CN111237070A - Method for determining the air mass flow of an internal combustion engine - Google Patents
Method for determining the air mass flow of an internal combustion engine Download PDFInfo
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- CN111237070A CN111237070A CN201911182091.4A CN201911182091A CN111237070A CN 111237070 A CN111237070 A CN 111237070A CN 201911182091 A CN201911182091 A CN 201911182091A CN 111237070 A CN111237070 A CN 111237070A
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- mass flow
- air mass
- internal combustion
- combustion engine
- air
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- 238000002485 combustion reaction Methods 0.000 title claims abstract description 29
- 238000000034 method Methods 0.000 title claims abstract description 20
- 230000001105 regulatory effect Effects 0.000 claims abstract description 4
- 238000004590 computer program Methods 0.000 claims description 6
- 239000007789 gas Substances 0.000 description 23
- 238000011144 upstream manufacturing Methods 0.000 description 9
- 239000003054 catalyst Substances 0.000 description 3
- 239000002245 particle Substances 0.000 description 3
- 238000004364 calculation method Methods 0.000 description 2
- 230000001419 dependent effect Effects 0.000 description 2
- 238000002347 injection Methods 0.000 description 2
- 239000007924 injection Substances 0.000 description 2
- 230000003647 oxidation Effects 0.000 description 2
- 238000007254 oxidation reaction Methods 0.000 description 2
- 230000003197 catalytic effect Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 239000003344 environmental pollutant Substances 0.000 description 1
- 238000005259 measurement Methods 0.000 description 1
- 231100000719 pollutant Toxicity 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
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/18—Circuit arrangements for generating control signals by measuring intake air flow
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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
- F02D2200/04—Engine intake system parameters
- F02D2200/0406—Intake manifold pressure
-
- 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
- F02D2200/04—Engine intake system parameters
- F02D2200/0414—Air temperature
-
- 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
- F02D2200/70—Input parameters for engine control said parameters being related to the vehicle exterior
- F02D2200/703—Atmospheric pressure
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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
- F02D23/00—Controlling engines characterised by their being supercharged
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0002—Controlling intake air
- F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
Abstract
The invention relates to a method for determining the air mass flow of an internal combustion engine (10)
) Is characterized in that a differential pressure value is detected across a flow resistance element located in the intake manifold, wherein the air mass flow in the intake manifold is detected as a function of the differential pressure value across the flow resistance element (b
) And according to the acquired air mass flow rate (
) Regulating air mass flow（
) At least one regulator.
Description
Technical Field
The invention relates to a method and a computer program for determining an air mass flow of an internal combustion engine.
Background
In combustion motors with electric motor controllers, the fresh air mass signal is measured, in particular in diesel engines, with a fresh air mass flow sensor, for example a hot-film air mass sensor (HFM). The measured fresh air quality signal is read by the electric motor controller. A software function in the motor controller adjusts the desired fresh air mass and thus the desired motor filling, for example, on the basis of the measured fresh air mass signal. Typically, a fresh air mass flow sensor is arranged in the fresh air path of the combustion motor between the Air Filter (AFLT) and the compressor.
Disclosure of Invention
The invention relates to a method for determining an air mass flow of an internal combustion engine according to the independent patent claim. The invention also relates to a computer program which is designed to carry out one of the methods.
Advantages of the invention
In a first aspect, a method for determining an air mass flow of an internal combustion engine is described, wherein a differential pressure across a flow resistance (Str ö multiple) in an intake pipe is determined, wherein the air mass flow in the intake pipe is determined from a differential pressure value across the flow resistance, and at least one regulator for the air mass flow is regulated as a function of the determined air mass flow.
It is also advantageousAt the time of acquiring the air mass flow rate (
) It is considered that the flow resistance depends on the nonlinear characteristic of the pressure difference. This is particularly advantageous, since the accuracy of the detected air mass flow can be improved by means of the expansion model, as a result of which the stability and reliability for the internal combustion engine are increased.
Furthermore, the flow resistance may be an air filter or a charge air cooler. It is important here that the flow resistances used have a non-linear behavior dependent on the differential pressure.
It is also advantageous if the regulator is a throttle valve (7) and/or an exhaust gas recirculation valve and/or a bypass for a turbocharger (9). The throttle valve can be used to regulate the air mass flow in a particularly simple manner or by combining a throttle valve, an exhaust gas recirculation valve and/or a turbocharger.
It is also advantageous if the calculation of the air mass flow is carried out by means of a throttle equation or a bernoulli equation. This calculation can be carried out particularly simply and resource-saving in the control device. Furthermore, the model is particularly precise and stable for obtaining the air mass flow.
In a further aspect, the invention relates to a device, in particular a control device, and to a computer program for setting, in particular programming, one of the methods. In yet a further aspect, the invention relates to a machine-readable storage medium on which a computer program is stored.
Drawings
Wherein:
FIG. 1 shows a schematic diagram of an internal combustion engine 10;
fig. 2 shows an exemplary sequence of the method in a preferred embodiment by means of a flow chart.
Detailed Description
Fig. 1 shows a schematic representation of an internal combustion engine 10 having a fresh air line 60, through which air 50 is supplied to the internal combustion engine 10, and an exhaust gas line 70, through which exhaust gas 51 is discharged from the internal combustion engine 10 in the flow direction. The illustrations are limited to the components that are important for the subsequent illustrations.
In the fresh air line 60, the following are arranged, as seen in the flow direction of the air 1: a first sensor 1, an air filter 2, a pressure sensor 3, a compressor 4 of an exhaust-gas turbocharger 9, a charge-air cooler 6 and a throttle valve 7. In the present exemplary embodiment, the fresh air 50 flows through the air filter 2, wherein the air filter 2 separates the pollutant particles from the incoming fresh air 50. This has the result over time that air filters are increasingly being charged with particles.
The first sensor 1 can be designed such that it detects the pressure p in the environment immediately upstream of the flow resistance element0And temperature T0。
Here, the signal is preferably transmitted to the control device 100 by wire or wirelessly.
In the present example, the pressure sensor 3 is designed such that the pressure sensor 3 detects the pressure p in the intake manifold downstream of the air filter 21To atmospheric pressure penvDifferential pressure p betweendiff. For this purpose, the pressure sensor 3 is designed as a relative pressure sensor, wherein a first measuring point of the pressure sensor 3 is located in the intake pipe and a second measuring point is arranged open in the atmosphere, so that the atmospheric pressure p is measuredenv. Further, the control apparatus 100 may acquire the rotation speed n of the internal combustion engine 10engAnd the injection quantity qinj。
Alternatively, the differential pressure across the air filter 2 can be determined by means of the pressure p0And pressure p1Are acquired in a known manner and method.
In the exhaust gas line 70, the following are arranged in the flow direction of the exhaust gas 51, starting from the internal combustion engine 10: an exhaust-gas turbine 16 of the exhaust-gas turbocharger 9 and exhaust-gas aftertreatment components 17, such as an oxidation catalyst (DOC), a particle filter 18 and a selective catalytic system 20.
The arrangement of the oxidation catalyst, the diesel particulate filter and the exhaust gas aftertreatment component 17 of the selective catalyst system 20 is merely exemplary here and may vary according to the embodiment of the internal combustion engine 10.
Upstream of the exhaust gas turbine 16 of the exhaust gas turbocharger 9, i.e. on the high-pressure side of the exhaust gas line 70, an exhaust gas recirculation line 24 branches off from the exhaust gas line 70, which opens into the fresh air line 60 upstream of the internal combustion engine 10 and downstream of the throttle valve 7. Downstream of the internal combustion engine 10, along the exhaust gas recirculation line there is a high-pressure exhaust gas recirculation valve 23, a high-pressure exhaust gas recirculation cooler 22 and a high-pressure exhaust gas recirculation bypass 21. The recirculation of exhaust gases serves to reduce emissions from the internal combustion engine 10.
The internal combustion engine 10 is constructed as a 4-cylinder internal combustion engine in the following example. The 4 cylinders each comprise at least one inlet and outlet valve, not further visible in the drawings. The method can also be transferred to internal combustion engines having other numbers of cylinders, in particular internal combustion engines having 1, 2, 3, 6 and 8 cylinders.
When the internal combustion engine 10 is running, pressure waves are generated by opening and closing the inlet and outlet valves of the internal combustion engine 10. The pressure waves can be detected, for example, by means of pressure sensors in the intake and exhaust paths.
Fresh air mass flow through a flow resistance element based on the Bernoulli equation or alternatively using the throttle equation
May be calculated as set forth subsequently. The throttle equation for the air filter 2 as a flow resistance obtains the fresh air mass flow through the air filter 2 in the following manner:
Aeffis the effective flow area, p, of the air filter 20Is the pressure upstream of the air filter 2, R is the usual gas constant, T0Is the temperature upstream of the air filter 2, and Δ pAirfltIs the pressure difference across the air filter 2.Ψ is dependent on the differential pressure across the air filter 2 and the pressure p upstream of the air filter 20Is measured.
The area of effective flow through the air filter 2 shows a non-negligible, non-linear dependence on the pressure drop across the air filter 2.
Alternatively, mass air flow
It can also be obtained by bernoulli's equation. Mass flow of air
Obtained in the following way:
Aeffis the effective flow area, p, of the air filter 20Is the pressure upstream of the air filter 2, R is the usual gas constant, T0Is the temperature upstream of the air filter 2, and Δ pAirfltIs the pressure difference across the air filter 2. c. C1Here, the area a for effective floweffThe scaling function of (1).
An exemplary flow of the method is shown in fig. 2.
In a first step 500, a pressure p upstream of the air filter 2 is detected0And temperature T0And a differential pressure Δ p across the air filter 2Airflt. Signals are received and stored by the control device 100 from the sensors. Alternatively or additionally, the pressure p0Temperature T0And differential pressure Δ pAirfltCan be received and/or acquired within a predefinable time frame, in particular continuously. The predefinable time range can preferably be understood as a time interval starting at a first time point and ending at a second time point. Preferably, the values received and/or obtained over a time range may be averaged over the time range. Alternatively, the charge air cooler 6 can also be used as a flow resistance element for obtaining the air mass flow
。
Subsequently, in step 510, the differential pressure Δ p is modeled based on the differential pressure Δ pAirfltThe area a of the air filter 2 through which the air flows effectively at the current operating point is determinedeff：
In this case, the effective area a of the air filter 2 is definedeffFrom the model, the pressure difference Δ p according to the presence through the air filter 2AirfltAnd/or the rotational speed n of the internal combustion engine 10engAnd/or the current injection quantity qinjAnd/or ambient temperature TEnvAnd/or ambient pressure penvA value is obtained. The model may be, for example, a function specification as in equation (3).
The effective area for the air filter 2 depends on the differential pressure Δ pAirfltIs carried out in particular by bench measurements of the air filter 2, and the results are preferably stored in a characteristic map or characteristic curve.
By means of the variables mentioned above, the area a of the useful flow for the air filter 2 in the current operating state of the internal combustion engine 10 is determined from the characteristic mapeffAnd stores it in the control device 100.
In step 520, the effective flow area A is then usedeffThe air mass flow is determined by means of the throttle equation (1) or the Bernoulli equation (2)
And uses it as a regulating parameter, in particular for the target air mass flow preset. In this case, the actual value for the air mass flow is set to the target value for the air mass flow of the internal combustion engine 10, wherein the air mass flow is controlled by actuating the throttle 6 and/or the high-pressure egr valve 23 and/or the turbocharger 9, in particular by actuating the wastegate valve or alternatively by actuating a variable turbine for the turbocharger 9The geometry is adjusted.
Subsequently, the method may be restarted in step 500.
Claims (8)
1. A method for determining the air mass flow of an internal combustion engine (10) ((
) Characterized in that a differential pressure (Δ p) across a flow resistance located in the inlet line is acquiredAirflt) Wherein the air mass flow in the intake pipe is determined from the differential pressure value across the flow resistance (
) And according to the acquired air mass flow rate (
) Regulating for air mass flow rate (
) At least one regulator.
2. Method according to claim 1, characterized in that the air mass flow is obtained (
) It is considered that the flow resistance depends on the nonlinear characteristic of the pressure difference.
3. Method according to any one of the preceding claims, characterized in that the flow resistance is an air filter (2) or a charge air cooler.
4. Method according to claim 1, characterized in that the regulator is a throttle valve (7) and/or an exhaust gas recirculation valve and/or a bypass for a turbocharger (9).
5. Method according to any of the preceding claims, characterized in that the air mass flow rate (C) is performed by the throttling equation or the Bernoulli equation
) And (4) calculating.
6. A computer program arranged to perform the method according to any one of claims 1 to 5.
7. An electronic storage medium having a computer program according to claim 6.
8. A device, in particular a control device (100), which is designed to carry out the method according to any one of claims 1 to 5.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE102018220391.1 | 2018-11-28 | ||
| DE102018220391.1A DE102018220391A1 (en) | 2018-11-28 | 2018-11-28 | Method for determining an air mass flow for an internal combustion engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN111237070A true CN111237070A (en) | 2020-06-05 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201911182091.4A Pending CN111237070A (en) | 2018-11-28 | 2019-11-27 | Method for determining the air mass flow of an internal combustion engine |
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| Country | Link |
|---|---|
| CN (1) | CN111237070A (en) |
| DE (1) | DE102018220391A1 (en) |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102021202555A1 (en) | 2021-03-16 | 2022-09-22 | Robert Bosch Gesellschaft mit beschränkter Haftung | Method for operating a fuel cell system, electronic control unit and fuel cell system |
Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4052843A (en) * | 1975-06-04 | 1977-10-11 | Toyota Jidosha Kogyo Kabushiki Kaisha | Apparatus for preventing surging of a gas turbine |
| FR2406727A1 (en) * | 1977-10-21 | 1979-05-18 | Herbault Patrick | Electronic fuel injection system for IC engine - has air flow detector responding to pressure upstream of throttle, with signal fed to circuit which also receives tachometer output |
| US5131932A (en) * | 1990-09-11 | 1992-07-21 | Bionaire, Inc. | Filter replacement indicator |
| CN1734075A (en) * | 2004-08-10 | 2006-02-15 | 罗伯特.博世有限公司 | Operating method and device of internal combustion engine |
| CN104675538A (en) * | 2013-12-03 | 2015-06-03 | 罗伯特·博世有限公司 | Method and measuring arrangement for determining fresh air mass flow |
| CN104963780A (en) * | 2014-03-12 | 2015-10-07 | 曼卡车和巴士股份公司 | Internal combustion engine, in particular gas engine, for a motor vehicle |
| US20160076467A1 (en) * | 2014-09-12 | 2016-03-17 | Man Truck & Bus Ag | Combustion Engine, In Particular Gas Engine, For a Vehicle, In Particular For a Commercial Vehicle |
| CN107269407A (en) * | 2016-04-06 | 2017-10-20 | 罗伯特·博世有限公司 | Method and apparatus for determining the fresh air mass flow in combustion motors |
-
2018
- 2018-11-28 DE DE102018220391.1A patent/DE102018220391A1/en active Pending
-
2019
- 2019-11-27 CN CN201911182091.4A patent/CN111237070A/en active Pending
Patent Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4052843A (en) * | 1975-06-04 | 1977-10-11 | Toyota Jidosha Kogyo Kabushiki Kaisha | Apparatus for preventing surging of a gas turbine |
| FR2406727A1 (en) * | 1977-10-21 | 1979-05-18 | Herbault Patrick | Electronic fuel injection system for IC engine - has air flow detector responding to pressure upstream of throttle, with signal fed to circuit which also receives tachometer output |
| US5131932A (en) * | 1990-09-11 | 1992-07-21 | Bionaire, Inc. | Filter replacement indicator |
| CN1734075A (en) * | 2004-08-10 | 2006-02-15 | 罗伯特.博世有限公司 | Operating method and device of internal combustion engine |
| CN104675538A (en) * | 2013-12-03 | 2015-06-03 | 罗伯特·博世有限公司 | Method and measuring arrangement for determining fresh air mass flow |
| CN104963780A (en) * | 2014-03-12 | 2015-10-07 | 曼卡车和巴士股份公司 | Internal combustion engine, in particular gas engine, for a motor vehicle |
| US20160076467A1 (en) * | 2014-09-12 | 2016-03-17 | Man Truck & Bus Ag | Combustion Engine, In Particular Gas Engine, For a Vehicle, In Particular For a Commercial Vehicle |
| CN107269407A (en) * | 2016-04-06 | 2017-10-20 | 罗伯特·博世有限公司 | Method and apparatus for determining the fresh air mass flow in combustion motors |
Non-Patent Citations (2)
| Title |
|---|
| J.U.托马: "现代液压工程", 31 March 1984, 国防工业出版社, pages: 184 - 185 * |
| 李振峰: "涤纶短纤维生产", 30 June 1991, 东南大学出版社, pages: 150 - 151 * |
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| DE102018220391A1 (en) | 2020-05-28 |
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