detected much more quickly. This sensor is also of a binary type, where the sensor output signal quickly changes from one level to another depending on whether the proportion of hydrogen (H2) in the exhaust gases exceeds or is less than a predetermined value. OBJECT OF THE INVENTION The object of the present invention is with only one binary sensor to be able to quickly detect relative deviations from stoichiometric combustion, even for individual combustion events in a multi-cylinder internal combustion engine. From tliis basis it will easily be possible to regulate all the cylinders equally, so that optimal and similar combustion can take place in all the cylinders. Uneven combustion in a set of cylinders can result in mdiudual cylinders nuuung rich and thereby building up soot deposits This soot can giΛ e nse to so-called hot spots, inducing knocking In those cy hnders which are running lean, the lean combustion itself can increase the πsk of knocking For eλery type of anti-knock measure the engine deλ lates from optimal regulation and its fuel consumption increases Another reason is to limit emissions, which will be the result if all CΛ hnders can be regulated for stoichiometric combustion Even small deviations from stoichiometric combustion, for example with excess air content vanations in the region of Δλ « 00 1-0002 will reduce catalytic comerter efficiency from 98% to 80-85% A further reason is closer regulation of the fuel supply to multi-cy hnder internal combustion engines using fuel injectors, permitting lower tolerance claims in the manufacture of the fuel injector components The need is reduced for a continuous tightening of manufacturing tolerances for fuel injectors, or the alternatne of matching mdiudual fuel injectors with similar responses, with the aim of meeting Yet another purpose is that with a special sensor combination it will be possible to detect relat e deΛ lations in both the rich and lean directions a aΛ from stoichiometric combustion BRIEF DESCRIPTION OF THE INVENTION The s stem in accordance with the present lmention is distinguished by the characteristic part of patent claim 1 and a sensor combination for application of the s stem is distinguished by the characteristic part of patent claim 2 and the general process of the ιn\ ention is distinguished m the charactenstic part of patent claim 4 By means of the present invention the fuel supply to each CΛ hnder can be regulated in an optimal manner such that stoichiometric combustion takes place in each cy hnder B\ means of the sensor combination of the present .mention, relatne deλiations relatne to stoichiometric combustion can be detected, in both rich and lean burn directions, using only a sensor element proλ iding a binary type of output signal By means of the general process of the l ention detection of the relatne deuation from stoichiometric combustion in e\ery cylinder is assured, based upon a sensor of binary fipe Other particularly remarkable characteristics and adλ antages dern ing from the present invention are apparent in the other patent claim charactenstic parts and in the subsequent description of an application example The description of the application example utilises references to the illustrations defined m the follow ing list of draw ings LIST OF DRAWINGS Figure 1 show s diagrammatically an internal combustion engine with a s stem for regulating the fuel- air mixture Figure 2 shows the reaction principle in a sensor that is used in accordance with the present invention. Figure 3 shows the design of a sensor which, depending on the actual level of hydrogen present, provides a distinct changeover point in its output signal. Figure 4 shows the output signal from a sensor of the type shown in Figure 3 when in use as an exhaust gas sensor (sensor 10) in a system equivalent to that shown in Figure 1. Figures 5a and 5b respectively show the excess air factors from the four cylinders from the first curve from the top and second curve from the top respectively in Figure 4. DESCRIPTION OF AN APPLICATION EXAMPLE Figure 1 shows diagrammatically an internal combustion engine 1 equipped with a regulatory system for its fuel supply. In the conventional way fuel is delivered to cylinders 2a. 2b. 2c and 2d with the aid of fuel injectors 3a. 3b. 3c and 3d respectively, arranged in the inlet manifold 6. and directed toward the respective inlet valves for the cylinders. Injectors 3a-3d are located in a fuel distribution rail pipe 5 which is supplied with fuel from a fuel tank 4 by means of a pump 4. The contents of the fuel rail pipe 5 are under continuous pressure at a principally constant pressure level and the amount of fuel that is sprayed into the combustion chamber through the inlet valve is detennined by the time period of an electrical control pulse transmitted from and controlled by an engine control unit. ECM. The Figure shows a system in which the pump can be controlled by pressure, but alternatively a system with excess fuel returning to the tank 4 via a pressure-reducing valve can be used. The Figure shows a fuel system of so-called low pressure type, w hereby an indirect supply of fuel to the cylinders takes place through the fuel injectors pointing towards the inlet valves. Engines with fuel injected directly into the cylinders may also be used. The engine control unit ECM adapts the actual length of time of the controlling pulse to the respective fuel injectors 3a-3d in response to a number of parameters. The actual engine rotation speed and crankshaft position are detennined by a pulse sender 9. which in a conventional manner detects the presence of the gear teeth on the periphery of the flywheel 8 Sensors 14 and 15 detect the accelerator pedal position and engine coolant temperature respectively. The actual mass of the air entering the cylinders is detected by an air mass sensor 12. and this is used to determine the load on the engine. Depending on the values at any instant of these specified detected engine parameters the engine control unit then ensures that a suitable quantity of fuel is delivered, as determined by an empirical engine load, engine speed and coolant temperature matrix . along with the influence of the driver on the accelerator pedal position 14. With the aim of reducing emissions from the combustion process, a so-called three-way catalytic converter is installed in the conventional manner in the exhaust piping 7g. The catalytic converter can reduce the levels of NO x . and CO. while HC is oxidised with very high efficiency of approximately 98% in the presence of a stoichiometric combustion relationship of air to fuel. The proportion of residual oxygen in the exhaust gases is a function of the air-fuel mixture ratio, so that the level of oxygen in the exhaust gases can be used to determine the excess air factor (λ). Normally an oxygen sensor of binary type, called a lambda sonde. is used. w ich provides an output signal with a distinct switching point when the excess air factor λ falls below 1.0. Tliis type of binary sensor usually presents a principally low voltage output while the excess air factor is greater than 1.0. and delivers a higher output voltage if the excess air factor falls below 1.0. Tliis is used to correct the value of fuel to be supplied primarily detennined by the matrix, whereupon the engine control unit with as small changes in fuel supply as possible tries to keep the output signal from the lambda sonde continuously switching between low and high signal outputs. Usually, regulation using tliis type of switching in normal operation means the output signal changes at a rate in the order of once per second. A disadvantage of this type of sensor is that it is relatively slow, and there may be a delay of ten or more combustion events before the signal changes from indicating too much to too little air. which makes it unsuitable for detecting the combustion products from an individual cylinder, if it is installed as shown in Figure 1 in the exhaust piping 7g. Figure 2 shows schematically the structure of a sensor and its gas detection principle together with the chemical reactions within such a sensor that is used in accordance with the present invention. The sensor is sensitive to hydrogen (H2) and the principle of tliis type of semiconductor sensitivity has been described in "A Hydrogen Sensitive MOS-Transistor. J.Appl.Phys. 46 (1975) 3876-3881. K.I.Lundstrom. M.S. Shivaraman & C. Svensson". The principle is that hydrogen H2 diffuses down through the metallic film and forms an electrically polarised layer on the insulated stratum (Siθ2). The polarised layer causes a voltage drop ΔV. For the real high temperature application, a silicon carbide (SiC) substrate is used. During the manufacture of the sensor, the SiC substrate is cleaned and oxidised so that a film of Siθ2 is formed. Thereupon a resistive contact consisting of a 200 nm layer of TaSi x and a 400 nm layer of Pt is deposited. In order to obtain a functional sensor in accordance with Figure 3 a pit is etched in from above, with a diameter of approximately 0.7 mm. Figure 3 shows both a side elevation and a plan view of the physical sensor. The contact area consists of a 200 11111 layer of TaSi χ and a 400 nm layer of Pt deposited by means of DC-magnetron sputtering at a temperature of 350°C. Thereafter, using the same technique, a control electrode is deposited, consisting of a 10 mn layer of TsSiX and 100 n Pt. which partly overlaps the contact surfaces. Finally platinum (Pt) ribbons are welded to the contact surfaces.The sensor can then be mounted using ceramic glue on a conventional ceramic support. preferably a ceramic support with temperature regulation, equivalent to the support used for a conventional lambda sonde. Figure 4 shows how the signal from the sensor appears if it is installed in a system equivalent to that shown in Figure 1. Sensor 10 is installed in the exhaust piping 7g immediately downstream of the junction of exhaust stubs 7e and 7f. The exhaust stubs 7e and 7f collect the exhaust gases from cylinders 2a and 2c. and 2b and 2d respectively. This type of exhaust gas system is used in four- cylinder internal combustion engines where the order of ignition is 2a-2c-2d-2b. in which case the pressure pulse that is created in the exhaust gas valve opening should not affect the exhaust gas flow from the cylinder that had opened its exhaust valve immediately beforehand. Figure 1 shows a rather asymmetrical exhaust gas system, but a symmetrical exhaust gas system is to be preferred, in which every cylinder has the same equivalent length of exhaust gas piping and union downstream to sensor 10. The four curves in Figure 4 show the response of the sensor to a repeated (5 times) and identically rich combustion event in only one of the four cylinders. The curves show, seen from the top. rich combustion in cylinders 2a. 2c. 2d and 2b respectively, at an engine speed of 2400 rpm. The response of the sensor to the rich combustion is shown as a reduced voltage (SiC voltage). The upper curve in Figure 1 shows the signal from the sensor if the fuel supply to cylinder 2a is being regulated to achieve a λ value of about 0.92. while the λ values for cylinders 2b. 2c and 2d are in the region of 1.0. The second curve from the top in Figure 1 shows the signal from the sensor if the fuel supply to cylinder 2c is being regulated to achieve a λ value of about 0.88. while the λ values for cylinders 2a. 2b and 2d are 1.03. and 1.0 respectively !n both these cases, the first and the second curve from the top. the overall excess air factor, i.e. as seen in the combined exhaust gas flow from all the cylinders, is approximately 0.98. Figure 5a shows the excess air factors (λ) for cylinder 2a (curve 1). cylinder 2b (curve 2). cylinder 2c (curve 3) and cylinder 2d (curve 4) as detected by a conventional lambda sonde inserted into each individual cylinder exhaust outlet, i.e. 7a. 7b. 7c and 7d in Figure 1. during the engine running period shown in the upper curve of Figure 4. Figure 5b shows in an equivalent manner the excess air factor (λ) for these cylinders during the engine running period shown in the second curve from the top in Figure 4. It can be seen from Figure 4 how an individual rich combustion event can easily be distinguished from surrounding lean combustion events. The output signal from the sensor moves rapidly from a high to a low output signal level, which gives a typical binary signal characteristic. The pulse width of the output signal from the sensor, or the length of time it is in the lower signal level state, differs from the expected quarter of the time period during the measurement, which is a consequence of the sensor's binary character, but also of the exhaust gas flow, the engine speed profile and the diluting effect of the residual exhaust gases in the exhaust piping. It can be seen from the upper curve in Figure 4 that the sensor is indicating a lean air mixture of less than 1.0 for only 18% of the time, instead of the nominal and expected 25% proportion of the time. For cylinder 3a. the second curve from the top. which has much richer combustion, see also figure 6. the pulse width shows that a lean air mixture of less than 1.0 is indicated for approximately 40% of the total time. Tins phenomenon is utilised in the current invention in order to be able to determine the relative richness in an individual cylinder, even if the sensor is installed in an arrangement where the flow of exhaust gas from several cylinders passes by in a specific order. With this specific sensor, information can thus be obtained on whether combustion has taken place with too much or too little air. i.e. net oxidising or net reducing, for each individual combustion event, even if only one sensor is used in the exhaust pipe at position 7g. At the same time, the relative air deficit, here in the form of an excess of HC. can be detected on the basis of the binary output signal pulse width. If one also wishes to detect the relative deviation from stoichiometric combustion from the air deficit side as well. i.e. for values exceeding 1.0. a sensor combination can be employed using an oxygen- detecting sensor with equivalent characteristics. With increasing richness a proportional increase of HC in the exhaust gases occurs, and with increasing leamiess there is a proportional increase in oxygen. With selective binary sensors that are sensitive to HC and oxygen respectively, the relative deviation from the initial point, in either the direction of net reduction or net oxidation in the exhaust mixture, can be detected with the aid of the pulse width information in the binary signals from the respective sensors. In tliis way information obtained from two binary sensors can supply information equivalent to that from a linear sensor, at a much lower cost. In for example "Thin-film gas sensors based on semi-conducting metal oxides. Sensors & Actuators B23 (1995) 119-125. H. Meixner. J. Gerblinger. U. Lampe & M. Fleischer " , an oxygen-sensitive sensor with the response that is required is described. This sensor combination could preferably be integrated on the same SiC substrate as the sensor shown in Figure 3. thereby obtaining an integrated sensor matrix. The actual pulse width of the binary signal can be determined by very simple means. Figure 1 shows how the signal from a sensor 10 of this actual type is received by a comparator K. and as soon as the signal exceeds a reference voltage U the comparator provides a digital output signal to the engine control unit ECM. The engine control unit then starts a counter that detennines the actual state of the signal λvhen the digital output signal from the comparator changes sign. i.e. the instant when the output signal from sensor 10 falls below the reference voltage level U. The presence of the digital output signal is equivalent to the pulse width from sensor 10. which is stored in the memory 11 of the engine control unit. The signal presence may either be related to a particular time or to a number of crankshaft degrees through which the internal combustion engine manages to rotate. Since the engine control unit keeps track at all times of the crankshaft angle and engine speed, the pulse width can be matched to the cylinder that generated the rich running signal. The mixture signal from sensor 10 always appears after a certain delay from the instant the exhaust gas valve from the respective cylinder has begun to open. If CDgj Q vT defines the crankshaft position for the signal after the exhaust valve has begun to open at crankshaft position CDJJQ. the crankshaft position for the signal is coarsely defined, since: ^SIGN = ^EO + m). where ftrpm) is a function dependent on the engine rotation speed. f(RPM) is itself dependent on the actual geometry of the exhaust gas collection arrangement 7a-7g. and may. for a non-symmetric exhaust gas collector, be different for each cylinder. The sequence of sensor signals from the exhaust gas pulses from the different cylinders is identical to the ignition sequence. The engine control unit can then use the measured pulse width to detennine the relatne richness and adaplively correlate the regulation so that this is equivalent to the relative size of the richness deviation. After each indicated richness signal the sensor pulse width information is kept in memory as a value PW SIGN CYLl ° r example for cylinder number 1. whereupon the engine control unit will initiate a reduction in the amount of fuel fed to cylinder 1 at the next fuel injection inlet event. The reduction of the amount of fuel injected can take place in predetermined steps ΔTlNJECT- where the next successive activation period for the injector NEXT ' s P rθγ ided by the function: τ INJECT_NEXT_CYL.l = T INJECT_PRE V_CYL.1 " (ΔT INJECT * PW SIGN_CYLl)- vhere T INJECT PREV CYL.l i s equivalent to the activation period for the injector derived from the preceding richness indication from the combustion event in cylinder number 1. If the subsequent exhaust gas pulse from cylinder number 1 continues to indicate an over-rich mixture, a new value is obtained. PW SIGN+I- If p W siGN+1 ° r example happens to be 50% of PW siGN- the predetennined corrective step TJ JEGT can include a further correction ΔTJNJECT f orr- In this way the engine control unit can adaptively establish a matrix of correction steps T ^J^ T- where the actual correction step ΔTi^ j ECT is successively increased or reduced, by the factor ^INJECT Corr i ^ ιe regulatory measures do not return combustion to a stoichiometric level within a certain successive number of combustion events. The correction matrix is built up from at least the actual engine rotation speed and cylinder, whereby each individual cylinder can be corrected in an optimal way for every engine speed range. With the type of sensor being discussed, it is important that it is arranged to be as close as possible to the point where the exhaust gases from several cylinders are combined. Optimally, the sensor should be located only a few centimetres after the exhaust gas stubs join. The further the sensor is located from the joining point, the more difficult it is for the sensor to distinguish individual over-rich combustion events from neighbouring lean combustion events. For this reason, even the transport distances for the exhaust gases should be minimised, and the whole exhaust gas collection system 7a- 7f kept as compact as possible. The present invention can be utilised for at least the greater part of the internal combustion engine operating range. Detection cylinder by cylinder can be blocked during, for example, idling, where the regulation is mainly applied to obtain and maintain a stable engine running speed During idling, l e at engine rotation speeds of less than 1 000 rpm. the exliaust gas flow pattern can be very irregular The present lm ention is not limited to the aboΛ e-mentioned applications For example, a sensor can be arranged to be installed in the exliaust gas collection sy stems for each bank of cy hnders in a Vee engine In otlier solutions a sensor may also be installed in the exliaust manifold at a point w here the exhaust gases from only two cylinders are combined The important thing is that the relat e nchness of an mdiudual cylinder can be detected in the combined gas flow from several cylinders One may also use a combination of the sensor under discussion with a comentional lambda sonde The com entional lambda sonde can supen lse the combined gas flow and retain the detected Λ alue for maintaimng an exliaust gas blend that is optimal for a catalytic com erter If. for example, the lambda sonde indicates that the total exliaust gas flow has a correct blend, an indn ldually OΛ er-nch fuel-air mixture in one cy hnder mean a reduction in the amount of fuel deln ered during the next inlet that CΛ hnder while the other c\ hnders will recene a leaner fuel-air mixture The leaner combustion in the other CΛ hnders can howe\er be limited or if these after enrichment indicate OΛ er-nchness from the binary sensor at their next combustion Q\ ents The sensor under discussion can best of all be complemented by a comentional lambda sonde with transients, I e on appl ing load, where more fuel is to be ramped, depending on the desired increase m engine po er output A problem connected ith this is that it is more difficult to rapidly increase the air mass, so that fuel may be OΛ er-dosed at the initial stage of increasing load Any OΛ er-nchness dunng load application is detected immediately after e en combustion event, and if a limited amount of extra nch iniection shall be pemutted. so one may dunng regulation pennit additional fuel to be supplied sequential to the different CΛ hnders

Claims: PATENT CLAIM 1. A system for regulating the air-fuel mixture in a multi-cylinder internal combustion engine (1). where an engine control unit (ECM) in dependence of the actual engine parameters regulates the amount of fuel delivered to each individual cylinder (2a-2d) in the internal combustion engine, and where a correction to the amount of delivered fuel is applied depending on a sensor (10) arranged in the exliaust system, which is principally sensitive to whether the mixture relationship in the exhausted gases is net oxidising or net reducing relatne to the gases exhausted after stoichiometric combustion from the cylinders in said internal combustion engine, the characteristics of the system comprising a sensor of binary type installed in the exliaust gas system (7g) and located at a point where the exhaust gases from at least two cylinders haΛ'e been conjoined. Λvhereupon the output signal, dependent upon whether the mixture relationship in the exliaust gases is net oxidising or net reducing. SIIOΛΛ s a distinct switching point from a first to a second output signal leΛel. Λvhere the first output signal level is stable for so long as the mixture relationship in the exliaust gases is net oxidising, and where the second output signal level is achieved Λvhen the mixture relationship in the exhausted gases is net reducing. means (K. U. ECM) for detecting of such a type as to receive the binary output signal upon its taking the second output signal level and to store its value (PW SIGN) ΠI a memory (H) as a " actual combustion-related value, and means for matching (ECM) from which cylinder the presently momentarily flowing gases derive, and means that depending on the actual operating condition of the engine, determine for that operating condition the most significant parameters indicated by means of an engine rotation speed sensor (9) detecting the engine rotation speed of the said internal combustion engine, and determine the relatne size of the net reducing leΛ'el in the exliaust gases in dependence of the presence of the said binary signal. and means for reducing the amount of delivered fuel to only that cylinder Λvhich after matching is indicated as having a net reducing mixture in the exliaust gases. 2. A sensor combination for use in the detection of the fuel-air mixture in an internal combustion engine λvhereby the sensor combination is arranged in the exhaust system of said internal combustion engine, the said sensor combination comprising of at least two sensor elements where the respective sensor elements are sensitive to λvhether the exliaust gases are net reducing or net oxidising relative to the gases exhausted after stoichiometric combustion in a cylinder of the said internal combustion engine, the characteristics of said sensor combination comprising a first sensor element of binary type where the output signal dependent on where the exliaust gases are net reducing shows a distinct SΛvitching point from a first to a second output signal level. Λvhere the first output signal level is stable for so long as the mixture relationship in the exliaust gases is not net reducing, and where the second output signal level is achieved when the mixture relationship in the exhausted gases is net reducing another sensor element of binary type where the output signal dependent on Λvhere the exliaust gases are net oxidising SIIOΛVS a distinct switching point from a first to a second output signal level, where the first output signal level is stable for so long as the mixture relationship in the exliaust gases is not net oxidising, and where the second output signal leΛel is achieved when the mixture relationship in the exhausted gases is net oxidising 3. A sensor combination in accordance with claim 2 characterised by both sensor elements being arranged on the same semi-conducting substrate, preferably a semi-conducting substrate of Silicon Carbide (SiC). 4. A process for detennining the fuel-air mixture in each individual cylinder in a multi-cylinder internal combustion engine Λvith a sensor arranged in the exhaust gas system immediately downstream, related to the exliaust gas flow, of the conjunction of the exhaust gas channels from least two cylinders, and preferably after all the exliaust gas channels from one and the same bank of cylinders lurve been conjoined into a common exliaust gas channel, ΛΛ here the sensor arranged in the exhaust gas system is principally sensitive to whether the mixture relationship of the exliaust gases is net oxidising or net reducing relative to the gases exhausted after stoichiometric combustion in a cylinder of the said internal combustion engine where the output signal from the sensor is of binary type where said output signal depends. Λvhere the exliaust gases are net reducing, on shoλving a distinct sλvitching point from a first to a second output signal level, where the first output signal level is stable for so long as the mixture relationship in the exhaust gases is not net reducing, and where the second output signal level is achieved Λvhen the mixture relationship in the exliausted gases is net reducing, characterised by the state of the output signal, which state can be measured in terms of time or crankshaft angle, whereof at least one output signal level can be detected that the physical situation of the said internal combustion engine at the moment of operation is detected relating to Λvhich cylinder in said internal combustion engine the momentary gas flow passing the sensor is derived. whereby a cylinder can be matched to the actual output signal in a sequential order equivalent to the ignition sequence in the cylinders that based upon the state of the binary output signal a relative deviation can be detennined from stoichiometric combustion in the matching cylinder. 5. A process in accordance wit claim 4 characterised by the stale of the binary output signal at the second signal level, which second signal leΛel indicates a net reducing mixture in the exhaust gases. used for detennining from the matching cylinder the relative amount of excess of fuel that was delivered to the cylinder. AMENDED CLAIMS [received by the International Bureau on 28 Danuary 1999 (28.01.99); original claims 1-5 replaced by new amended claims 1-7 (2 pages)] CLAIMS: 1. A vehicle firewall (10) comprising a first wall (14) arranged to extend transversely across a vehicle, and a second wall (16) extending substantially parallel to said first wall (14), one of said first and second walls extending over at least 60%, preferably at least 80%, of the surface area of the other of said walls, said first wall (14) and said second wall (16) being spaced by a distance of between 1 cm and 40 cm, preferably between 5 cm and 30 cm, most preferably about 20 cm, to thereby define a cavity (18), characterized in that said cavity (18) is adapted to house a vehicle climate unit (32). 2. The vehicle firewall (10) as claimed in claim 1 characterized in that said first and second walls are made from material selected from the group consisting of steel, aluminium, magnesium, glass-fibre reinforced polypropylene, ABS, glass-fibre reinforced polyester and talcum-filled polypropylene, or a laminate thereof. 3. The vehicle firewall (10) as claimed in any one of claims 1 to 2, characterized in that said firewall is adapted to support a driving unit such as a steering column (20), a passenger airbag (22), an instrument housing (24) and a dashboard panel. 4. The vehicle firewall (10) as claimed in any one of claims 1 to 3, characterized in that said firewall is functionally integrated with a vehicle dashboard structure (26). 5. The vehicle firewall (10) as claimed in claim 4, characterized in that one of said walls of said firewall at least partially delimits a heating or ventilation channel (28) in said vehicle dashboard (26). 6. The vehicle firewall (10) as claimed in any one of the preceding claims, characterized in that said firewall is functionally integrated with a floor section (30) in said vehicle. 7. The vehicle firewall (10) as claimed in any one of the preceding claims, characterized in that at least one of said first and second walls is provided with an opening (34) to allow access to said cavity (18).

Inventors: BARANZAHI AMIR, GOERAS ANDERS, MAARTENSSON PER, SALOMONSSON PER, BARANZAHI, AMIR, GOERAS, ANDERS, MAARTENSSON, PER, SALOMONSSON, PER
Applicants: BARANZAHI AMIR, GOERAS ANDERS, MAARTENSSON PER, MECEL AB, SALOMONSSON PER, VOLVO AB, AB VOLVO, BARANZAHI, AMIR, GOERAS, ANDERS, MAARTENSSON, PER, SALOMONSSON, PER
Application year: 1998
Main classification: F01N9
IPC codes: F02D41, G01N27