EP3247892A1 - Procédé permettant de faire fonctionner un moteur à combustion interne muni d'au moins un turbocompresseur, dispositif de commande permettant la mise en uvre dudit procédé, moteur à combustion interne muni dudit dispositif de commande, et véhicule automobile muni dudit moteur à combustion interne - Google Patents

Procédé permettant de faire fonctionner un moteur à combustion interne muni d'au moins un turbocompresseur, dispositif de commande permettant la mise en uvre dudit procédé, moteur à combustion interne muni dudit dispositif de commande, et véhicule automobile muni dudit moteur à combustion interne

Info

Publication number
EP3247892A1
EP3247892A1 EP16700797.0A EP16700797A EP3247892A1 EP 3247892 A1 EP3247892 A1 EP 3247892A1 EP 16700797 A EP16700797 A EP 16700797A EP 3247892 A1 EP3247892 A1 EP 3247892A1
Authority
EP
European Patent Office
Prior art keywords
internal combustion
combustion engine
value
design variable
context
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Withdrawn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
EP16700797.0A
Other languages
German (de)
English (en)
Inventor
Alexander Bernhard
Wolfgang Fimml
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.)
Rolls Royce Solutions GmbH
Original Assignee
MTU Friedrichshafen GmbH
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 MTU Friedrichshafen GmbH filed Critical MTU Friedrichshafen GmbH
Publication of EP3247892A1 publication Critical patent/EP3247892A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • 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
    • F02D41/0002—Controlling intake air
    • F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
    • 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
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/10—Introducing corrections for particular operating conditions for acceleration
    • 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
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2409—Addressing techniques specially adapted therefor
    • F02D41/2416—Interpolation techniques
    • 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
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2409—Addressing techniques specially adapted therefor
    • F02D41/2422—Selective use of one or more tables
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the invention relates to a method for operating an internal combustion engine
  • Control device configured to carry out such a method
  • Fuel mass is operated. This is counterproductive in particular in supercharged internal combustion engines with regard to a load shifting capability, since in lean operation only one
  • the invention is based on the object, a method for operating a
  • the object is achieved in particular by a method for operating a
  • Internal combustion engine is provided with at least one turbocharger, in which at least a combustion chamber of the internal combustion engine in a steady state, a fuel amount according to a first predetermined relationship between a load request to the internal combustion engine and the fuel quantity to be supplied to the combustion chamber
  • Combustion chamber supplied amount of fuel in a transient state of the internal combustion engine is determined based on an interpolated by an interpolation between one of the first context and a resulting from the second context value of the design variable value of the design variable.
  • the fact that a given load request according to the second context is associated with a larger amount of fuel than according to the first context means that the combustion chamber is intended to be a larger one
  • Fuel quantity is supplied when the design value is determined according to the second relationship, so that the internal combustion engine is operated according to the second context with a richer mixture, wherein the combustion chamber, a smaller amount of fuel is supplied when the design variable is determined according to the first context, wherein the internal combustion engine in this case - with the load demanded - operated with a leaner mixture than according to the second context.
  • Internal combustion engine can therefore be operated in a steady state in lean operation, in particular to reduce emissions.
  • enrichment of the mixture in the at least one combustion chamber can be effected by interpolating between values resulting from the first and the second context, thereby increasing the exhaust gas mass and thus improving the overall dynamic response of the turbocharger and thus also of the internal combustion engine as a whole becomes.
  • a "transient state" in the sense of the method is in particular a state in which a load request to the internal combustion engine and / or a rotational speed of the internal combustion engine is / are increased
  • the internal combustion engine increases faster, the mixture in the combustion chamber is enriched, so that the exhaust gas mass is increased, thereby improving the dynamic response of the turbocharger.
  • the load request to the internal combustion engine is preferably represented as torque, which is demanded of the internal combustion engine or which applies the internal combustion engine.
  • a torque of the internal combustion engine is preferably used in the context of the method as a load request.
  • the first relationship preferably exists between a load request to the
  • the first relationship preferably sets the design variable
  • the context is preferably identical for the second context.
  • the internal combustion engine is preferably operated with a fuel gas as fuel.
  • a gas engine is preferably operated, particularly preferably a lean-burn gas engine, which is driven in stationary states in lean operation.
  • At least one combustion chamber of the internal combustion engine the fuel gas via a Saugrohreindüsung, especially as cylinder individual Saugrohreindüsung, as Einzelrichindüsung (single point injection) in a charge air line of the engine, in particular upstream of a charge air compressor, or as Sparindüsung be fed directly into the combustion chamber.
  • the amount of fuel gas supplied to the combustion chamber is preferably determined by a combustion gas valve arranged in a fuel gas line, which is controlled as a function of the design variable. It is particularly possible that as
  • the Rated variable is a lambda setpoint, so a setpoint for the combustion air ratio is used, which is also referred to as air ratio or air ratio.
  • This dimensionless measure gives the mass ratio of air and fuel in a combustion process.
  • the value 1 corresponds to a stoichiometric combustion air ratio, thus a complete combustion, with values smaller than 1 indicating a rich mixture and values greater than 1 indicating a lean mixture.
  • An embodiment of the method is preferred which is characterized in that the first relationship between the load requirement and preferably the rotational speed and the design variable is optimized with regard to reduced, in particular the lowest, possible emissions of the internal combustion engine. The first relationship is thus established in order to realize a lean operation of the internal combustion engine and to operate the internal combustion engine with the lowest possible emissions.
  • Load request and preferably are deposited depending on the speed, are selected so that the internal combustion engine at a design of the combustion chamber supplied
  • Fuel quantity would be supplied, as it is determined by the determined according to the second relationship dimension.
  • This refinement of the second context is advantageous because the internal combustion engine can thus be operated to be maximally rich without the risk of damaging by knocking, so that a maximum exhaust gas mass flow can be made available to the turbocharger for a given load requirement and preferably given rotational speed.
  • the dynamic response of the internal combustion engine is then optimally improved.
  • An embodiment of the method is also preferred, which is characterized in that a characteristic diagram is used as the first context in which values for the
  • a map is preferably used as the second context, in which values for the rated size in dependence on a speed and a
  • Torque of the internal combustion engine are stored.
  • a particularly simple to implement implementation An embodiment of the method is also preferred, which is characterized in that the interpolation between the first and the second context is carried out as a function of a differential rotational speed.
  • the differential speed is calculated as the difference between a target speed and a current actual speed of the internal combustion engine.
  • a transient state in the sense of the method is in this case in particular
  • the target speed is greater than the current actual speed, so that the engine must be accelerated to the target speed.
  • speed specifications can be found, for example, in internal combustion engines, which are provided for driving a watercraft, in particular a ship, wherein a target speed for the internal combustion engine is set directly by means of a driving lever by a ship's guide. Is interpolated depending on the differential speed, this allows a flexible enrichment of the mixture depending on the actual distance of the current actual speed of the target speed. In this case, it is particularly possible to grease the mixture with smaller deviation to a lesser extent than with greater deviation.
  • the dynamic response of the internal combustion engine is thus controlled demand, which
  • the interpolation preferably takes place according to the following equation:
  • BG int BG 1 + g (BG 2 - BG. (1)
  • BGj nt is the interpolated value of the design variable
  • BG is determined according to the first related value for the measurement parameter
  • BG 2 is determined according to the second related value for the design size
  • g is an interpolation factor having a value range of at least 0 to at most 1, wherein the value of
  • Interpolation factor is determined as a function of the differential speed.
  • Interpolation factor g has the value 0. If the interpolation factor g has the value 1, the interpolated value BGj nt of the rated value is equal to that according to the second one
  • the interpolation factor is preferably read from a first characteristic curve, the first characteristic curve having values of the interpolation factor g as a function of the differential rotational speed.
  • the course of the characteristic is steep, the characteristic being particularly preferably within one
  • Differential speed range which is from at least 5 U / min to at most 20 U / min, preferably from at least 10 U / min to at most 15 U / min, wide, from the value 0 to the value 1 increases.
  • an increase in the characteristic is already provided at small differential speeds.
  • the value of the interpolation factor g in a differential speed range from 0 rpm to a starting differential speed which is from at least 5 rpm to at most 10 rpm is equal to 0, the value being 1 for the
  • Interpolation factor g is achieved at a differential speed of preferably 20 U / min.
  • An embodiment of the method is also preferred, which is characterized in that a lambda setpoint value for the internal combustion engine is used as the design variable.
  • a lambda setpoint value for the internal combustion engine is used as the design variable.
  • the lambda desired value is preferably used to control a fuel valve, in particular a fuel gas valve, which defines the fuel quantity to be supplied to the combustion chamber.
  • the fuel valve is not controlled directly with the lambda desired value, but this is previously converted into another, suitable for driving the fuel gas valve size, for example in a fuel gas mass flow or in a fuel gas mass to be supplied per stroke of the combustion chamber associated piston.
  • An embodiment of the method is also preferred in which, in a transient state, an ignition timing of the internal combustion engine is determined by interpolation between a first predetermined ignition timing, which is between an ignition point of time Internal combustion engine and a load request - and preferably a speed - the internal combustion engine is set, and a second predetermined ignition timing, which is also adjusted between an ignition timing of the internal combustion engine and a load request - and preferably a speed - the internal combustion engine, is retarded. It is thus provided in particular that the ignition point in the transient state of the internal combustion engine is determined by an interpolation between an ignition point determined according to the first ignition point relationship and an ignition point determined according to the second ignition point relationship.
  • the internal combustion engine can therefore be operated in the transient state with even richer mixture when the ignition is retarded.
  • the exhaust gas mass flow, with which the turbocharger is applied be further increased, whereby the dynamic response of the turbocharger and also the
  • Internal combustion engine itself can be further improved.
  • an ignition point determined for a given load request and preferably given rotational speed according to the first ignition timing context is earlier than an ignition timing determined according to the second ignition timing context. Therefore, a retardation is always effected by the interpolation and allows an additional enrichment of the mixture in the combustion chamber.
  • the first ignition timing relationship is preferably in terms of reduced
  • the second ignition-time relationship is preferably based on a technical
  • Limitation for the retardation of the ignition timing tuned out and forms in particular a technically possible limit for the retardation of the ignition timing from.
  • the second ignition timing relationship is a knock limit of
  • Internal combustion engine maps with respect to the ignition, wherein the internal combustion engine would knock if the ignition would be chosen later than is the case for a given load request and preferably given speed according to the second ignition timing.
  • the first ignition-time relationship is preferably a characteristic map in which values for the ignition time are stored as a function of a rotational speed and a torque of the internal combustion engine.
  • the second ignition-time relationship is preferably a characteristic map in which values for the ignition time are stored as a function of a rotational speed and a torque of the internal combustion engine.
  • Zündzeittician context preferably uses a map, are deposited in the values for the ignition timing in dependence on the speed and the torque of the internal combustion engine.
  • the interpolation is also preferably with respect to the ignition depending on the differential speed, which is calculated as the difference between a desired speed and a current actual speed of the internal combustion engine.
  • the interpolation of the ignition timing preferably takes place according to the following equation:
  • ZZP int ZZP i + h (ZZP 2 - ZZP. (2)
  • ZZPj nt is the interpolated value for the ignition timing
  • ZZP ⁇ is a value for the ignition timing determined according to the first ignition timing
  • ZZP 2 denotes a value for the ignition timing determined according to the second ignition timing
  • h is an ignition timing interpolation factor which has a value range of at least 0 to at most 1, wherein it is preferably given as a function of the differential rotational speed.
  • the ignition timing interpolation factor h is preferably determined on the basis of a second characteristic which has values for the ignition timing interpolation factor h as a function of the differential rotational speed.
  • Ignition timing ZZP 2 is when the ignition timing interpolation factor h has the value 1.
  • the same characteristic is used as the first characteristic curve and as the second characteristic curve.
  • an embodiment of the method is preferred in which the second characteristic curve is selected differently from the first characteristic curve, wherein in particular a starting value for the differential rotational speed, from which values for the ignition-time interpolation factor h deviate from 0, in comparison to the first characteristic higher differential speeds is shifted.
  • a starting value for the differential rotational speed from which values for the ignition-time interpolation factor h deviate from 0, in comparison to the first characteristic higher differential speeds is shifted.
  • an increase in the second characteristic to begin only at a differential speed of 20 rpm.
  • An embodiment of the method is preferred in which a gradient of the second characteristic curve is identical to a gradient of the first characteristic curve, such that the difference between the characteristic curves is purely linear
  • the second characteristic curve Shifting the second characteristic to higher differential speeds limited.
  • the second characteristic curve it is also possible for the second characteristic curve to also have a gradient which is different from the gradient of the first characteristic curve, wherein it increases in particular less steeply than the first characteristic curve. Both a shift of the second characteristic to higher
  • the design variable additional term being calculated by scaling a design difference value between a value for the design variable resulting from a predetermined third relationship and the value resulting from the second context, the third relationship being established again is between a load request - and preferably a speed - of the internal combustion engine and the rated size.
  • the third relationship preferably forms a knock limit of the internal combustion engine at the retarded ignition timing according to the second ignition timing relationship.
  • the second relationship preferably forms the knock limit of the internal combustion engine at the ignition time determined in accordance with the first ignition-time relationship, the first ignition-time relationship preferably being present in all
  • States of the internal combustion engine is used for determining the ignition timing, in which no interpolation between the first ignition timing and the second ignition timing relationship occurs, ie in particular in stationary states, and preferably also in transient states, which in connection with a load shedding or a reduction go along with the target speed.
  • the design variable is therefore preferably chosen according to the third context that the internal combustion engine just does not knock at a given load request and preferably given speed when the
  • Combustion chamber which is supplied by the design quantity of fuel.
  • the internal combustion engine starts to knock when it is supplied with a larger amount of fuel at a given load request and preferably given rotational speed, than it is the design variable according to the third context in the retarded
  • the design size additional term is preferably determined according to the following equation:
  • ABG k ⁇ BG 3 - BG 2 ).
  • ABG is the design variable additional term
  • BG 2 is again the value of the design variable determined according to the second context
  • BG 3 is one according to the third
  • Context specific value of the rated value (BG 3 -BG 2 ) is the rated size difference value, and k is a scaling factor having a value range of at least 0 to at most 1, the scaling factor k being determined depending on the differential speed.
  • the scaling factor k is preferably determined on the basis of a third characteristic curve, wherein the third characteristic curve has values for the scaling factor k as a function of the differential rotational speed. It is possible that the third characteristic is different from the first characteristic and the second characteristic. Particularly preferred, however, is an embodiment in which the third characteristic curve is selected to be identical to the second characteristic curve, or in which the second characteristic curve is used as the third characteristic curve for determining the scaling factor k is used.
  • the total amount of fuel to be supplied to the combustion chamber is determined by a design value setpoint, which is calculated according to the equation reproduced below as the sum of the interpolated value BGj nt for the design variable and the design variable additional term ABG:
  • BG BG int + ABG.
  • BG is n the rated value setpoint.
  • the value of the rated quantity provided for determining the amount of brake fluid to be supplied is converted by a conversion function into a fuel quantity to be supplied, in particular a fuel gas quantity to be supplied, and / or into a suitable size for driving a fuel valve, in particular a fuel mass flow or a per Hub of the combustion chamber associated piston supplied Brer pulp.
  • an additional amount of fuel is introduced into the combustion chamber.
  • This additional amount is preferably specified as the desired lambda value.
  • the engine may operate at its knock limit to accelerate the turbocharger. If the actual speed approaches the target speed, the additional enrichment is removed, and the
  • the object is in particular also achieved by providing a control device which is set up for carrying out a method for operating a
  • Load request is deposited, wherein according to the second context of a given load request, a larger amount of fuel is assigned than according to the first
  • control device is set up to determine the fuel quantity supplied to the combustion chamber in a transient state of the internal combustion engine based on an interpolated value for the design variable, wherein the interpolated value is determined by an interpolation between one of the first context and one of the second relationship resulting value of the design variable is determined.
  • the control device is in particular configured to carry out a method according to one of the above
  • the control device is preferably designed as an engine control unit for an internal combustion engine, in particular as a central engine control unit (ECU). It is possible that the method is firmly implemented in an electronic structure, in particular in a hardware, the control device. Alternatively, it is possible for a computer program to be loaded into the controller having instructions for performing a method according to any of the embodiments described above when the computer program product is running on the controller. In that regard, a computer program product is preferred which has machine-readable instructions, due to which a method is performed according to one of the embodiments described above, when the computer program product on a
  • Computing device in particular on a control unit of an internal combustion engine, runs. Also preferred is a data carrier having such a compute rogramm etc.
  • the object is also achieved by providing a - preferably speed-controlled - internal combustion engine, which has a control device according to one of the embodiments described above.
  • the control device is in particular configured to carry out a method according to one of the previously described
  • An exemplary embodiment of the internal combustion engine is preferred in which it is designed as a gas engine.
  • the internal combustion engine is designed for operation with lean gas, in particular thus as a lean-burn gas engine.
  • Embodiment of the internal combustion engine realize in a special way the advantages that have already been explained in connection with the method.
  • the internal combustion engine is preferably designed as a reciprocating engine. At a
  • the internal combustion engine is used to drive in particular heavy land or water vehicles, such as mining vehicles, trains, the internal combustion engine is used in a locomotive or a railcar, or ships. It is also possible to use the internal combustion engine to drive a defense vehicle, for example a tank.
  • An embodiment of the Internal combustion engine is preferably also stationary, for example, for stationary
  • the internal combustion engine in this case preferably drives a generator.
  • Internal combustion engine in the field of promotion of fossil raw materials and in particular fuels, for example oil and / or gas possible. It is also possible to use the internal combustion engine in the industrial sector or in the field of construction, for example in a construction or construction machine, for example in a crane or an excavator.
  • Internal combustion engine may be designed as a diesel engine, as a gasoline engine, but more preferably as a gas engine for operation with natural gas, biogas, special gas or other suitable gas.
  • the internal combustion engine when the internal combustion engine is designed as a gas engine, it is suitable for use in a cogeneration plant for stationary power generation.
  • the object is also achieved by providing a motor vehicle which has an internal combustion engine according to one of the exemplary embodiments described above. In this case, realized in connection with the motor vehicle, the advantages that have already been explained in connection with the method, the control device and the internal combustion engine.
  • the motor vehicle is preferably designed as a passenger car, as a truck, as a commercial vehicle, as a construction machine, as a rail vehicle, in particular as a locomotive, shunting locomotive, railcar, power car or train. It is also possible that the motor vehicle is designed as a defense vehicle, for example as a tank.
  • a motor vehicle which is designed as a watercraft, in particular as a ship or as a submarine.
  • a desired rotational speed is determined by an operator of the watercraft for the vessel
  • the motor vehicle prefferably be designed as an aircraft, for example as an aircraft, in particular as a propeller aircraft, it being possible for the vehicle to be used
  • Internal combustion engine for example, a drive of a propeller is used. Also in this case preferably a specification of a desired speed is provided. It is also preferred a stationary system with an internal combustion engine according to one of the embodiments described above.
  • the internal combustion engine is preferably provided in the stationary system for a variable-speed operation.
  • the stationary plant can be a device for generating electricity, a stationary pump, which is intended for example for the extraction of raw materials, a fire pump on a drilling rig, or another suitable stationary plant.
  • Internal combustion engine and / or the motor vehicle preferably draws / distinguishes itself by at least one feature, which is due to at least one method step of a preferred embodiment of the method.
  • Fig. 1 is a schematic representation of an embodiment of a motor vehicle with an internal combustion engine
  • Fig. 2 is a schematic detail of an embodiment of the method
  • FIG. 3 shows a further schematic detail representation of the embodiment of the method according to FIG. 2.
  • the motor vehicle 1 shows a schematic representation of an exemplary embodiment of a motor vehicle 1, which has an internal combustion engine 3.
  • the motor vehicle 1 is for example as
  • the internal combustion engine 3 has a here Engine block 5 with at least one combustion chamber 7.
  • the internal combustion engine 3 is designed as a reciprocating piston engine. It is possible that they have a plurality of
  • Has combustion chambers in particular four, six, eight, ten, twelve, sixteen, eighteen, twenty cylinders, or more cylinders or other number of cylinders. It is possible for the internal combustion engine 3 to be designed as a series engine, as a V engine, as a W engine or in another suitable configuration.
  • the internal combustion engine 3 has a turbocharger 9, which has a turbine 13 arranged in an exhaust gas line 11, which flows through a gas flowing in the exhaust gas line 11
  • the fuel gas is supplied via a fuel gas line 23.
  • the injection device 21 it is possible for the injection device 21 to be arranged upstream of the compressor 19, that is, upstream of the compressor 19. There are different ways of injection of the
  • Fuel gas into the charge air possible namely in particular as Einzelisindüsung, preferably in front of the compressor 19, as Saugrohreindüsung downstream of the compressor 19, in particular as a cylinder Mehrfachindüsung individual combustion chambers 7 individually associated Saugrohrabchanginge, or in the form of a direct injection into the individual combustion chambers. 7
  • the combustion air by means of the Eindüs liked 21 an adjustable, variable amount of fuel gas can be supplied, the Eindüs heard 21 for setting the combustion chamber 7 supplied amount of fuel can be controlled.
  • the internal combustion engine 3 has a control device 25, preferably as
  • the control device 25 is operatively connected to the Eindüs owned 21 to specify a fuel quantity to be supplied to the combustion chamber 7. It is also preferably operatively connected to a speed sensor 27 for detecting a current actual speed of the internal combustion engine 3. Furthermore, the
  • Control device 25 with a speed-setting device 29, here a drive lever, operatively connected to the specification of a desired speed for the internal combustion engine 3.
  • the Control device 25 is in particular configured to calculate a differential rotational speed between the setpoint speed determined by means of the speed setting device 29 and the actual speed detected by means of the speed sensor 27.
  • Known control devices are typically set up for one as possible
  • control device 25 shown in FIG. 1 is designed to carry out a method according to one of the embodiments described above, in particular an embodiment of the method as described below in connection with FIGS. 2 and 3.
  • control device 25 is in particular designed to control the injection device 21 as a function of the determined differential rotational speed.
  • Fig. 2 shows a schematic representation of a detail of an embodiment of a
  • a first predetermined relationship 31 is provided in the form of a characteristic diagram, which values BGi for a design variable, which determines a fuel quantity to be supplied to the combustion chamber 7, as a function of a rotational speed 35 and a torque 37 of the internal combustion engine 3.
  • the first relationship 31 is optimized with regard to the lowest possible emissions of the internal combustion engine 3.
  • the amount of fuel to be supplied to the combustion chamber 7 is preferably determined by the values BGi of the design variable determined according to the first relationship 31.
  • the design variable is a lambda setpoint.
  • the values BG 2 of the rated value according to the second relationship 39 are lambda nominal values at the knock limit.
  • Internal combustion engine 3 is to be increased, carried out an interpolation 41 between the determined according to the first context 31 value BGi the design variable and the determined according to the second context 39 value BG 2 of the design variable.
  • the interpolation takes place as a function of a speed difference 43, wherein an interpolation factor g is read out in accordance with a first characteristic 45 as a function of the differential speed 43.
  • the interpolation 41 is preferably carried out according to equation (1) given above.
  • a design variable additional term ABG is offset against the interpolated value BGint of the design variable.
  • the design variable additional term ABG is a multiplicative term that is multiplied by the interpolated value BGim.
  • the charging element 47 is designed as an addition element, wherein the rated quantities thankterm ABG is formed as an additive term and in particular as a summand, according to the above equation (4) to the interpolated design variable BGi nt is added.
  • the interpolated value BGi nt is preferably a lambda desired value.
  • the design variable additional term ABG is preferably a lambda addition value. Offsetting in the clearing element 47 results in a rated value setpoint BGsoii- This is also a lambda setpoint.
  • a restriction member 49 is provided which - in particular by forming a maximum between the design parameters set value BG as n and 1 - the value of the
  • a conversion function 51 is preferably provided by which the limited rated value setpoint is converted into a value suitable for driving the injection device 21, for example, into a stock mass flow or a fuel mass to be injected per stroke of a piston assigned to the combustion chamber 7.
  • Conversion function 51 in which preferably enter in particular a pressure and a temperature of the fuel, finally results in a control value 53, with which the Eindüs worn 21 is controlled by the control device 25.
  • FIG. 3 shows a second detailed representation of the embodiment of the method according to FIG. 2. Identical and functionally identical elements are provided with the same reference symbols, so that reference is made to the preceding description.
  • FIG. 3 shows the calculation of the design variable additional term ⁇ BG. In addition, the calculation of an interpolated ignition timing ZZPi nt is shown.
  • first predetermined ignition-time relationship 55 which is embodied here in the form of a characteristic diagram which has values ZZP t for the ignition time as a function of the rotational speed 35 and the torque 37.
  • the first Zündzeittician- connection 55 is optimized for the lowest possible emissions of the internal combustion engine 3.
  • This first ignition timing relationship 55 is used in particular in stationary states of the internal combustion engine 3.
  • the knocking limit represented by the second relationship 39 preferably relates to the first ignition timing relationship 55 or the ignition timing ZZP provided according to this first ignition timing relationship 55 ! ,
  • second predetermined ignition timing relationship 57 is provided, namely again in the form of a map, which values ZZP 2 for the ignition in
  • the second ignition-time relationship 57 is in particular a technical limit of
  • the map for the second ignition timing relationship 57 is preferably determined on a test bench. In any case, the second ignition timing relationship 57 at fixed speed 35 and retained torque 37 comprises ignition points later than the first ignition timing 55.
  • Knock limit of the internal combustion engine 3 is shifted to a richer mixture. It is therefore possible to introduce an additional amount of fuel into the combustion chamber 7.
  • the design variable additional term ABG is calculated by a third interpolation step 63, where interpolated here between the determined according to the second context 39 value BG 2 for the rated size and a determined according to a third context 65 value BG 3 for the rated size becomes.
  • the third relationship 65 is likewise embodied as a characteristic diagram which has values BG 3 for the design variable as a function of the rotational speed 35 and the torque 37.
  • the characteristic map 65 forms a knock limit of the internal combustion engine 3 at the ignition time ZZP 2 determined in accordance with the second ignition-time connection 57.
  • the value BG 3 determined according to the third context 65 for the design variable is a value that is related to the knock limit in accordance with FIG second ignition timing relationship 57 after retarded ignition ZZP 2 , preferably by a lambda setpoint.
  • the ignition-timing interpolation factor h determined according to the second characteristic 61 is used here as the scaling factor k, the interpolation being carried out in accordance with the equation (3) given above.
  • the equation of the Zündzeittician- interpolation factor h with the scaling factor k causes an optimal tuning of the dimension ultimately used to control the Eindüs worn 21 with the currently set ignition.
  • the design variable additional term ABG resulting from the third interpolation step 63 is fed to the clearing member 47 according to FIG.
  • the internal combustion engine 3 can be operated fatter in a transient state with load application and target increase in speed than in a stationary state to provide an increased exhaust gas mass flow for the turbocharger.
  • the ignition can be postponed to late to allow additional enrichment of the mixture in the combustion chamber 7.

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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)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

L'invention concerne un procédé permettant de faire fonctionner un moteur à combustion interne (3) muni d'au moins un turbocompresseur (9), procédé selon lequel : - une quantité de carburant est amenée au moteur à combustion interne (3) dans un état stationnaire, ladite quantité étant déterminée selon une première relation prédéterminée (31) entre une demande de charge au niveau du moteur à combustion interne (3) et une grandeur de dimensionnement déterminant la quantité de carburant à amener à la chambre de combustion, - une deuxième relation prédéterminée (39) entre la grandeur de dimensionnement et la demande de charge est utilisée, la quantité de carburant associée à une demande de charge donnée étant plus grande selon la deuxième relation (39) que selon la première relation (31), - la quantité de carburant amenée à la chambre de combustion (7) dans un état transitoire du moteur à combustion interne (3) est déterminée sur la base d'une valeur interpolée (BGint) de la grandeur de dimensionnement, ladite valeur étant déterminée par une interpolation (41) entre une valeur (BG1) résultant de la première relation (31) et une valeur (BG2) résultant de la deuxième relation (36) pour la grandeur de dimensionnement.
EP16700797.0A 2015-01-23 2016-01-15 Procédé permettant de faire fonctionner un moteur à combustion interne muni d'au moins un turbocompresseur, dispositif de commande permettant la mise en uvre dudit procédé, moteur à combustion interne muni dudit dispositif de commande, et véhicule automobile muni dudit moteur à combustion interne Withdrawn EP3247892A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102015201191.7A DE102015201191B4 (de) 2015-01-23 2015-01-23 Verfahren zum Betreiben einer Brennkraftmaschine mit wenigstens einem Turbolader, Steuereinrichtung, eingerichtet zur Durchführung eines solchen Verfahrens, Brennkraftmaschine mit einer solchen Steuereinrichtung, und Kraftfahrzeug mit einer solchen Brennkraftmaschine
PCT/EP2016/000071 WO2016116265A1 (fr) 2015-01-23 2016-01-15 Procédé permettant de faire fonctionner un moteur à combustion interne muni d'au moins un turbocompresseur, dispositif de commande permettant la mise en œuvre dudit procédé, moteur à combustion interne muni dudit dispositif de commande, et véhicule automobile muni dudit moteur à combustion interne

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EP3247892A1 true EP3247892A1 (fr) 2017-11-29

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EP16700797.0A Withdrawn EP3247892A1 (fr) 2015-01-23 2016-01-15 Procédé permettant de faire fonctionner un moteur à combustion interne muni d'au moins un turbocompresseur, dispositif de commande permettant la mise en uvre dudit procédé, moteur à combustion interne muni dudit dispositif de commande, et véhicule automobile muni dudit moteur à combustion interne

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US (1) US10508605B2 (fr)
EP (1) EP3247892A1 (fr)
CN (1) CN107532532A (fr)
DE (1) DE102015201191B4 (fr)
HK (1) HK1248787A1 (fr)
WO (1) WO2016116265A1 (fr)

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CN104968913B (zh) 2012-12-07 2018-04-06 乙醇推动系统有限责任公司 用于减少来自涡轮增压直喷式汽油发动机的颗粒的进气口喷射系统
US9441570B2 (en) 2012-12-07 2016-09-13 Ethanol Boosting Systems, Llc Gasoline particulate reduction using optimized port and direct injection
CN107076006A (zh) * 2014-09-02 2017-08-18 乙醇推动系统有限责任公司 使用优化的气口喷射和直接喷射的汽油颗粒减少
WO2018058015A1 (fr) 2016-09-26 2018-03-29 Ethanol Boosting Systems, Llc Réduction de particules d'essence à l'aide d'un système optimisé d'injection de carburant dans un conduit d'admission et d'injection directe
US10927776B2 (en) * 2019-05-13 2021-02-23 Caterpillar Inc. Transient controller and method for dual fuel engine

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DE102015201191B4 (de) 2017-08-17
US10508605B2 (en) 2019-12-17
HK1248787A1 (zh) 2018-10-19
US20180016996A1 (en) 2018-01-18
WO2016116265A1 (fr) 2016-07-28
DE102015201191A1 (de) 2016-07-28
CN107532532A (zh) 2018-01-02

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