WO2010057556A1 - Procédé de commande pour un moteur à combustion interne - Google Patents

Procédé de commande pour un moteur à combustion interne Download PDF

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Publication number
WO2010057556A1
WO2010057556A1 PCT/EP2009/007522 EP2009007522W WO2010057556A1 WO 2010057556 A1 WO2010057556 A1 WO 2010057556A1 EP 2009007522 W EP2009007522 W EP 2009007522W WO 2010057556 A1 WO2010057556 A1 WO 2010057556A1
Authority
WO
WIPO (PCT)
Prior art keywords
mode
control method
load
load threshold
internal combustion
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.)
Ceased
Application number
PCT/EP2009/007522
Other languages
German (de)
English (en)
Inventor
Emanuel Konto
Matthias Herger
Thomas Engelhardt
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.)
Bayerische Motoren Werke AG
Original Assignee
Bayerische Motoren Werke AG
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 Bayerische Motoren Werke AG filed Critical Bayerische Motoren Werke AG
Publication of WO2010057556A1 publication Critical patent/WO2010057556A1/fr
Anticipated expiration legal-status Critical
Ceased 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
    • F02D41/30—Controlling fuel injection
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3076—Controlling fuel injection according to or using specific or several modes of combustion with special conditions for selecting a mode of combustion, e.g. for starting, for diagnosing
    • 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
    • F02D41/30—Controlling fuel injection
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3064—Controlling fuel injection according to or using specific or several modes of combustion with special control during transition between modes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/60—Input parameters for engine control said parameters being related to the driver demands or status
    • F02D2200/606—Driving style, e.g. sporty or economic driving
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/18—Control of the engine output torque
    • F02D2250/22—Control of the engine output torque by keeping a torque reserve, i.e. with temporarily reduced drive train or engine efficiency
    • 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
    • F02D41/30—Controlling fuel injection
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
    • F02D41/3023—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the stratified charge spark-ignited mode
    • F02D41/3029—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the stratified charge spark-ignited mode further comprising a homogeneous charge spark-ignited mode
    • 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 present invention relates to a control method for an internal combustion engine having at least a first and a second mode.
  • FIG. 1 A schematic subdivision into three operating modes (with overlapping areas) of a lean engine is shown in FIG. 1.
  • a rotational speed is plotted on the horizontal axis and an engine load on the orthogonal.
  • a first operating mode 1 also called homogeneous operating mode, in this case comprises the largest engine speed-load range.
  • a second mode 2 also called homogeneous layered mode ( ⁇ > 1), includes a smaller speed engine load range than the first mode 1.
  • lean modes ( ⁇ > 1, ⁇ »1) deteriorates because of the low exhaust gas enthalpy the dynamics of the exhaust gas turbocharger and thus the load build-up.
  • a mode of operation has to be run for a longer time, which involves disadvantages compared to the standard operating mode in terms of consumption and dynamic behavior.
  • This switching to another mode due to a regeneration phase, such as a catalyst is referred to as stationary switching.
  • the object is achieved by a control method for an internal combustion engine having at least a first mode and a second mode, wherein the first mode provides a richer mixture than the second mode, and wherein from a load threshold, the internal combustion engine changes to the other mode.
  • the control method according to the invention comprises the following steps: shifting the load threshold to higher load before a change from the second operating mode to the first operating mode is imminent, and / or shifting the load threshold to lower load before a change from the first operating mode to the first operating mode second mode is imminent.
  • the control method according to the invention makes it possible to shift the stationary mode limits or load thresholds to higher loads.
  • the Ver- pushing the load threshold and thus delaying the change from one mode to the other mode can also be performed if the fuel consumption of the following mode at the respective operating point would be lower. This ensures a decisive dynamic advantage of the internal combustion engine. Also advantageous is the shifting of the switch-back threshold or load threshold to lower loads, depending on the desired load reduction. This can be driven longer in the richer operating mode and dynamics of an exhaust gas turbocharger can be ensured for example by the increased exhaust enthalpy.
  • control method takes into account a third operating mode, which provides a leaner mixture than the second operating mode, wherein a further load threshold is provided between the second operating mode and the third operating mode.
  • inventive control method further comprises the following steps: shifting the further load threshold to higher load before a change from the third operating mode to the second operating mode is imminent and / or shifting the load threshold to lower load before a change from the second operating mode in the third mode is imminent.
  • the first operating mode it is advantageous for the first operating mode to provide a homogeneous mixture distribution, the second operating mode to provide a homogeneous layered mixture distribution, and the third operating mode to provide a layered mixture distribution.
  • control method according to the invention can comprise a setpoint detection for dynamic recognition and / or the mode switchover.
  • driver desired torque is taken into account when determining the desired load.
  • This driver desired torque is advantageously taken from an accelerator pedal of a vehicle and consequently the required nominal load or the required nominal torque for the internal combustion engine can be determined.
  • the advantage is that a demand-driven shift of the load thresholds is realized.
  • a driving dynamics behavior of a driver is determined and the shift of the load threshold is controlled as a function of this driving dynamics behavior.
  • the driving dynamics behavior of the driver are determined.
  • Another advantage is that the shift of the load threshold can be activated and / or controlled via an operating element.
  • the control method according to the invention can also be influenced directly by, for example, a driver.
  • the load threshold shift according to the invention can be switched on and off or its intensity can be regulated by a driver.
  • a device for activating the sporty characteristics of the engine in the vehicle can be provided.
  • the shift of the load threshold is limited in time and the load threshold is reset after a certain time back to a base value.
  • a further advantage is that the shift of the load threshold is carried out at most up to a defined combustion boundary load threshold. This ensures that the internal combustion engine is operated again in a consumption-optimal range from a certain time.
  • the limitation to a specific combustion limit load threshold ensures that the respective operating mode is operated only within the framework of its physical possibilities.
  • the internal combustion engine is a direct-injection internal combustion engine, which is charged, in particular by means of an exhaust gas turbocharger, operated.
  • a fatter mode is operated biased before an impending change to a leaner mode.
  • the biased operation means that the internal combustion engine is operated with a higher charge pressure than would be necessary to achieve the desired charge.
  • the degree of bias can advantageously be changed over a certain factor to influence the consumption deterioration due to the bias.
  • the first operating mode is operated in a biased manner in a situation in which the first operating mode is operated instead of a leaner operating mode.
  • the bias compensates for a resulting dynamic disadvantage.
  • the prestressed operation may e.g. be used for diagnostic purposes and / or for the regeneration of a catalyst and / or the expiration of adaptation functions.
  • the invention further includes a vehicle, in particular with a direct-injection supercharged internal combustion engine, comprising a so-called just described control method.
  • a vehicle in particular with a direct-injection supercharged internal combustion engine, comprising a so-called just described control method.
  • FIG. 4 shows the shifting of the load sleepers according to the invention in the exemplary embodiment
  • Fig. 5 shows a change between the modes after the load threshold shift in the control method according to the embodiment of the invention.
  • the load We is plotted from 0 kJ / dm 3 to 2 kJ / dm 3 .
  • FIG. 2 shows a division into a first operating mode 1 with homogeneous mixture distribution, a second operating mode 2 with homogeneous-layered mixture distribution and a third operating mode 3 with a layered mixture distribution.
  • a first transition region 7 results by overlapping between the first operating mode 1 and the second operating mode 2.
  • a second transitional region 8 results between the second operating mode 2 and the third operating mode 3.
  • the ambient pressure isobar refers to a threshold at which a pressure in a collector or suction pipe corresponds to an ambient pressure.
  • FIG. 3 shows parallel isobars 9, which extend over the second mode 2 and the third mode 3 and form an angle ⁇ to the horizontal axis of the diagram.
  • a vertical arrow from the first starting point 12 to the target load 14 symbolizes a first path 15.
  • a second path 16 leads from the second starting point 13 along an isobar 9 and along a vertical boundary between the first mode 1 and the second mode 2 to the target load 14.
  • the second path 16 is subdivided into an isobaric section of the second path 16a and a vertical section of the second path 16b.
  • the turbo lag 17 here describes the pressure to be realized via the turbocharger in the intake manifold above atmospheric pressure.
  • the isobars 9 show a way to change the mixture or the load, without losing the pressure in the manifold or intake manifold of the combustion to change the engine. It should be noted that the representation of the isobars 9 in FIG. 3 is only representative. Thus, of course, a mixture or load change with constant pressure between the illustrated isobars 9 and parallel to these. Along the surrounding pressure isobars 6, the pressure within the collector or suction pipe is equal to the ambient pressure. This means that all operating points in the second operating mode 2 and the third operating mode 3, which are above these ambient pressure isobars 6, have to be operated by, for example, a turbocharger, charged.
  • Fig. 3 is shown by the first path 15 and the second path 16, how to get from a first starting point 12 and a second starting point 13 to the desired target load 14. It should be noted here that the first starting point 12 and the second starting point 13 are operated at the same load but the first starting point 12 is operated in the first operating mode 1 and the second starting point 13 is operated in the third operating mode 3.
  • Fig. 4 shows the load threshold shift according to the invention, by means of which the internal combustion engine can be operated longer in the leaner mode to ensure exactly this pressure build-up as quickly as possible.
  • FIG. 4 again shows the essential elements from FIG. 3, wherein here furthermore a third load threshold 18 can be seen.
  • this third load threshold 18 represents the displacement of the first load threshold 10 according to the invention 4 shows a first optimum curve 19 of the second operating mode 2 and a second optimum curve 20 of the third operating mode 3 with a kink 20a.
  • the optimal curve 19 shows a path along which a load buildup in the second mode 2 is to be optimally controlled.
  • the optimum curve 20 shows the course of the optimal load build-up in the third mode 3.
  • FIG. 5 now shows the change according to the invention from the third operating mode 3 to the first operating mode 1 with the third load threshold 18 displaced according to the invention.
  • Fig. 5 shows a third way
  • the third path 21 is divided into a pressure increasing section 21a and an isobaric section of the third path 21b.
  • the pressure increase section 21a extends from the second starting point 13 along the optimum curve 20 to the third load threshold 18.
  • the isobaric section of the third path 21b extends from just this end of the pressure increase section 21a at the third load threshold 18 along the isobars 9 to the target load 14.
  • the fourth path 23 is divided into an isobaric section of the fourth
  • Path 23a and a vertical portion of the fourth path 23b extends from the first comparison point
  • FIG. 5 shows how the inventive shift of the load threshold to the third load threshold 18 realizes a first dynamic advantage 26 over the second mode 2 and a larger second dynamic advantage 27 over the first mode 1.

Landscapes

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

Abstract

L'invention concerne un procédé de commande pour un moteur à combustion interne avec au moins un premier mode de fonctionnement et un deuxième mode de fonctionnement. Le premier mode de fonctionnement prévoit un mélange plus riche que le deuxième mode de fonctionnement et le moteur à combustion interne passe dans l'autre mode de fonctionnement respectif à partir d'un seuil de charge. Le procédé comprend les étapes consistant à décaler le seuil de charge vers une charge plus élevée lorsqu'une commutation est imminente du deuxième mode de fonctionnement au premier mode de fonctionnement et/ou décaler le seuil de charge vers une charge moins élevée lorsqu'une commutation est imminente du premier mode de fonctionnement au deuxième mode de fonctionnement.
PCT/EP2009/007522 2008-11-19 2009-10-21 Procédé de commande pour un moteur à combustion interne Ceased WO2010057556A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102008057930.0 2008-11-19
DE102008057930A DE102008057930A1 (de) 2008-11-19 2008-11-19 Steuerungsverfahren für eine Brennkraftmaschine

Publications (1)

Publication Number Publication Date
WO2010057556A1 true WO2010057556A1 (fr) 2010-05-27

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ID=41606589

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2009/007522 Ceased WO2010057556A1 (fr) 2008-11-19 2009-10-21 Procédé de commande pour un moteur à combustion interne

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DE (1) DE102008057930A1 (fr)
WO (1) WO2010057556A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP6350304B2 (ja) * 2015-01-26 2018-07-04 トヨタ自動車株式会社 リーンバーンエンジン

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19913909A1 (de) * 1999-03-26 2000-10-05 Siemens Ag Verfahren zur Betriebsmoduswahl und Steueranlage für eine Brennkraftmaschine
EP1083322A2 (fr) * 1999-09-10 2001-03-14 Toyota Jidosha Kabushiki Kaisha Réglage de combustion dans un moteur à combustion interne
WO2001018374A1 (fr) * 1999-09-08 2001-03-15 Orbital Engine Company (Australia) Pty Limited Traitement de gaz d'echappement et dispositif
WO2008056242A2 (fr) * 2006-11-10 2008-05-15 Toyota Jidosha Kabushiki Kaisya Moteur à combustion interne et procédé de commande de moteur à combustion interne

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19941528A1 (de) * 1999-09-01 2001-03-08 Bosch Gmbh Robert Verfahren zum Betreiben einer Brennkraftmaschine
DE10244391A1 (de) * 2002-09-24 2004-04-01 Volkswagen Ag Verfahren zum Betreiben einer direkteinspritzenden Brennkraftmaschine
DE102006048981A1 (de) * 2006-10-17 2008-04-24 Siemens Ag Verfahren zum Einstellen des CAI-Betriebsart-Bereichs eines Verbrennunsgmotors sowie zugehöriges Steuergrät

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19913909A1 (de) * 1999-03-26 2000-10-05 Siemens Ag Verfahren zur Betriebsmoduswahl und Steueranlage für eine Brennkraftmaschine
WO2001018374A1 (fr) * 1999-09-08 2001-03-15 Orbital Engine Company (Australia) Pty Limited Traitement de gaz d'echappement et dispositif
EP1083322A2 (fr) * 1999-09-10 2001-03-14 Toyota Jidosha Kabushiki Kaisha Réglage de combustion dans un moteur à combustion interne
WO2008056242A2 (fr) * 2006-11-10 2008-05-15 Toyota Jidosha Kabushiki Kaisya Moteur à combustion interne et procédé de commande de moteur à combustion interne

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Publication number Publication date
DE102008057930A1 (de) 2010-05-20

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