CN107084065B - Method and device for controlling an internal combustion engine - Google Patents
Method and device for controlling an internal combustion engine Download PDFInfo
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- CN107084065B CN107084065B CN201710084266.2A CN201710084266A CN107084065B CN 107084065 B CN107084065 B CN 107084065B CN 201710084266 A CN201710084266 A CN 201710084266A CN 107084065 B CN107084065 B CN 107084065B
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- 238000002485 combustion reaction Methods 0.000 title claims abstract description 118
- 238000000034 method Methods 0.000 title claims abstract description 40
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- 230000001276 controlling effect Effects 0.000 claims description 8
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- 238000011156 evaluation Methods 0.000 claims description 2
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- 230000009467 reduction Effects 0.000 description 15
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- 230000001133 acceleration Effects 0.000 description 7
- 238000002347 injection Methods 0.000 description 7
- 239000007924 injection Substances 0.000 description 7
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- 239000007858 starting material Substances 0.000 description 5
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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
- F02D45/00—Electrical control not provided for in groups F02D41/00 - F02D43/00
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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
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0002—Controlling intake air
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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
- F02D31/00—Use of speed-sensing governors to control combustion engines, not otherwise provided for
- F02D31/001—Electric control of rotation speed
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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
- 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
- F02D41/042—Introducing corrections for particular operating conditions for stopping the engine
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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
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0002—Controlling intake air
- F02D2041/001—Controlling intake air for engines with variable valve actuation
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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
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
- F02D2200/101—Engine speed
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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
- F02D2250/00—Engine control related to specific problems or objectives
- F02D2250/06—Reverse rotation of engine
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N11/00—Starting of engines by means of electric motors
- F02N11/08—Circuits or control means specially adapted for starting of engines
- F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N19/00—Starting aids for combustion engines, not otherwise provided for
- F02N19/005—Aiding engine start by starting from a predetermined position, e.g. pre-positioning or reverse rotation
- F02N2019/008—Aiding engine start by starting from a predetermined position, e.g. pre-positioning or reverse rotation the engine being stopped in a particular position
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N99/00—Subject matter not provided for in other groups of this subclass
- F02N99/002—Starting combustion engines by ignition means
- F02N99/006—Providing a combustible mixture inside the cylinder
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- 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)
- Combined Controls Of Internal Combustion Engines (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
Abstract
The invention relates to a method and a device for controlling the coasting behavior of an internal combustion engine, wherein a time profile of the rotational speed of the internal combustion engine during coasting of the internal combustion engine can be influenced in such a way that the internal combustion engine is stopped within a predeterminable angular range of a crankshaft, and wherein in particular a rotational speed (330) of the internal combustion engine occurring during coasting of the internal combustion engine is determined by means of a trajectory control (300) for a target rotational speed (343).
Description
Technical Field
The invention relates to a method and a device for controlling the coasting behavior (Auslaufverhalten) of an internal combustion engine, in particular of a motor vehicle, according to the preambles of the respective independent claims. The invention also relates to a computer program, a machine-readable data carrier for storing the computer program, and an electronic control unit, by means of which the method according to the invention can be carried out.
Background
DE 102014204086 a1 discloses a method and a device for controlling the coasting behavior of an internal combustion engine, in which an air metering device, in particular a throttle or variable valve control device, initially reduces the amount of air supplied to the internal combustion engine during coasting (Auslauf) as a function of a stopping request. In this case, the time profile of the rotational speed of the internal combustion engine is influenced as a function of the stop request in such a way that the internal combustion engine is stopped within a predeterminable angular range of the crankshaft. The coasting behavior can thereby be controlled and, in addition, it can be determined which cylinder of the internal combustion engine was in the compression stroke when the coasting is ended and the internal combustion engine is shifted into the stop state. The rotational speed profile is influenced by an auxiliary unit which applies a torque to the crankshaft, which decelerates or accelerates the rotational movement of the crankshaft, directly or indirectly, for example by corresponding actuation of a high-pressure injection pump coupled to the crankshaft. This makes it possible to set the rotational speed gradient during the coasting of the internal combustion engine to a target rotational speed gradient that can be specified.
The mentioned control of the coasting behavior makes it possible, in particular for hybrid drives, to start the internal combustion engine without a starter in a purely electric motor operation, for example with a specific torque requirement, without providing an external drag torque.
Furthermore, DE 102011006288 a1 discloses a method for starting an internal combustion engine without a starter, in which a part of the cylinders of the internal combustion engine is designed as a cylinder which can be depressurized during a compression stroke. During the coasting of the internal combustion engine, a final position of the crankshaft is set, in which the compressible cylinder is in the compression stroke. Upon request of a starting process of the internal combustion engine immediately after the coasting, an air/fuel mixture in a cylinder that is in a combustion stroke during the stop state is ignited to generate a torque for restarting the internal combustion engine, wherein the cylinder in a compression stroke is depressurized.
The immediate subsequent restart or start of the internal combustion engine takes place from an angular position in which the crankshaft is stopped after the coasting movement. The stop position, i.e. the angular distance of the crankshaft from the next ignition top dead center (ZOT) and the starting cylinder concerned in this case, varies as a function of the motor speed and thus the different kinetic energy which are respectively present in the case of a stop request. Furthermore, the stop position is varied on the basis of the mechanical friction of the movable mechanical parts of the internal combustion engine and on the basis of the influence of auxiliary units, such as air compressors or dc generators, and/or of a correspondingly applied stop strategy during coasting, such as a corresponding actuation of the throttle valves mentioned, the high-pressure pump mentioned and/or the camshaft phase.
Disclosure of Invention
The method and the device according to the invention for controlling the coasting behavior of an internal combustion engine, in particular with regard to a restart of the internal combustion engine after the internal combustion engine has been shut down or stopped, for example by means of the aforementioned decompression-direct start described in DE 102011006288 a1, are based on the following knowledge: improved positioning of the crankshaft for the inertial movement of the motor can be achieved by specifying the reversal point (rculdrehpunkt) of the crankshaft of the internal combustion engine in question in advance by means of a trajectory adjustment for the target rotational speed. In the case of the coasting of the internal combustion engine, the rotational speed preferably associated with the ignition top dead center (ZOT) must be known or predicted as precisely as possible.
When carrying out the trajectory control specified according to the invention, the predicted rotational speed, which is generated without corrective intervention in the last ZOT preceding the standstill of the internal combustion engine, is compared with the desired rotational speed in the last ZOT, the so-called "target rotational speed", and the difference generated in this case is formed as a control deviation and is supplied to the control means. This difference is preferably based on the square of the rotational speed and thus on the energy, as will be described in more detail below.
In particular, the reversal point of the crankshaft is important before the mentioned stop position of the crankshaft, in which the crankshaft stops after the coasting of the internal combustion engine, i.e. the point in time at which the direction of rotation of the crankshaft changes from forward to backward during the motor coasting, i.e. the crankshaft temporarily has a rotational speed of zero. Because of the region around the reversal point of the crankshaft, the exhaust valve arranged on the cylinder of the internal combustion engine and provided for discharging the combustion products is briefly opened in order to close it again immediately after the reversal of the direction of rotation up to the stop position, so that air undefined in terms of quality and composition reaches the respective cylinder in the expansion phase. Due to its mass and the resulting "gas spring effect", this air not only makes it difficult or even impossible to precisely locate the stop position of the crankshaft, but also, due to its unknown concentration and possibly too high residual gas ratio, compromises the ignition reliability in the respective expansion cylinder, which is required in the event of a renewed start request.
In the case of the method and the device according to the invention, it is proposed in particular that the coasting movement of the internal combustion engine or the motor coasting movement is changed or influenced in such a way that the most identical possible reversal point of the crankshaft is set before the stop state of the internal combustion engine by means of a suitable, preferably control-based, regulation of at least one regulating variable of the internal combustion engine which influences the coasting movement. The reversal point is then preferably selected or set such that the exhaust valve does not open for a short time when the crankshaft is rotating in the direction of rotation. The following is then also no longer necessary: in the case of a variable camshaft adjustment device, the exhaust port of the cylinder is provided with a variable camshaft adjustment device, so that the crankshaft must be actuated accordingly within the range of the reversal point of the crankshaft and then at the temporarily prevailing speed of rotation mentioned being zero.
The mentioned control variables can be provided by the following control device (stellvorticichtungen), which has the same effect on the inertial movement of the internal combustion engine or the corresponding rotational movement of the crankshaft as mentioned below:
a throttle valve arranged in the intake tract of the internal combustion engine or in the corresponding intake tract, which throttle valve can have a decelerating effect as well as an accelerating effect;
a high-pressure pump arranged in the fuel accumulator (for example the "common rail"), which has substantially only a decelerating effect;
an oil pump controlled or regulated by a combined characteristic curve, which, when the delivery power increases, exerts a decelerating effect on the coasting of the crankshaft as a result of the resulting power drop on the crankshaft;
a generator mode (generator) control variable, for example provided by an alternator that can preferably be controlled via an (intelligent) interface to the motor control, which has only a decelerating effect;
an (elektromotorisch) control variable in the electric motor mode, for example a supercharging and regeneration machine (BRM) arranged in the drive train ("Powertrain") of the internal combustion engine, which typically supplies several kw of energy in the form of a motor and has substantially only an accelerating effect on the inertial movement.
In the case of the mentioned regulation of the reversal point of the crankshaft, a multi-variable quantity regulator can be used, which is formed by two non-linear P-regulators for the regulating variables provided by at least two of the mentioned regulating devices, which exert preferably opposite effects on the inertial movement, for example the regulating variable "rail pressure" provided by the high-pressure pump and the regulating variable "intake pipe pressure" provided by the throttle valve. The control device then carries out a suitable corrective intervention in order to set the desired target rotational speed in the last ZOT by means of the two mentioned control variables and thus to obtain the same reversal point in each inertial movement of the internal combustion engine.
By means of the always identical reversal point of the crankshaft, which can be achieved according to the invention during the coasting of the internal combustion engine, the required ignition reliability can be ensured in the respectively expanding cylinder ("expansion cylinder") during the aforementioned decompression direct start, since the air mass present in the expansion cylinder is no longer adulterated by the aforementioned short-term opening of the exhaust valve and can therefore even fail to ignite on account of a too high residual gas ratio. In addition, the proposed method can be used to select or control a reversal point of the crankshaft which should be prioritized with regard to vibrations in the inertial movement, i.e., with regard to comfort, and which therefore causes only minor "motor vibrations" shortly before the standstill of the internal combustion engine.
Furthermore, it can be provided for the method and the device according to the invention that the reversal point is determined in the last operating ZOT on the basis of the kinetic and/or potential energy of the internal combustion engine or the crankshaft. This is preferably used here: for each (individual) internal combustion engine there is a unique relationship between the kinetic energy of the crankshaft in the last ZOT, which is essentially determined by the rotational speed of the crankshaft, and the potential energy in the ZOT, which is determined by the pressure in the combustion chamber of the respective active cylinder and the reversal point set on the basis of these two energy quantities. By means of this relationship, it is possible to achieve or achieve a suitable reversal point of the crankshaft according to the invention by reaching a suitable target rotational speed in the last ZOT.
The kinetic energy is preferably determined or predicted from the arithmetic difference of the square values of the different rotational speeds occurring in the inertial movement of the internal combustion engine. Since the difference of these squared values represents a reliable measure for the reduction of energy in the coasting phase of the internal combustion engine. Furthermore, it is possible to apply, adapt and/or merely predict the rotational speed which arises during the coasting of the internal combustion engine at empirically predefinable crankshaft positions, for example before a specific ZOT 1440, 720, 540, 360 and 180 ° KW, depending on the typical coasting behavior determined in the preparation phase. For the known curve of the time-dependent inertial motion characteristic, a correspondingly higher or time-dependent target rotational speed is calculated back on the basis of the rotational speed at ZOT which is finally exceeded (uberschritten), which predicts a predictable final rotational speed (Schlussdrehzahl), for example 175U/min (rpm), which automatically leads to the desired rotational speed by the mentioned reduction of the kinetic energy.
The mentioned curve of the temporal inertial motion characteristic can be provided, for example, by the following operating conditions of the internal combustion engine:
a) there is a constant intake pipe pressure;
b) there is a constant actuation time for closing the inlet valve of the cylinder;
c) there is a constant activation time for opening the exhaust valve of the cylinder;
d) the high-pressure pump is not currently delivering.
The processing means for the rotational speed prediction or prediction are based in particular on the following technical effects: the energy reduction of the kinetic and/or potential energy in the inertial motion of the internal combustion engine referred to here is substantially constant. Since the moment of inertia of the internal combustion engine is constant and the drag torque of the internal combustion engine generally does not change during coasting, the mentioned difference of the square of the rotational speed represents a reliable measure for the reduction of energy in the coasting phase. This energy reduction measure is constant, in particular, for the different crankshaft angles (KW) mentioned or for the ignition distance from the top dead center (ZOT) or multiples of said ignition distance.
The method according to the invention enables a reliable precalculation or prediction (prediction) of the rotational speed of the crankshaft (KW) of the internal combustion engine, which rotational speed results from the inertial motion to which the internal combustion engine is exposed, and thus also the final stop position. Such a stop position corresponds in particular to the KW position or a crankshaft angle which occurs in the coasting of the internal combustion engine, in particular when no intervention influencing the rotational speed or no coasting (Auslaufformung) is performed.
In the case of a control deviation of the trajectory control, either an intervention to accelerate the rotational speed or an intervention to decelerate the rotational speed may be carried out, wherein, depending on the asymmetry between these interventions, which arises in the exemplary embodiment described below, it is preferable to carry out statistically more interventions to accelerate the rotational speed than interventions to decelerate the rotational speed.
The invention can be used on all internal combustion engines (for example gasoline and diesel motors) for which the stop position of the crankshaft can be influenced for the purposes described in this respect, in particular in order to be able to carry out start-stop operation, by means of the named control of the reversal point of the crankshaft, i.e. the invention can be used not only in internal combustion engines with the named possibility of a decompression direct start.
The computer program according to the invention is set up for: each step of the method is carried out in particular when the computer program runs on a computer or a controller. The method according to the invention can be implemented on an electronic control unit without any structural modifications. For this purpose, a machine-readable data carrier is provided, on which the computer program according to the invention is stored. The electronic control unit according to the invention is obtained by loading the computer program according to the invention on an electronic control unit, which is set up to control the internal combustion engine referred to here by means of the method according to the invention, in particular in start-stop operation or in hybrid operation.
Further advantages and embodiments of the invention emerge from the description and the drawing.
It goes without saying that the features mentioned above and those yet to be explained below can be used not only in the respectively specified combination but also in other combinations or alone without leaving the scope of the invention.
Drawings
Fig. 1 schematically shows the structure of an internal combustion engine known from the prior art and referred to here;
FIG. 2 illustrates an exemplary curve or characteristic curve of the relationship between the reversal point of the crankshaft before ZOT and the rotational speed measured at a crank angle exceeding 360 in the last ZOT before a stop state of the internal combustion engine;
FIG. 3 shows an embodiment of the trajectory adjustment according to the invention by means of a combined block diagram/flow diagram;
fig. 4 shows two exemplary embodiments of a method for speed prediction by means of a flow chart;
fig. 5 shows a first exemplary embodiment of the method according to the invention with the aid of the speed curve and a curve of other relevant operating variables in time in ms, more precisely shortly before the reversal point of the crankshaft; and is
Fig. 6 shows a second exemplary embodiment of the method according to the invention with the aid of the corresponding curve of the relevant operating variable according to fig. 5.
Detailed Description
Fig. 1 schematically shows the structure of an internal combustion engine 10 described in DE 102014204086 a1, in which the method according to the invention can be used. Such an internal combustion engine 10 has a combustion chamber 20, the volume of which is limited by a piston 30, which is coupled to a crankshaft 50 via a connecting rod 40 and performs an up-and-down movement in a unique manner when the crankshaft rotates. The control unit (i.e., the control and/or regulating device) actuates, in a known manner, the various control elements (Stellglieder) of the internal combustion engine 10, such as the throttle valve 100, the injection valve 150, the spark plug 120 and, if necessary, the intake valve 160, which is connected to the camshaft 190 via a first cam 180, and/or the exhaust valve 170, which is coupled to the camshaft 190 via a second cam 182, up and down. In the internal combustion engine, various devices for controlling the movement of the intake valves 160 and/or the exhaust valves 170, for example variable cam settings or fully variable, for example electrohydraulic, valve settings, can be provided in a known manner and method.
Air is drawn in through the intake duct 80 and exhausted through the exhaust duct 90 in a known manner. In the exemplary embodiment shown in fig. 1, the injection valve 150 is located in the intake line 80. However, it is also possible in a known manner for the injection valve 150 to inject directly into the combustion chamber 20. In particular, when injection valve 150 injects directly into combustion chamber 20, a high-pressure pump may be provided, which delivers fuel to injection valve 150, for example, via an injection rail. The high-pressure jet pump is connected to the crankshaft 50.
The crankshaft 50 is connected to the electric motor 200 via a mechanical coupling 210. The electric machine 200 may be, for example, a generator or, for example, a starter generator. It is also possible that the electric motor 200 is a conventional starter and that the mechanical coupling 210 comprises a toothed ring and a pinion in a known manner, with which the starter engages. A crankshaft angle sensor 220 may be provided in order to detect the angular position of the crankshaft 50 and to transmit the angular position, for example, to the controller 70. However, it is also possible, for example, to obtain the angular position without the crankshaft angle sensor 220, for example by calculation. A compressor of an air conditioner may also be provided, which is coupled to the crankshaft 50 (not shown). The control of the high-pressure ejector pump and/or the compressor of the air conditioner can be carried out, for example, by the controller 70. It is also possible for an oil pump and/or a cooling water pump to be coupled to crankshaft 50 (not shown).
Fig. 2 shows a relationship (characteristic curve) 250 measured in the hot operating state of a four-cylinder internal combustion engine between the reversal point of the crankshaft before ZOT (y-axis) and the rotational speed in the last ZOT before the standstill of the internal combustion engine (x-axis). It can be seen from fig. 2 that in the last ZOT, a rotational speed 255 of the internal combustion engine of, for example, 260U/min can be reached, which is detected as a rotational speed without angular error over a crank angle of 360 ° KW, in order to always obtain the same reversal point ("RDP") 260 of the crankshaft at 45 ° KW before the ZOT. Due to the constant energy reduction between the two ZOTs in the coasting movement of the internal combustion engine, the rotational speeds in the respectively following ZOTs can be predicted or predicted particularly precisely under the operating conditions mentioned below, and thus a precise rotational speed curve or rotational speed trajectory shown in fig. 5 and 6 can be formed. The operating conditions mentioned preferably correspond to one or more of the following conditions a) to d) which are present in the inertial movement of the internal combustion engine:
a) there is a regulated, constant intake pipe pressure of, for example, 650 mbar;
b) there is a regulated or locked, constant actuation time for closing the inlet valves of the cylinders, for example closing the respective inlet valves at 120 ° KW before ZOT;
c) there is a regulated or locked, constant activation time for opening the exhaust valve of a cylinder, for example, at 148 ° KW after ZOT, the respective exhaust valve;
d) the high-pressure pump is not currently delivering.
The mentioned predicted trajectory of the rotational speed may comprise up to 15 ZOTs, more precisely from an idle level of, for example, 800U/min up to a standstill of the internal combustion engine. The rotational speed predicted in the last ZOT, which rotational speed is generated without corrective intervention, as described below, is compared with the desired rotational speed in the last ZOT, the so-called "target rotational speed", and the difference generated in this case is formed as an adjustment deviation, and is supplied to the adjustment means described below with the aid of fig. 3. This difference is based on the square of the rotational speed and thus on the energy, as also described below.
In the exemplary embodiment shown in fig. 3, a multi-variable quantity controller 300 is used as a so-called "trajectory control mechanism", which in the present exemplary embodiment comprises: a non-linear first P-regulator 305 for the regulating variable "rail pressure" (Raildruck) supplied by the high-pressure pump; and a second P-regulator 310, also non-linear, for the adjustment amount "intake pipe pressure" provided by the throttle valve. The adjustment is based on the mentioned principle: to achieve the desired reversal point of the crankshaft, it is necessary to set or set a specific motor speed in the last ZOT and then to carry out suitable corrective interventions in order to set, by means of these two control variables, for example at a speed of 260U/min, the target speed desired in the last ZOT before the standstill of the internal combustion engine and thus to achieve the same reversal point in each inertial movement of the internal combustion engine, for example 45 ° KW before the ZOT which can no longer be reached afterwards.
The first P-regulator 305 in this embodiment provides a first adjustment 315 for the rail pressure and the second P-regulator 310 provides a second adjustment 320 for the intake pipe pressure. Now, on the basis of these control variables 315, 320, a schematically illustrated motor coasting 325 is carried out, which is activated only below an idle speed of, for example, 800U/min. From the rotational speed 330 currently occurring in the motor coasting 325, the value of the predicted actual rotational speed in the last ZOT is determined by means of the previously calculated predicted rotational speed trajectory 335 and is combined (verknu pft) 340 with the target rotational speed 343 in the last ZOT in a subtraction manner in order to obtain a corresponding control deviation. The rotational speed values resulting from the combination 340 are supplied to the two P controllers 305, 310. The respective target value of the rotational speed 343 is obtained beforehand for a given target value or desired reversal point (RDP) 345 using the RDP characteristic curve 350 already shown in fig. 2.
In the case of the target speed/trajectory control described with reference to fig. 3, it is to be taken into account that the two variables mentioned have different influences on the speed of the internal combustion engine. Thus, the throttle valve, by means of a suitable adjustment, which is known per se, can not only achieve a reduction in the intake pipe pressure and thus a slowing effect of the rotational speed, but also an increase in the intake pipe pressure and thus an acceleration effect of the rotational speed. In contrast, the high-pressure pump (actively) can only bring about an increase in the fuel pressure and thus also only the effect of reducing the rotational speed.
From the predicted tuning deviation for the last ZOT, the following two different intervention scenarios result:
1. an intervention to (initially) accelerate the rotational speed, which is particularly suitable in the following cases: the current kinetic energy is not sufficient for reaching the desired target rotational speed, and
2. an intervention to (initially) decelerate said rotation speed, said intervention being particularly suitable in the following cases: the kinetic energy is too large for the desired target rotational speed.
Due to the mentioned "asymmetry" of the two manipulated variables, i.e. the two decelerated manipulated variables, but only one accelerated manipulated variable, the use of the two intervention cases 1 and 2 is divided in such a way that the acceleration case is statistically dominant over the deceleration case. This division of acceleration versus deceleration situations is, in the present embodiment, for example 1/4 pairs 3/4, resulting in less initial acceleration, but more often initial deceleration. Accordingly, according to this exemplary division, acceleration interventions have less influence in terms of energy on the kinetic energy stored in the internal combustion engine or crankshaft than deceleration interventions.
The described target speed/trajectory control is activated in the exemplary embodiment in the following cases: the rotational speed is below a threshold value of 800U/min in this case and therefore there is a coasting phase of the internal combustion engine. Then after activation, the rotational speed in the following ZOT is predicted as described in more detail below.
The calculation of the aforementioned predicted rotational speeds for two different operating situations of a four-cylinder internal combustion engine (referred to below as "situation 1" and "situation 2") is described below. As already mentioned, it is assumed here that the mentioned energy reduction of the kinetic energy is substantially constant in the inertial motion of the internal combustion engine concerned here. Since the moment of inertia of the internal combustion engine is constant and the drag torque (schlepdisplacement) of the internal combustion engine generally does not change or changes only very slightly during the coasting phase, the mentioned difference in the square of the rotational speed represents a reliable measure for the reduction in energy in the coasting phase. This energy reduction measure is constant, in particular, for the different crankshaft angles (KW) mentioned or for the ignition distance from the top dead center (ZOT) or multiples of said ignition distance.
In the predictive calculation of the rotational speed, an evaluation angle that is as free as possible of angular errors is preferably used as a basis. The angle without angular error, i.e. without angular error, is denoted by α below. The angular error-free property can be realized by the following modes: only such angle values between the corresponding tooth of the KW sensor wheel, for example the ZOT tooth 17, relative to the equally named (gleichlaunted) ZOT tooth 17, are always taken into consideration as angle values. It should be noted here that the respective angles between the different teeth of the KW sensor wheel are subject to errors due to manufacturing tolerances during the production of such sensor wheels. The corresponding angle error may be up to 5%. The rotational speed development (Drehzahlbildung) is preferably carried out here at the respective top dead center of the crankshaft, for example at top dead center (ZOT).
In the coasting movement of the internal combustion engine, the energy reduction Δ E is coupled with the drag torque M of the internal combustion engineSProportional to the moment of inertia θ, that is to say the following relationship applies:
from this again follows:
or by simple deformation for the unit
The so-called inertial motion coefficient Ms/θ yields:
in these equations, the parameter MSExpressed in units of [ Nm]The traction moment of the meter is measured,
expressed in units of [ ° KW]Ignition pitch of the meter, the ignition chamberFor a four-cylinder internal combustion engine, for example, the already mentioned 180 ° KW, the variable θ represents the moment of inertia of the mass of the internal combustion engine which is involved in the inertial movement, and n represents the unit U/min of the internal combustion engine]The rotational speed of the meter.
In principle, there are two possibilities for predicting the rotational speed for a four-cylinder internal combustion engine, namely to predict the rotational speed during coasting of the internal combustion engine at the (next) instant when there is a 180 ° KW (case 1) or at the instant when there is a 720 ° KW (case 2). The respective prediction angle is denoted β below and corresponds in the case 1 mentioned to the ignition distance itself or in the case 2 to the ignition distance between the same cylinders, i.e. to 4 × 180 ° KW =720 ° KW for a four-cylinder internal combustion engine.
In order to be able to predict the rotational speed in case 1, i.e. in the case of 180 ° KW, information from the previous angular range of 540 ° KW is required. This angle range is referred to below as the result angle (ergebniswingel) γ and is calculated as follows:
in order to be able to predict the rotational speed in case 2, i.e. in the case of 720 ° KW, information from the previous angular range of 1080 ° KW is required. This angular range, also referred to as the resulting angle γ, is calculated as follows:
it should be noted that if information from the past, which is necessary for this purpose, is already present in the "unfired" inertial motion of the internal combustion engine, i.e. if the result angle γ =1080 ° KW, the rotational speed should preferably be optionally predicted by means of the prediction angle β =720 ° KW, since then differences in the drag torque, which are specific to the cylinders that may be present, are not reflected in the prediction result.
If, however, only a small amount of information from the past is present in the "non-ignited" coasting of the internal combustion engine, i.e. if the result angle γ =540 ° KW, then the rotational speed should preferably be predicted as normal by means of the prediction angle β =180 ° KW.
Fig. 4 shows a flow chart for explaining two exemplary embodiments of the method for predicting the rotational speed of the internal combustion engine concerned here, more precisely for the two cases 1 and 2 mentioned above. In these embodiments, the parameter "n" represents the rotational speed of the internal combustion engine in units [ U/min ], and the parameter "i" represents the total number of crankshaft revolutions for exceeding the respective mentioned ZOT (Z ä hler). In both embodiments, a four-cylinder internal combustion engine is assumed, that is to say the angle between the two ZOTs is 180 ° KW.
In a first exemplary embodiment according to FIG. 4, the ZOT is first addressediThe current operating state of the internal combustion engine in (2) calculates 400 a described predicted rotational speed n of the internal combustion engine on the basis of the last rotational speed forming angle α =360 ° KW without angular erroriAnd intermediate save 402 it. Read out for the previous ZOT in step 405i-1That is to say in the present example, the predicted rotational speed n, which has been calculated 410 for the prediction angle β =180 ° KW and is likewise stored 415 in the interim, is already calculated 410i-1。
In step 420, at said two rotational speed values niAnd ni-1On the basis of (1), calculating the constant energy reduction measure DNQ mentioned since the last operating state at β =180 DEG KW180°KWThat is to say according to the relation DNQ180°KW=Δn2 180°KW=n2 i-1-n2 iThe difference of the squares of the rotational speeds is calculated. From this, γ = α + β =540 ° KW is produced as a result angle, which corresponds to the angle in the past on which the prediction result is based. Based on the energy reduction measure thus calculated, for the next (different) ZOTi+1I.e. n for β =180 ° KW2 i+1=n2 i-DNQ180°KWTo predict 425 the square n of the rotation speed2 i+1. By rooting, from which 430 is calculated for the next (different) ZOTi+1Predicted speed n of rotationi+1。
As outlined by the dashed line 435, the further rotational speed n predicted in the future for the further ZOT is calculated in a corresponding manner in an optional step 440i+j(where j =2, 3, 4, …), to be precise, until the relation n is precisely followedi+j=(n2 i-j*DNQ180°KW)0.5The generated rotational speed ni+jWith values less than zero no longer being achievable.
The last step 445 corresponds to a wait loop (Warteschleife), in which a wait is carried out until the next (different) ZOT is reached, i.e. there is an update angle δ =180 ° KW, which elapses (vergeht) until there is an updated result.
In a second exemplary embodiment, which is again shown in FIG. 4, the current ZOT is again first of alliWherein said rotation speed n is calculated 400 on the basis of said last rotation speed without angular error forming an angle α =360 ° KWiAnd intermediate save 402 it. In step 405, the ZOT for the previous agreement is readi-4In the present example, the predicted rotational speed n of 410, which is likewise stored in the interim 415, is calculated for the prediction angle β =720 ° KW on the basis of the last rotational speed without angular error forming angle α =360 ° KW and is likewise stored in the interimi-4。
At said two rotation speed values niAnd ni-4On the basis of (1), a constant energy reduction scale DNQ of the last prediction angle β =720 ° KW is again calculated in step 420720°KWThat is to say according to the relation DNQ720°KW=Δn2 720°KW=n2 i-4-n2 iThe difference of the squares of the rotational speeds is calculated. From this, in this example, γ = α + β =1080 ° KW is produced as a result angle, which in turn corresponds to the angle of the past that is the basis of the prediction result.Based on the energy reduction measure thus calculated, for the next identical or consistent ZOTi+4I.e. in terms of n for β =720 ° KW2 i+4=n2 i-DNQ720°KWTo predict 425 the square n of the rotation speed2 i+4. By rooting, the next identical ZOT is generated 430 computationally fromi+4Predicted speed n of rotationi+4。
As is also outlined here by the dashed line 435, the further rotational speed n predicted in the future for the further ZOT is calculated in a corresponding manner in an optional step 440i+j(where j =8, 12, 16, …), to be precise, until the relation n is precisely followedi+j=(n2 i-j*1/4*DNQ720°KW)0.5The generated rotational speed ni+jWith values less than zero no longer being achievable.
The last step 445 again corresponds to a waiting loop, in which the waiting is continued until the next (different) ZOT is reached, i.e. there is an update angle δ =180 ° KW, which elapses until there is an updated result.
As can be seen from the rotational speed curve 500 according to the first exemplary embodiment, which is shown in an exemplary manner in FIG. 5, on the basis of the current ZOT rotational speed 505 of 791.1U/min, a value of 317.7U/min is generated at the start 507 of the prediction of the rotational speed 510 of the 14 th ZOT in the unaffected future and a value of 242.7U/min is generated at the start 515 of the prediction of the rotational speed of the 15 th ZOT. "unaffected future" means that no regulator intervention has been performed on the high-pressure pump, and therefore the intake-line pressure in the coasting movement of the internal combustion engine is constantly 650mbar in the present example, wherein the high-pressure pump is still not delivering. The described speed curve leads to a reversal point of 54.5 ° KW of the crankshaft before ZOT at a speed of 242.7U/min and to a reversal point of 13.0 ° KW of the crankshaft before ZOT at a speed of 317.7U/min.
In the described operating situation, the "acceleration" is initially determined,that is to say, by increasing 525 the setpoint value 520 of the intake pipe pressure and a corresponding increase in its actual value 522: the 15 th ZOT will be the last ZOT and the actual rotational speed in this last ZOT is no longer the noted 242.7U/min but is in the ideal case 260U/min, which in turn corresponds to the 45 KW reversal point before the ZOT. The control deviation for setting the intake manifold pressure is formed here on the basis of the energy described, i.e. the difference in the square of the rotational speed is used, which is to say according to the relationship: 2602U2/min2-242.72U2/min2=+8697U2min2To proceed with.
It should be noted that, during the aforementioned regulation of the target rotational speed value, the setpoint value of the throttle target rotational speed controller 310 shown in fig. 3 initially utilizes the intervention range defined as reliable from-160 mbar to +80mbar with 650mbar +80mbar =730mbar almost completely, after which the throttle target rotational speed controller also reduces the intervention even further with a reduced control deviation or ignores it completely. However, in the case of the initial acceleration which is present here, the high-pressure pump target rotational speed regulator 305, which is also shown in fig. 3, does not intervene, so that the rail pressure remains constant at approximately 50bar and is not increased.
It should be noted that at time t = -400ms, the regulator intervention must be terminated, since the intake manifold pressure is now to be brought to a pressure level in time, which according to fig. 2 corresponds to a value of 650mbar, so that at the time of the penultimate closing process of the intake valve, a pressure of 650mbar is actually also present in the intake manifold, depending on actual value 530. After this penultimate closing operation of the inlet valve, which takes place at t = -260ms, and after corresponding actuation of the outlet valve according to the actual value 535, the inlet pipe pressure for the last closing operation of the inlet valve is increased to a pressure level of 970mbar, which corresponds to the relationship shown in fig. 2.
As can be seen in particular from FIG. 5, the last ZOT rotational speed is 263.5U/min, which corresponds almost or exactly enough to the desired nominal value of 260U/min. Furthermore, this means that at t =0ms, the reversal point with 44 ° KW before ZOT differs from the desired setpoint value with 45 ° KW before ZOT by only 1 ° KW.
According to the second embodiment shown in FIG. 6, for the illustrated speed curve 600, based on the current ZOT speed 605, which is again 791.7U/min, a value of 314.4U/min is generated at the start of the prediction 607 of the 14 th ZOT speed 610 and a value of 237.9U/min is generated at the prediction of the 15 th ZOT speed 615 in the unaffected future. These rotational speeds 610, 615 lead here to a reversal point of 57.1 ° KW before ZOT at 237.9U/min or to a reversal point of 14.8 ° KW before ZOT at 314.4U/min.
In this case, a "deceleration" is initially determined and is achieved by a decrease in the intake pipe pressure 622 and by an opposite increase in the rail pressure 625: the 14 th ZOT will be the last ZOT and the actual rotational speed in this last ZOT will not be 314.4U/min, but in the ideal case 260U/min, which corresponds to a reversal point of 45 KW before the ZOT. The control deviation is again formed on the basis of energy, i.e. the difference between the squares of the rotational speeds corresponds to 2602U2/min2-314.42U2/min2=-31247U2/min2To form the composite material.
In the setting of the target rotational speed value, the setpoint value of the throttle target rotational speed controller 310 also initially takes full advantage of the reliable interference range from-160 mbar to +80mbar at 650mbar to 160mbar =490 mbar. Before both regulators 305, 310 have reduced the control deviation further or their respective interventions are completely omitted, the rail pressure is increased by the high-pressure pump/target speed regulator 305 from 50bar to approximately 130bar (the maximum reliable rail pressure is approximately 200bar here).
At time t = -400ms, the regulator intervention must again be terminated, since the intake manifold pressure must be brought to the mentioned pressure level of 650mbar in a timely manner, so that at the time of the penultimate closing process of the intake valve, the mentioned intake manifold pressure of 650mbar is present by means of the setpoint value 620 of the intake valve closing and the actual value 630 resulting therefrom. After the penultimate closing process of the inlet valve, which takes place again at t = -260ms (and after corresponding synchronous opening of the outlet valve according to the actual value 635), the inlet pipe pressure for the last closing process of the inlet valve is increased to the mentioned pressure level of 970 mbar.
As can be seen, the last ZOT rotational speed is 254.5U/min in this example, which again is very close to the nominal value of 260U/min, so that at t =0ms the reversal point of 49 ° KW before ZOT differs from the desired nominal value of 45 ° KW before ZOT by only 4 ° KW.
It should be noted that, even for internal combustion engines without the mentioned high-pressure pump (so-called "PFI motors"), the target rotational speed can be set merely by means of a throttle valve target rotational speed controller with a correspondingly enlarged intervention range. Furthermore, for internal combustion engines with short coasting, in which less than the 15 ZOTs mentioned are available from idle to standstill, the target rotational speed is also achieved by a correspondingly greater reliable intervention range for the throttle valve and/or for the high-pressure pump.
The described method can be implemented in the form of a control program for an electronic control unit for controlling an internal combustion engine or in the form of one or more corresponding Electronic Control Units (ECUs).
Claims (13)
1. Method for controlling a coasting behavior of an internal combustion engine, wherein a time profile of a rotational speed of the internal combustion engine during coasting of the internal combustion engine can be influenced in such a way that the internal combustion engine is stopped within a predeterminable angular range of a crankshaft, characterized in that the rotational speed of the internal combustion engine, which rotational speed results from the coasting of the internal combustion engine, is determined by means of a trajectory control (300) of the target rotational speed of the internal combustion engine, wherein, during the course adjustment (300), a rotational speed (337) occurring in the last ignition-equipped top dead center ZOT of the crankshaft before a standstill of the internal combustion engine is compared with a desired target rotational speed (343) in the last ZOT, and the difference resulting when the comparison is made is taken as the adjustment deviation (340) as the basis when the trajectory adjustment (300) is made.
2. A method according to claim 1, characterized in that said regulating deviation (340) is generated on the basis of the square value (420) of the rotational speed at which said internal combustion engine is coasting.
3. Method according to claim 1 or 2, characterized in that the rotational speed generated during the coasting of the internal combustion engine is determined at a predeterminable position of the crankshaft before a predeterminable top dead center with ignition, on the basis of a predeterminable coasting characteristic.
4. A method as claimed in claim 3, characterized in that for a known profile of the time-dependent inertia movement characteristic, a correspondingly higher or temporally forward target rotational speed is calculated back on the basis of the last rotational speed which can be expected at the last overtaking top dead center with ignition, which automatically leads to the desired rotational speed.
5. Method according to claim 1 or 2, characterized in that the trajectory adjustment (300) is performed by means of a first adjuster (305) for a first adjustment quantity and by means of a second adjuster (310) for at least one second adjustment quantity.
6. Method according to claim 5, characterized in that an intervention to accelerate the rotational speed or an intervention to decelerate the rotational speed is performed when the trajectory adjustment (300) is performed by means of the first adjustment quantity and the at least second adjustment quantity.
7. A method according to claim 5, characterized in that the mentioned adjustment amount is provided by one of the following mentioned adjustment devices:
-a throttle valve arranged in an intake duct of the internal combustion engine;
-a high-pressure pump arranged in a fuel reservoir of the internal combustion engine;
-an oil pump controlled or regulated by a combined characteristic curve;
-an amount of adjustment of the generator mode;
-adjustment of the electric motor mode.
8. Method according to claim 1 or 2, characterized in that a reversal point of the crankshaft, which occurs before a standstill of the internal combustion engine, can be set by means of the trajectory adjustment (300).
9. A method according to claim 8, characterized in that the reversal point is set such that an exhaust valve arranged on a cylinder of the internal combustion engine is not opened when the crankshaft is reversing rotational direction.
10. Method according to claim 1 or 2, characterized in that an angle-error-free evaluation angle is used as a basis for determining the rotational speed.
11. Method according to claim 1 or 2, characterized in that the predeterminable temporal profile of the coasting behavior is provided by at least one of the following operating conditions of the internal combustion engine:
a. there is a constant intake pipe pressure;
b. there is a constant actuation time for closing the inlet valve of the cylinder;
c. there is a constant actuation time for opening the exhaust valve of the cylinder;
d. the high-pressure pump is not currently delivering.
12. A machine-readable data carrier, on which a computer program is stored, which computer program is set up to: carrying out each step of the method according to any one of claims 1 to 11.
13. An electronic control unit, which is set up to: controlling an internal combustion engine by means of a method according to any one of claims 1 to 11.
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| DE102019202404B4 (en) * | 2019-02-22 | 2024-03-28 | Robert Bosch Gmbh | Method for controlling the stopping behavior of an internal combustion engine |
| DE102019214144A1 (en) * | 2019-09-17 | 2021-03-18 | Robert Bosch Gmbh | Method for controlling the coasting behavior of an internal combustion engine |
| DE102019214401A1 (en) * | 2019-09-20 | 2021-03-25 | Robert Bosch Gmbh | Method for operating an internal combustion engine |
| DE102019215898A1 (en) * | 2019-10-16 | 2021-04-22 | Robert Bosch Gmbh | Method for switching off an internal combustion engine |
| DE102020003869B4 (en) | 2020-06-29 | 2022-09-29 | Mercedes-Benz Group AG | Method for operating an internal combustion engine when it is running down |
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| CN102808702A (en) * | 2011-05-30 | 2012-12-05 | 福特环球技术公司 | Method for estimating a combustion torque of an internal combustion engine and control unit for an internal combustion engine |
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| DE102014204086A1 (en) | 2013-07-15 | 2015-01-15 | Robert Bosch Gmbh | Method and device for controlling an internal combustion engine |
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| CN102808702A (en) * | 2011-05-30 | 2012-12-05 | 福特环球技术公司 | Method for estimating a combustion torque of an internal combustion engine and control unit for an internal combustion engine |
| CN103184944A (en) * | 2011-12-29 | 2013-07-03 | 罗伯特·博世有限公司 | Method for operating petrol engine, |
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