CN104179620B - Method and device for reducing particle emissions of an externally ignited internal combustion engine - Google Patents
Method and device for reducing particle emissions of an externally ignited internal combustion engine Download PDFInfo
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- CN104179620B CN104179620B CN201410223888.5A CN201410223888A CN104179620B CN 104179620 B CN104179620 B CN 104179620B CN 201410223888 A CN201410223888 A CN 201410223888A CN 104179620 B CN104179620 B CN 104179620B
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- internal combustion
- combustion engine
- ignition angle
- ignition
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- 238000002485 combustion reaction Methods 0.000 title claims abstract description 107
- 239000002245 particle Substances 0.000 title claims abstract description 37
- 238000000034 method Methods 0.000 title claims abstract description 16
- 238000010304 firing Methods 0.000 claims description 9
- 239000000446 fuel Substances 0.000 description 12
- 238000010586 diagram Methods 0.000 description 9
- 230000005484 gravity Effects 0.000 description 6
- 239000007789 gas Substances 0.000 description 4
- MWUXSHHQAYIFBG-UHFFFAOYSA-N nitrogen oxide Inorganic materials O=[N] MWUXSHHQAYIFBG-UHFFFAOYSA-N 0.000 description 3
- 230000001133 acceleration Effects 0.000 description 2
- 230000006835 compression Effects 0.000 description 2
- 238000007906 compression Methods 0.000 description 2
- UGFAIRIUMAVXCW-UHFFFAOYSA-N Carbon monoxide Chemical compound [O+]#[C-] UGFAIRIUMAVXCW-UHFFFAOYSA-N 0.000 description 1
- 238000004378 air conditioning Methods 0.000 description 1
- 230000015572 biosynthetic process Effects 0.000 description 1
- 229910002091 carbon monoxide Inorganic materials 0.000 description 1
- 238000009841 combustion method Methods 0.000 description 1
- 230000006866 deterioration Effects 0.000 description 1
- 238000006073 displacement reaction Methods 0.000 description 1
- 238000001704 evaporation Methods 0.000 description 1
- 229930195733 hydrocarbon Natural products 0.000 description 1
- 150000002430 hydrocarbons Chemical class 0.000 description 1
- 238000002347 injection Methods 0.000 description 1
- 239000007924 injection Substances 0.000 description 1
- 239000012528 membrane Substances 0.000 description 1
- 239000000126 substance Substances 0.000 description 1
- 230000001960 triggered effect Effects 0.000 description 1
- 238000009834 vaporization Methods 0.000 description 1
- 230000008016 vaporization Effects 0.000 description 1
Images
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D37/00—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for
- F02D37/02—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for one of the functions being ignition
-
- 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
- F02D41/08—Introducing corrections for particular operating conditions for idling
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
- F02P5/00—Advancing or retarding ignition; Control therefor
- F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
- F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
- F02P5/15—Digital data processing
- F02P5/1502—Digital data processing using one central computing unit
- F02P5/1508—Digital data processing using one central computing unit with particular means during idling
-
- 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
-
- 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
- Y02T10/40—Engine management systems
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Theoretical Computer Science (AREA)
- Signal Processing (AREA)
- Electrical Control Of Ignition Timing (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Ignition Installations For Internal Combustion Engines (AREA)
Abstract
The invention relates to a method for reducing the particle emissions of an externally ignited internal combustion engine in the operating phase of the internal combustion engine following idling. Provision is made for one or more combustion chambers of the internal combustion engine to be heated during the idle operation by advancing the ignition angle to a point before the optimal ignition angle for an effective combustion. The invention also relates to a device for carrying out said method. The method and the device enable the particle emission of an externally ignited internal combustion engine to be reduced by suitable selection of the ignition angle during the idle phase of the internal combustion engine.
Description
Technical Field
The invention relates to a method for reducing the particle emissions of an externally ignited internal combustion engine in the operating phase of the internal combustion engine following idling.
The invention also relates to a device for reducing the particle emissions of an externally ignited internal combustion engine in an operating phase following idling of the internal combustion engine, having a control unit for presetting an ignition time point of the externally ignited internal combustion engine, wherein the control sets an ignition time point during idling of the internal combustion engine, which ignition time point leads to a reduced efficiency of the internal combustion engine.
Background
The regulations for operating a motor vehicle with an internal combustion engine also primarily regulate the permissible displacement of particles in the exhaust gas. For example, in the european 6 standard, the number of particles emitted with the exhaust gas in the case of gasoline engines is limited to 6 × 1011Each mileage. In addition, for gasoline and diesel engines, the allowable particulate mass emitted with the exhaust gas is limited to 4.5mg per mileage. In order to maintain the limit value, the particle source inside the engine must be reduced as much as possible.
In accordance with the prior art, the internal combustion engine is operated in such a way that it is constantly moving through an optimum value with regard to the quantity of particles emitted with the exhaust gas, the fuel consumption, the driving comfort and the emissions of nitrogen oxides, hydrocarbons and carbon monoxide. However, in dynamic operating states, these can still lead to undesirable particle emissions. In particular, after the idle phase, with increasing rotational speed and load of the internal combustion engine, a short-term increased emission of particles occurs, since the fuel vaporizes only insufficiently on the comparatively cold walls of the combustion chamber of the internal combustion engine. This part of the fuel, the so-called wall film, is vaporized and the combustion spreads during the main combustion, which leads to an increased particle emission.
In a conventional operating mode of internal combustion engines according to the prior art, the ignition time is adjusted toward "late" in order to provide a torque reserve during an idle phase. In the case of a short-term torque demand, as occurs, for example, when an air conditioning compressor is switched on, the required additional torque is quickly provided by feedback or recuperation of the hysteresis of the ignition time (rucknahme). The required torque cannot be provided quickly enough from idle by opening the throttle valve in the fresh air supply of the internal combustion engine alone, so that an undesirable standstill of the internal combustion engine or an uneven idle operation can occur without the hysteresis regulation in the event of a torque request.
The internal combustion engine is operated with the highest possible efficiency when the center of gravity of combustion (Schwerpunkt), at which 50% of the fuel is burned in a combustion process, is located in the range of 8 crankshaft degrees after a ignition top dead center (ZOT). In this case, the ignition top dead center represents a crankshaft position in which the piston of the cylinder of the internal combustion engine is in the upper slip position between the compression stroke and the power stroke. A lag adjustment of the ignition time point in idle, which results in a significant lag in the combustion center of gravity at a crank angle of more than 8 degrees, reduces the efficiency of the internal combustion engine. In the case of torque demand, this energy can be immediately provided by more efficient combustion through selection of firing angle.
DE 102004016559a1 discloses a method for operating a hybrid vehicle, which has an internal combustion engine and at least one electric machine, wherein at least one of the electric machines loads the internal combustion engine with a varying torque at idle in such a way that the rotational homogeneity of the internal combustion engine at idle is reduced. According to the invention, it is provided that the internal combustion engine is operated at idle at the same time with an optimum ignition angle and filling degree for the operating state without hysteresis regulation of the ignition angle for forming a torque reserve.
DE1020007030465 discloses a method for operating an internal combustion engine, in which an ignition angle is set away from an efficiency optimum of the motor type in order to form a torque reserve in idle operation and/or in low-load operation. In this case, it is provided that, in idle operation and/or in low-load operation, starting from the optimal value in terms of the ignition angle, the control is carried out so long as a torque reserve is built up until the smoothness of operation of the internal combustion engine falls below a predetermined smoothness limit, wherein the ignition angle achieved in this way is stored as a first ignition angle limit value and is subsequently adjusted as far as the torque reserve is increased until the smoothness of operation of the internal combustion engine again exceeds the predefined smoothness limit, wherein the ignition angle so achieved is stored as a second ignition angle limit value, wherein, in a subsequent adjustment of the ignition angle, the ignition angle adjustment is limited to a value between the first and second ignition angle limit values in order to form a torque reserve in idle operation and/or in low-load operation. This document discloses a detailed approach in the ignition angle adjustment. It does not suggest the adjustment of the ignition angle in consideration of the emission of harmful substances.
DE 19963914C 2 discloses a method for fuel injection in a gasoline internal combustion engine during cold start. The method is characterized by the following method steps:
during a cold start phase, the ignition angle is adjusted with hysteresis at least for a first combustion in at least one cylinder of the internal combustion engine, wherein the fuel injected into this cylinder is brought into combustion.
-normally adjusting (Normalstellen) the ignition angle for ending the cold start phase.
The object of the present invention is to provide a method and a device which enable a reduction in the particle emission of an externally ignited internal combustion engine in an operating phase immediately following an idle phase.
Disclosure of Invention
The object of the invention relating to the method is achieved in that during the idle mode one or more combustion chambers of the internal combustion engine are heated by advancing the ignition angle (Fruhverstellung) to an optimal ignition angle for efficient combustion.
The efficiency of the combustion is reduced by the advance regulation. As a result, a rapid supply of an additionally required torque can be achieved by a rapid adjustment intervention of the firing angle efficiency, as is currently achieved with known hysteresis adjustments of the firing angle in order to provide a torque reserve.
In contrast to the retarded adjustment of the ignition angle, in the case of the advanced adjustment, energy is not discharged into the exhaust system of the internal combustion engine, but is used to heat the combustion chamber, thereby increasing the temperature of the combustion chamber walls. Consequently, the combustion chamber is considerably hotter during the subsequent acceleration out of idle. This leads to better vaporization of the fuel wall membrane and thus to a reduction of the particle emissions.
In this case, it can be provided that the ignition angle is set before the ignition top dead center in the idle mode of the internal combustion engine.
In this case, not only a sufficient torque reserve but also a sufficient temperature increase of the combustion chamber can be achieved in that the ignition angle is brought to 10 ° to 20 °, preferably approximately 15 °, before the ignition angle which is optimal for an effective combustion. If a higher torque reserve is required, the ignition angle can also be positioned far in front of the optimal ignition angle for an effective combustion during the idle phase. In some combustion methods it may be desirable to limit the advance adjustment to a smaller value.
The object of the invention relating to the device is achieved in that a circuit or a program sequence for setting the ignition time point during idling before the ignition top dead center of the internal combustion engine is provided in the control. Thus, the device allows the implementation of the method.
Drawings
The invention is explained in detail below with the aid of embodiments shown in the drawings. Wherein:
figure 1 shows a first diagram with a course of an ignition angle during a driving cycle (Fahrzyklus) of a motor vehicle,
figure 2 shows a second diagram with a profile of the particle emission during a driving cycle of a motor vehicle,
figure 3 shows a third diagram with a correlation of the heat value in the cylinder wall of an internal combustion engine with a center of gravity of combustion,
fig. 4 shows a fourth diagram with a course of a particle emission during a load change.
Detailed Description
Fig. 1 shows a first diagram 10 along a first time axis 14 of a speed profile 13 plotted on a speed axis 15, as it occurs during a part of a driving test according to a new european driving cycle (NEFZ). During this new european driving cycle, a plurality of idle phases 16 and driving phases 17 are passed, wherein the driving phases start with an acceleration phase and have different maximum speeds. In this diagram 10, an ignition time profile 12 is also plotted along an ignition angle axis 11 and the first time axis 14. According to the prior art, an internal combustion engine for a motor vehicle is operated in such a way that during the idle phase of the ignition angle progression 12, a value of approximately-4 degrees is present with respect to an ignition top dead center (ZOT). In this case, the ignition top dead center represents a crankshaft position in which the piston of the observed cylinder of the internal combustion engine is in the upper slip position between the compression stroke and the power stroke; the attitude is represented by a crankshaft angle of zero degrees. Firing at crankshaft angle zero is represented by a firing angle of zero. A negative value of the ignition angle indicates a point of ignition time that is more retarded than the ignition at the ignition top dead center; a positive firing angle indicates firing before the top dead center of ignition. A positive value of the crankshaft angle indicates a crankshaft position after the ignition top dead center (ZOT). During the driving phase 17, the ignition angle profile 12 is at an ignition angle value of from 10 to 25 degrees. The purpose of the setting of the ignition angle in the driving phase 17 is to achieve a fuel-saving operation of the internal combustion engine as possible with as low an emission as possible. As a rule of thumb, the operation is particularly efficient and therefore fuel-saving when the combustion process triggered by the ignition is carried out such that 50% of the fuel is combusted at a crankshaft angle of +8 degrees, i.e. when the center of gravity of the combustion is at +8 degrees. By the adjustment of the ignition angle to-4 degrees during the idling, a deterioration of the motor efficiency is achieved. The position of the center of gravity of the combustion is set significantly behind +8 degrees above the ignition angle, so that a particularly rapid torque increase in the ignition angle path can be achieved if required. In this case, during the idle mode, a large part of the energy released during the combustion is guided unused into the exhaust system of the internal combustion engine.
Fig. 2 shows the speed profile 13 plotted on the speed axis 15 along the first time axis 14 in a second diagram 20, as was already shown in fig. 1. The ignition angle profile 12 corresponds here to the ignition angle profile 12 shown in fig. 1. A first particle size distribution 22 is plotted along a first particle size axis 21. During the idle phase 16, the particle quantity trend 22 has a small value for the particle quantity. At the beginning of the driving phase 17, the particle quantity course 22 rises sharply and for a few seconds values are achieved which lie well above the values in the continuation course of the driving phase 17. A high particle quantity is produced because in the operating phase the combustion chamber of the internal combustion engine has a comparatively low temperature. The fuel to be metered can thus form a wall film on the combustion chamber which does not vaporize until the start of the combustion. A portion of the fuel quantity bound in the wall film is evaporated and diffusely combusted during the main combustion. In this case, an increased particle emission results. The object of the invention is to achieve a higher temperature in the combustion chamber during an idle phase 16, so that the increased particle emissions initially occurring in the driving phase 17 can be reduced.
Fig. 3 shows a heat value curve 32 during idling of the internal combustion engine along an angle axis 33 and a heat value axis 31 in a third diagram 30. The angle axis 33 represents the crankshaft angle in the case of which the combustion center of gravity is located. The heat value axis 31 shows the heat input into the combustion chamber wall of the internal combustion engine in joules, negative values indicating the heat transport into the combustion chamber wall. It can be seen that the heat input into the combustion chamber wall is significantly increased by the advance setting of the ignition angle. This results in an increase in the temperature of the combustion chamber wall. The hotter combustion chamber has the advantage that in the event of an additional load requirement, for example during a start-up, the emission behavior and in this case in particular the emission of particles is improved. The reason for this is that the formation of the fuel wall film during the idle operation is at least partially avoided due to the high temperature of the combustion chamber wall. This prevents the fuel present as a wall film from evaporating and diffusing during the main combustion and prevents the increased particle emissions associated therewith.
Fig. 4 shows a fourth diagram 40 with the course of the particle emissions of an internal combustion engine during a load change. For this purpose, a second particle-quantity course 42 and a third particle-quantity course 43 are plotted against a second particle-quantity axis 41 and a second time axis 44.
The second particle quantity profile 42 shows the particle emissions of an internal combustion engine in the event of a load jump out of idle, the ignition angle being adjusted to a hysteresis in order to provide a torque reserve according to the prior art. After the load jump, there is a clearly too high particle emission, which only gradually subsides with continued steady operation of the internal combustion engine (abskligt).
The third particle quantity profile 43 shows the particle emissions of an internal combustion engine at a load jump out of idle, the ignition angle being adjusted to an advance in order to provide a torque reserve according to the invention. There is no excessive particle emission after the load jump. The particle emissions of an externally ignited internal combustion engine can therefore be significantly reduced by the advanced setting of the ignition angle during the idle phase.
Claims (4)
1. Method for reducing the particle emissions of an externally ignited internal combustion engine in the operating phase following idling of the internal combustion engine, characterized in that during the idling one or more combustion chambers of the internal combustion engine are heated by advancing the ignition angle to a point before the optimal ignition angle for an effective combustion, wherein the ignition angle is set at 10 ° to 20 ° before the optimal ignition angle for an effective combustion, wherein the ignition angle is set at idling of the internal combustion engine before top dead center.
2. The method of claim 1, wherein the firing angle is placed at 15 ° before a firing angle that is optimal for efficient combustion.
3. Device for reducing the particle emissions of an externally ignited internal combustion engine in an operating phase following idling of the internal combustion engine, having a control unit for presetting the ignition time of the externally ignited internal combustion engine, wherein the control unit sets an ignition time point during idling of the internal combustion engine, which results in a reduced efficiency of the internal combustion engine, characterized in that a circuit or a program sequence is provided in the control unit for adjusting the ignition angle in advance during idle operation to a point before the optimal ignition angle of the internal combustion engine with respect to an effective combustion, whereby one or more combustion chambers of the internal combustion engine are heated, wherein the ignition angle is set to precede an optimal ignition angle for an efficient combustion by 10 DEG to 20 DEG, wherein the ignition angle is set to precede ignition top dead center in idle operation of the internal combustion engine.
4. The apparatus of claim 3, wherein the ignition angle is placed at 15 ° before an ignition angle that is optimal for efficient combustion.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE102013209810.3A DE102013209810A1 (en) | 2013-05-27 | 2013-05-27 | Method and device for reducing the particle emission of a spark-ignited internal combustion engine |
| DE102013209810.3 | 2013-05-27 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN104179620A CN104179620A (en) | 2014-12-03 |
| CN104179620B true CN104179620B (en) | 2021-04-16 |
Family
ID=51863212
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201410223888.5A Active CN104179620B (en) | 2013-05-27 | 2014-05-26 | Method and device for reducing particle emissions of an externally ignited internal combustion engine |
Country Status (3)
| Country | Link |
|---|---|
| CN (1) | CN104179620B (en) |
| DE (1) | DE102013209810A1 (en) |
| FR (1) | FR3006009B1 (en) |
Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5309882A (en) * | 1992-02-28 | 1994-05-10 | Sanshin Kogyo Kabushiki Kaisha | Operational control system for engine |
| US6109235A (en) * | 1997-07-31 | 2000-08-29 | Sanshin Kogyo Kabushiki Kaisha | Ignition timing control for marine engine |
| US20030150424A1 (en) * | 2002-02-08 | 2003-08-14 | Kohn Min | Method and system for controlling engine ignition timing |
| CN101737223A (en) * | 2008-11-06 | 2010-06-16 | 福特环球技术公司 | Method and system for controlling vehicle engine |
Family Cites Families (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP1013923A3 (en) * | 1998-12-24 | 2002-11-06 | Honda Giken Kogyo Kabushiki Kaisha | Ignition timing control system for internal combustion engine |
| DE19963914C2 (en) | 1999-12-31 | 2003-05-08 | Bosch Gmbh Robert | Method for operating a gasoline internal combustion engine with fuel injection during a cold start |
| JP2003090255A (en) * | 2001-09-19 | 2003-03-28 | Denso Corp | Control device for internal combustion engine |
| DE102004016559A1 (en) | 2004-04-03 | 2005-10-27 | Volkswagen Ag | Method for operating a hybrid motor vehicle |
| US7418943B2 (en) * | 2006-11-30 | 2008-09-02 | Gm Global Technology Operations, Inc. | Spark advance foe engine idle speed control |
| DE102007030465B4 (en) | 2007-06-29 | 2016-12-22 | Volkswagen Ag | Method for operating an internal combustion engine |
| AT507451B1 (en) * | 2009-10-06 | 2011-07-15 | Avl List Gmbh | METHOD FOR OPERATING A FOREIGN IGNITION COMBUSTION ENGINE |
-
2013
- 2013-05-27 DE DE102013209810.3A patent/DE102013209810A1/en active Pending
-
2014
- 2014-05-21 FR FR1454566A patent/FR3006009B1/en not_active Expired - Fee Related
- 2014-05-26 CN CN201410223888.5A patent/CN104179620B/en active Active
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5309882A (en) * | 1992-02-28 | 1994-05-10 | Sanshin Kogyo Kabushiki Kaisha | Operational control system for engine |
| US6109235A (en) * | 1997-07-31 | 2000-08-29 | Sanshin Kogyo Kabushiki Kaisha | Ignition timing control for marine engine |
| US20030150424A1 (en) * | 2002-02-08 | 2003-08-14 | Kohn Min | Method and system for controlling engine ignition timing |
| CN101737223A (en) * | 2008-11-06 | 2010-06-16 | 福特环球技术公司 | Method and system for controlling vehicle engine |
Also Published As
| Publication number | Publication date |
|---|---|
| FR3006009A1 (en) | 2014-11-28 |
| CN104179620A (en) | 2014-12-03 |
| DE102013209810A1 (en) | 2014-11-27 |
| FR3006009B1 (en) | 2018-09-07 |
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