CN101443542B - 用于控制内燃机的装置和方法 - Google Patents

用于控制内燃机的装置和方法 Download PDF

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CN101443542B
CN101443542B CN2007800175146A CN200780017514A CN101443542B CN 101443542 B CN101443542 B CN 101443542B CN 2007800175146 A CN2007800175146 A CN 2007800175146A CN 200780017514 A CN200780017514 A CN 200780017514A CN 101443542 B CN101443542 B CN 101443542B
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combustion engine
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T·阿尔盖尔
W·兰格
J·福尔斯特
J·瑟索
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Robert Bosch GmbH
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Abstract

提出一种用于控制内燃机(1)的装置和方法，该内燃机可选择地以液态的燃料和以气态的燃料运行。为气态的燃料设有减压器(4)和低压喷射阀(6)。此外设有监控机构，该监控机构在内燃机以液态的燃料运行时识别在低压喷射阀(6)前面的超过一个阈值的压力上升和通过喷射气态的燃料促使压力减小。

Description

用于控制内燃机的装置和方法
现有技术
本发明涉及一种按照独立权利要求的种类的用于控制内燃机的装置和方法。由德国专利申请DE102004060905已经已知一种用于控制内燃机的装置，其中内燃机可以选择地以液态的和气态的燃料运行。为气态的燃料设置了高压箱，减压器和低压喷射阀。
发明内容
发明的优点
具有独立权利要求的特征的按照本发明的装置或按照本发明的方法相应地具有的优点在于避免在采用液态的燃料运行期间低压喷射阀前面的过度的压力上升。通过该措施改善了运行安全性，尤其是从液态的燃料运行向气态的燃料运行的可靠的转换。由此可以在每个时刻保证转换。
其它的优点和改进通过从属权利要求的措施得出。通过评估处理布置在减压器和低压喷射阀之间的压力传感器的信号而特别简单地实施对低压喷射阀前面的超过比较值的压力上升的识别。替代地，低压喷射阀前面的压力也可以通过基于内燃机的温度上升的计算来进行。此时可以取消低压喷射阀前面的相应的压力传感器。通过短时间地安排气态的燃料的运行可以特别简单地实现压力减小。一种特别好地可控制的压力减小可以通过安排采用两种燃料的同时的运行来实现，从而仅仅喷射小的气体数量和相应的压力减小不被内燃机的使用者所察觉。尤其是在具有可以调节的低压的系统中，可以在有降低的要求下将压力再次调节，尤其是对于用低的电池电压起动的情况。由此可以分别与内燃机运行所处于的具体的运行状态相匹配地实施优化的控制。
附图
本发明的实施例在附图这描述和在下面的说明中进行详细描述。附图中，
图1显示了具有用于控制内燃机的装置的内燃机和
图2显示了内燃机和用于控制内燃机的装置。
说明
在图1中示出了一台常规奥托内燃机的燃烧室1。该内燃机可以不仅用气态的燃料而且用液态的燃料工作。围绕供给气态的燃料设置了高压箱2，其中储存具有直到大约20Mpa的压力的气态的燃料，例如天然气。气态的燃料通过高压管道3被引导到减压器4。在减压器4中气态的燃料的大约20Mpa的高压被减小到数量级为0.5至0.8MPa的低压。可选择地，低压的大小可以通过发动机控制机构10的信号预先设定。但是减压器4也可以仅仅实现一个固定地预先设定的低压。在这种情况下也不需要在发动机控制机构10和减压器4之间的任何连接线路11。现在被置于该较低的第二压力上气态的燃料被储存在设置在减压器4之后的储存体积5中。
储存体积5也可以简单地处在减压器4和低压喷射阀6之间的一个低压管道中。在储存体积5上连接一个或多个喷射阀6。在此处仅仅示例性地示出了一个单独的喷射阀6。但是在大多数内燃机中设有多个喷射阀，尤其是四个喷射阀，用于对相应数量的燃烧室供给气态的燃料。
燃烧室1在此处仅仅非常示意地示出。在燃烧室1中伸入火花塞7，它用于点燃引入燃烧室1中的空气燃料混合物。通过喷射阀6将气态的燃料喷入吸气管8中实现该燃料空气混合物的供给。一股空气流流动通过吸气管8，进入燃烧室1中。通过在此处出于清楚起见没有示出的相应的进气阀和排气阀控制燃料空气混合物向燃烧室1中的引入。然后燃料空气混合物通过火花塞7上的点火火花在燃烧室1中燃烧并且通过一个在此处没有示出的活塞转换成运动。在燃烧之后燃烧产物通过废气管9排出燃烧室1。在此处涉及的是通常的奥托内燃机，如它尤其是用于汽油和柴油，但也同样是用于一种气体运行的情况对于专业人员来说是普遍公知的。
此外设有另一个喷射阀20，它直接地通入燃烧室1。该喷射阀20用于喷射一种液态的燃料，尤其是汽油或柴油。液态的燃料自然同样可以喷射到吸气管8。用于液态的燃料的相应的箱，供给管和泵在此处出于清楚的原因并且由于它们对于理解本发明不是关键的而没有示出。此外在图1中示出了一种用于控制内燃机的装置，即控制装置10，它通过许多连接线路11与内燃机的不同的部件连接。通过在连接线路11上的相应的控制命令对例如喷射阀6和喷射阀20进行控制，以便将限定的数量的气态的燃料喷射到吸气管8中或将相应的数量的液态的燃料喷射到燃烧室1中。液态的燃料自然同样可以喷入吸气管8中。火花塞7在此处直接地由控制装置10控制，其仅仅象征性地进行理解。大多数实际的系统具有用于产生高电压的布置在控制装置10外部的点火线圈，它由控制装置控制和然后产生用于火花塞7的相应的高电压信号。此外也示出了一个控制线路11，控制装置10通过该线路控制减压器4。这在通过减压器4可以实现不同的输出压力时是有意义的。通过控制线路11然后由控制装置10调节出减压器4的相应的输出压力。但是围绕运行内燃机也可以使用这样的减压器4，其被调节到某个固定的输出压力上和其此时则不需要在控制装置10和减压器4之间的任何连接线路11。
此外还设置一个压力传感器13，它测量储存体积5中的压力。该压力传感器13同样通过一个连接线路11与控制装置10连接。控制装置10由此具有关于储存体积5中的压力的信息。
在内燃机以气态的燃料连续运行期间储存体积5中的压力通过减压器4调节到一个0.5至0.8Mpa的压力。低压喷射阀6也设计在储存体积5中的压力的该范围上。低压喷射阀6这样地设计，使得在没有被控制的状态下是紧密的和由此在内燃机停机下没有气体可以通过低压喷射阀6漏出到吸气管8中。减压器4不是这样地构造的，即可以进行从储存体积5向高压管道3的回流，亦即一个一旦在储存体积5建立的压力只可以通过打开低压喷射阀6卸压。在内燃机以气态的燃料连续运行期间，通过减压器4将正好数量的气体从高压管道3输送到储存体积5中，用以维持在0.5至0.8MPa之间的要求的压力。
但是当内燃机不是用气态的燃料运行，而是用液态的燃料运行时，储存体积5中的压力情况是有问题的。在这种运行状态下，低压喷射阀6是关闭的，从而封闭在储存体积5中的压力没有通过低压喷射阀6的喷射减小。低压喷射阀6设计成用于喷射在0.5至0.8MPa数量级的低压。当储存体积5中的压力上升到一个明显较高的值时，那么在超过一个一定的阈值之后喷射阀6通过由控制装置10提供的控制脉冲不再被打开。因此当在内燃机连续运行情况下储存体积5中出现过过高的压力时，低压喷射阀6不再可能被打开和不再可能用气态的燃料进行运行。
储存体积5中的这种过高的压力可以例如在以下情况下出现，即内燃机在低温下起动时和然后一直运行到一种只用液态的燃料的热态运行状态。通过这种运行发动机温度上升和由此紧接着发动机周围布置的部件的温度也上升，例如储存体积5的温度也上升。当在冷的运行状态下在储存体积中具有例如0.8Mpa的压力时，那么在环境温度为120℃时储存体积5中的压力上升到1.3MPa。但是由于低压喷射阀6被设计成仅仅为直到1.0Mpa的最大可能的压力，因此在1.3MPa的压力下通过在汽车中提供的通常的12V的车用电压不再能够使低压喷射阀6打开。储存体积5中的不允许的高压力上升的另一个原因可能是减压器4的一定的泄漏，其在正常运行时是没有问题的，因为通过低压喷射阀6的喷射被卸压。但是当在一个较长的时间间隔上只使用液态的燃料时，则减压器4的很小的泄漏也可能导致储存体积5的压力的明显上升。
按照本发明，现在建议，在以液态的燃料运行内燃机时，监控储存体积5中的压力和通过喷射气态的燃料保证，储存体积5中的压力不会上升到超过一个比较值或极限值。最简单的方式是通过定期评估处理压力传感器13的信号来实施。如果在内燃机以液态的燃料连续运行时确定出储存体积5中的压力上升过大，那么通过打开压力喷射阀6减小该压力。
储存体积5的不允许的高压力的压力减小可以例如这样地实施，即在一个短的时间间隔中强制地用气态的燃料运行。这意味着中断用液态的燃料的运行和在一个短的时间间隔中实施采用气态的燃料的运行。
减少储存体积5中的压力的另一个可能性在于，允许同时实施采用液态的燃料运行和采用气态的燃料的运行。Di这可以例如这样地实施，即将液态的燃料作为主要燃料使用和仅仅喷射很小数量的气态的燃料。典型地可以是例如将液态的燃料的数量减少10％或20％和其余要由内燃机1发出的功率通过气态的燃料实现。由于依据储存体积的情况为了使储存体积5中的压力明显减小只需喷射极少数量的气态的燃料，因此通过这种运行方式也使储存体积5中的压力非常迅速地减小。这种混合运行的优点是，完全的转换部分地与内燃机1的功率波动相关联。在燃料从液态向气态和再回到液态的完全变换的情况下，对于内燃机的使用者来说，例如在一个汽车中，在高的发动机负荷下，存在内燃机的短时的功率中断并且完全可以感觉到。通过采用两种燃料的双重运行，其中气态的燃料仅仅占很小的比例，可以在很大的程度上避免内燃机的这种功率波动。
替代地，也可以通过一种简单的温度观察确定储存体积5中的压力。这种情况特别是在采用液态的燃料的内燃机进行冷起动时是有意义的。为此在以液态的燃料的运行开始时测定储存体积5的温度和计算通过储存体积5的温度上升产生的储存体积5中的压力上升。为此不是一定需要一个直接地配置于储存体积5的温度传感器，而是也可以利用一个模型由内燃机1的温度确定对储存体积5的加热。依据内燃机1的温度，汽车的速度和通过焦耳-汤姆森效应(Joule-Thomson-Effekt)对气体的冷却，可以计算出储存体积5的一个估计的温度，该温度然后作为计算储存体积5中的压力的基础。这种方法不需要用于测量储存体积5中的压力的压力传感器13。
此外压力减小可以在一个与运行点相关联的设计压力上进行，由此在气体运行中在发动机的一种可能的相继的停机和重新起动情况下不会产生任何起动问题。尤其是在汽车中在一定的运行状态下，如例如在发动机起动时，提供的电压可以是减小的，因为电池的电压供给在高的电负荷下相对于正常运行可以显著减小。由控制装置10产生用于操作低压喷射阀6的相应的控制信号。为了实现喷射阀6的良好的开关特性，此时通常使用汽车中的最高供给的电压，即电池电压。如果由于电池电压减小使得可以由低压喷射阀6施加的开启力减小，那么储存体积5中的压力的已经很小的极限值就要求减小储存体积5中的压力。对储存体积5中的压力需要进行压力减小所开始的比较值因此应该根据与运行电相关联的设计压力进行选择。在汽车中，在该方面尤其是要注意汽车电池的较小的电压供给的情况，如其典型地在发动机起动上出现。
在图2中示出了本发明的另一个实施例。在该实施例中也示出了一个内燃机和一个控制装置10。同样采用附图标记1，2，3，4，5，6，7，8，9，10，11，13和20表示与图1中的相同的部件，它们也实施相同的功能。但是与图1不同的是，控制装置10不具有各一个通向低压喷射阀6和喷射阀20的连接线路，而是只有一个公共的线路31。在公共的线路31上产生的控制信号通过继电器21可选择地或者供给低压喷射阀6或者供给用于液态的燃料的喷射阀20。这种结构的优点是，在控制装置10中只需要设置一个用于控制喷射阀的终放级和由此节省终放级的相对较大的位置需求。可以通过一个简单的控制线路对继电器21进行控制，该控制线路不是必须由功率终放级控制(在附图中没有示出)。在这种结构中，其中为不同的喷射阀只设置了一个公共的终放级，自然不可以同时用两种燃料的喷射运行。在这种结构中储存体积5中的压力的减小只能够通过一种“硬性的”转换实施，亦即从以液态的燃料的运行向以气态的燃料的运行的完全的转换。

Claims (8)

1.用于控制内燃机(1)的装置(10)，该内燃机可选择地以液态的燃料和以气态的燃料运行，其中为气态的燃料设有高压箱(2)，减压器(4)，设置在减压器之后的储存体积(5)和低压喷射阀(6)，用于向内燃机的燃烧室供给气态的燃料，其特征在于，设有监控机构，该监控机构在内燃机(1)以液态的燃料运行时定期地评估在储存体积(5)中的压力和识别超过一个阈值的压力上升，然后为了减小压力通过低压喷射阀(6)促使气态的燃料的喷射。
2.按照权利要求1所述的装置，其特征在于，监控机构评估处理一个布置在减压器(4)和低压喷射阀(6)之间的压力传感器(13)的信号。
3.按照权利要求1所述的装置，其特征在于，监控机构在以液态的燃料的运行期间由储存体积(5)的温度上升计算出在低压喷射阀(6)前面的压力。
4.按照权利要求3所述的装置，其特征在于，在以液态的燃料的运行期间储存体积(5)的温度上升由一个模型计算。
5.按照前述权利要求1至4中之一所述的装置，其特征在于，为了减小压力，监控机构安排从以液态的燃料的运行向以气态的燃料的运行的转换。
6.按照权利要求1至3中之一所述的装置，其特征在于，为了减小压力，监控机构安排采用液态的燃料和采用气态的燃料的同时的运行。
7.按照前述权利要求1至4中之一所述的装置，其特征在于，监控机构依据储存体积(5)的与运行点相关联的设计压力选择该阈值。
8.用于控制内燃机(1)的方法，该内燃机可选择地以液态的燃料和以气态的燃料运行，其中为气态的燃料设置了高压箱(2)，减压器(4)，设置在减压器之后的储存体积(5)和低压喷射阀(6)，用于向内燃机的燃烧室供给气态的燃料，其特征在于，在内燃机(1)以液态的燃料运行时定期地评估在储存体积(5)中的压力和识别在低压喷射阀(6)前面的超过一个阈值的压力上升并且为了减小压力而促使气态的燃料的喷射。
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