CN111433098B - 用于控制内燃机的方法 - Google Patents

用于控制内燃机的方法 Download PDF

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Publication number
CN111433098B
CN111433098B CN201880078017.5A CN201880078017A CN111433098B CN 111433098 B CN111433098 B CN 111433098B CN 201880078017 A CN201880078017 A CN 201880078017A CN 111433098 B CN111433098 B CN 111433098B
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internal combustion
combustion engine
working chamber
piston
fresh air
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CN201880078017.5A
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CN111433098A (zh
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丹尼尔·沃尔夫
皮耶贾科莫·特拉韦尔萨
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Schaeffler Holding China Co Ltd
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Schaeffler Technologies AG and Co KG
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/181—Preparing for stopping
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/24—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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    • B60K6/48—Parallel type
    • B60K6/485—Motor-assist type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18018—Start-stop drive, e.g. in a traffic jam
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • B60W30/18127—Regenerative braking
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L9/00—Valve-gear or valve arrangements actuated non-mechanically
    • F01L9/10—Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic
    • F01L9/11—Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic in which the action of a cam is being transmitted to a valve by a liquid column
    • F01L9/12—Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic in which the action of a cam is being transmitted to a valve by a liquid column with a liquid chamber between a piston actuated by a cam and a piston acting on a valve stem
    • F01L9/14—Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic in which the action of a cam is being transmitted to a valve by a liquid column with a liquid chamber between a piston actuated by a cam and a piston acting on a valve stem the volume of the chamber being variable, e.g. for varying the lift or the timing of a valve
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0203—Variable control of intake and exhaust valves
    • F02D13/0207—Variable control of intake and exhaust valves changing valve lift or valve lift and timing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0223—Variable control of the intake valves only
    • F02D13/0226—Variable control of the intake valves only changing valve lift or valve lift and timing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/04—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation using engine as brake
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F02D13/08—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing for rendering engine inoperative or idling
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0047—Controlling exhaust gas recirculation [EGR]
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    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/009—Electrical control of supply of combustible mixture or its constituents using means for generating position or synchronisation signals
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
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    • F02D41/042—Introducing corrections for particular operating conditions for stopping the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
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    • F02D41/04—Introducing corrections for particular operating conditions
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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
    • F02N11/04—Starting of engines by means of electric motors the motors being associated with current generators
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    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
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Abstract

本发明涉及一种用于控制内燃机的方法，该内燃机包括用于内燃机起动的小齿轮启动器、缸和在缸中运行的活塞，缸和活塞共同限界出工作室，其中，工作室通过进气阀(2)以进气道来供应新鲜空气，并且通过排气阀与废气歧管连接，内燃机还包括用于可变地操纵进气阀(2)的系统(1)，其中，对用于可变地操纵内燃机的进气阀(2)的系统(1)进行操控，使得改变进气阀2的打开时间和/或关闭时间和/或行程。在内燃机停机时使用以下策略：对单个或所有工作室的进气阀(2)进行操控，使得减少或避免新鲜空气从进气道到废气歧管的转移，并且减少内燃机的倒拖力矩。

Description

用于控制内燃机的方法
技术领域
本发明涉及一种用于控制内燃机的方法，内燃机包括用于内燃机起动的小齿轮启动器、缸和在缸中运行的活塞，缸和活塞共同限界出工作室，其中，工作室通过进气阀以进气道来供应新鲜空气，并且通过排气阀与废气歧管连接，内燃机还包括用于可变地操纵进气阀的系统，其中，对用于可变地操纵内燃机的进气阀的系统进行操控，使得改变进气阀的打开时间和/或关闭时间和/或行程。
背景技术
这种方法例如在EP 2 578 462 A1中公开。描述了一种用于减少内燃机的泵送损失的方法，内燃机使用在具有皮带-启动器-发电机的混合动力驱动系中。在内燃机处于停机状态中，即倒拖状态中期间，减少泵送损失。
发明内容
本发明的任务是，提出一种方法，其在自动启停阶段期间优化内燃机的运行。
该任务通过如下的用于控制内燃机的方法解决，所述内燃机包括-用于内燃机起动的小齿轮启动器，
-缸和在缸中运行的活塞，所述缸和所述活塞共同限界出工作室，其中，所述工作室通过进气阀以进气道来供应新鲜空气，并且通过排气阀与废气歧管连接，
-用于可变地操纵所述进气阀的系统，其中，对用于可变地操纵内燃机的进气阀的系统进行操控，使得改变所述进气阀的打开时间和/或关闭时间和/或行程，
其中，所述方法的特征在于，在内燃机停机时使用以下策略：
对单个或所有工作室的进气阀进行操控，使得减少或避免新鲜空气从进气道到废气歧管的转移，并且减少内燃机的倒拖力矩，
其中，
在配属于单个工作室或所有工作室的活塞处于排气冲程中的时间点打开这个工作室或所有工作室的进气阀，并且
在该活塞处于进气冲程中且进气冲程没有结束的时间点关闭这个工作室或所有工作室的进气阀，或者在该活塞处于压缩冲程中且压缩冲程没有结束的时间点关闭这个工作室或所有工作室的进气阀。
本发明涉及用于控制内燃机的方法，其中，内燃机包括以下部分：用于内燃机起动的小齿轮启动器、缸和在缸中运行的活塞，缸和活塞共同限界出工作室，其中，工作室通过进气阀以进气道来供应新鲜空气，并且通过排气阀与废气歧管连接，内燃机还包括用于可变地操纵进气阀的系统，其中，对用于可变地操纵内燃机的进气阀的系统进行操控，使得改变进气阀的打开时间和/或关闭时间和/或行程。
在内燃机停机时使用以下策略：对单个或所有工作室的进气阀进行操控，使得减少或避免新鲜空气从进气道到废气歧管的转移，并且减少内燃机的倒拖力矩。以有利的方式可以避免催化器被过度供应新鲜空气。过量的新鲜空气输送导致的是，(为了通过混合调节器调设需要的空气比而)喷入燃料以实现最佳的空气比。避免或减小新鲜空气转移可以导致的是，减少在自动启停过程期间的燃料消耗。另外的优点是，减少倒拖力矩。内燃机的倒拖力矩理解为通过内燃机的产生摩擦的运动的部件导致的阻力。由此尤其是可以改进自动启停过程的舒适度。
可以以如下方式实现该方法的在起动时间方面有利的改进方案，即在内燃机停机时使用以下策略：对单个或所有工作室的进气阀进行操控，使得可以在内燃机停机时监控活塞的位置。单个活塞的最终位置可以被监控，使得操控对于启动内燃机有利的位置。
另外的有利的改进方案涉及如下方法，其中，在内燃机停机时监控活塞的位置，使得活塞在内燃机的停机状态中处于充气与压缩冲程之间的下止点中，其中，向工作室填充新鲜空气。因此以有利的方式可以缩短用于随后起动内燃机的时间。
另外的在该方面有利的改进方案涉及如下方法，其中，在内燃机停机期间监控第一工作室的进气阀的打开时间和/或关闭时间和/或行程，使得配属于第二工作室的活塞在内燃机的随后调设的停机状态中处于充气与压缩冲程之间的下止点中，其中，向第二工作室填充以新鲜空气。
另外的在该方面有利的改进方案涉及如下方法，其中，在内燃机起动时在开始起动之后立即压缩第二工作室中的新鲜空气，将其转换为燃料-新鲜空气混合物，并且使其点燃。
另外的有利的改进方案涉及如下方法，其中，在内燃机停机时使用以下策略：在第一步骤中识别导致停机中断的标准。在第二步骤中，在随后的充气冲程中对处于排气冲程中的工作室的进气阀进行操控，使得向工作室填充以新鲜空气，其中，随后喷入燃料，并且在压缩冲程中使燃料-新鲜空气混合物点燃。
因此尤其是在直喷式内燃机中可以确保内燃机的快速的再起动。用于中断停机的最晚可能的点此外与整个系统的谐振有关。
附图说明
随后借助实施例阐述本发明。
图1示出了用于可变地操纵内燃机的进气阀的电动液压阀传动装置的结构的示意图；
图2示出了进气阀的特征性的第一打开曲线；
图3示出了进气阀的特征性的第二打开曲线；
图4a示出了用于内燃机起动和停机的第一方法；
图4b示出了用于在停机被中断的情况下内燃机启动和停机的第二方法。
具体实施方式
图1示出了用于可变地操纵内燃机的进气阀的电动液压阀传动装置的结构1的示意图。可以操控进气阀2，使得可以改变打开时间、关闭时间和行程。凸轮轴3驱动主动活塞4，主动活塞通过高压室6的液压中间线路5与从动活塞7连接。通过主动活塞4、在高压室6中的液压支持部和从动活塞7可以将通过凸轮轴3的凸轮8导致的运动转移至进气阀2。
设计为2/2路阀的电磁的切换阀9建立高压室6与中间压力室10之间的可控制的液压连接。在打开切换阀9时，液压介质可以从高压室6流入中间压力室10中。中间压力室10经由通过止回阀16保护的液压中间线路连接至内燃机的常见的液压介质回路。中间压力室10与活塞压力存储器13连接。
换气阀2的打开时间、关闭时间和行程的可变性因此通过凸轮轴3的凸轮8与换气阀2之间的机械去耦实现。在主动活塞4和从动活塞7之间，被填充液压介质的高压室6替代机械耦合，高压室6因此作用为所谓的液压连杆。液压介质的通过凸轮轮廓导致的并且借助主动活塞4实现的挤压在切换阀9关闭并且忽略泄漏的情况下成比例地作用于通过从动活塞7的运动导致的换气阀2的运动。换气阀2的运动可以以如下方式被控制，即通过有针对性地打开切换阀9，液压介质的部分体积从高压室6转移至中间压力室10。换气阀2的运动因此不再与凸轮8的轮廓走向成比例地进行，而是可以具有任意的形式。
进气阀的特征性的第一打开曲线在图2中示出。在横坐标上示出了曲轴的转动角，其中，检测曲轴的完整的两圈转动。活塞因此在下止点与上止点之间运动，其中，内燃机执行如下冲程：压缩(点燃)、膨胀、排气、充气。在纵坐标上示出了阀行程和气体质量流量。
线14说明了进气阀2的行程曲线。在排气冲程期间、在下止点TDC之后大约50°曲轴角时进气阀2已经打开。在达到上止点之前大约30°曲轴角时，阀行程是大约1.5mm，并且因此与最大行程相比是相对小的。随后，阀行程提高到例如4mm。在达到下止点BDC之前，在进气冲程期间、在大约460°曲轴角时进气阀关闭。
线15说明了排气阀的行程曲线。排气阀在膨胀冲程期间在140°曲轴角时、即在即将达到下止点BDC时已经打开。排气阀随着排气冲程的结束，在上止点TDC的区域中关闭。和进气阀的行程特性一起，在废气歧管、缸的工作室与进气道之间产生体积流量。在废气歧管与缸的工作室之间的体积流量通过线16示出，在缸的工作室与进气道之间的体积流量通过线17示出。线18说明了进气道与工作室之间的体积流量。从该曲线得到的是，废气从废气歧管转移至进气道，由此实现废气再循环，并且避免或至少减少新鲜空气从进气道转移至废气歧管。此外减少泵送损失，由此减少通过内燃机产生的倒拖力矩。
在图3中示出了进气阀2的特征性的第二打开曲线。进气阀和排气阀的行程曲线尽可能相应于图2所示的曲线。然而在压缩冲程期间在临近上止点TDC之前在-60°曲轴角的情况下进气阀首先关闭。进气阀的最大行程也与图2所示的行程不同，并且是大约9mm。在考虑到减小新鲜空气从进气道至废气歧管的转移的情况下，特征性的第一打开曲线相对于特征性的第二打开曲线是有利的。在考虑到减少倒拖力矩的情况下，特征性的第二曲线相对于特征性的第一曲线是有利的。
因此减少或避免新鲜空气从进气道至废气歧管的转移，并且减少通过活塞运动的阻力产生的倒拖力矩，其方法是：在配属于单个工作室或所有工作室的活塞处于排气冲程中的时间点打开这个工作室或所有工作室的进气阀，并且在该活塞处于进气冲程中且进气冲程没有结束的时间点关闭这个工作室或所有工作室的进气阀，或者在该活塞处于压缩冲程中且压缩冲程没有结束的时间点关闭这个工作室或所有工作室的进气阀。
图4a示出了用于内燃机起动和停机的方法，其中，使用以下策略：在促使停机后，例如在自动启停运行中，操控进气阀2，使得要么形成特征性的第一曲线，要么形成特征性的第二曲线。因此，减少或避免新鲜空气从进气道到废气歧管的转移，并且减少通过活塞运动的阻力导致的倒拖力矩。在停机期间，监控第一工作室的进气阀的打开时间和/或关闭时间和/或行程，使得配属于第二工作室的活塞在内燃机的随后形成的停机状态中处于充气与压缩冲程之间的下止点中，其中，向第二工作室填充以新鲜空气(参见19)。配属于第一工作室的进气阀例如可以在充气冲程期间被操控，使得不打开进气阀，因此可以监控配属于第二工作室的活塞的位置(参见20)。在内燃机的随后的起动中，第二工作室中的新鲜空气可以在开始起动之后立即被压缩，可以被转换为燃料-新鲜空气混合物，并且可以使其点燃(参见21)。对于发动机启动来说需要的时间可以以该方式缩短。
该策略的另外的重点
点22：核算发动机的剩余动能，并且计算出用于有针对性地使发动机停在受监控位置中的操控；
点23：根据特征性的第一打开曲线(图2)或根据特征性的第二打开曲线(图3)操控进气阀；
点20：不打开进气阀，以便可以监控发动机熄火之后的位置；
点21：在压缩阶段中喷入并且激活小齿轮启动器；
点24：在发动机熄火期间确定操控进气阀的方式。
在特定的行驶情况下可以出现的是，内燃机停机，但在停机期间出现应该导致停机中断的事件，参见图4b。在该所谓的“改变主意(Change of Mind)”情况下，内燃机应该尽可能在短的时间后又达到目标转速、即空转转速。针对该目的限定一个标准，该标准的出现导致停机中断。可能的标准例如是通过驾驶员操纵离合器。在出现和识别该标准之后，处于排气冲程中的工作室的进气阀在随后的充气冲程中被操控，使得工作室填充以燃料-新鲜空气混合物，其中，随后在压缩冲程中使燃料-新鲜空气混合物点燃。
该策略的另外的重点
点25：充气包含大部分的废气，并且因此是不可点燃的。
点26：基于中断信号确定操控进气阀的方式。
附图标记列表
1 用于可变地操纵进气阀的电动液压阀传动装置
2 进气阀
3 凸轮轴
4 主动活塞
5 液压介质线路
6 高压室
7 从动活塞
8 凸轮
9 切换阀
10 中间压力室
11 止回阀
12 液压介质回路
13 活塞压力存储器
14 线
15 线
16 线
17 线
18 线
19 填充以新鲜空气的第二工作室
20 在发动机熄火时监控最终位置
21 发动机的启动
22 核算动能
23 操控进气阀
24 在发动机启动后确定操控
25 以过多的废气份额充气
26 在发动机启动后确定操控
BDC 下止点
TDC 上止点

Claims (6)

1.一种用于控制内燃机的方法，所述内燃机包括
-用于内燃机起动的小齿轮启动器，
-缸和在缸中运行的活塞，所述缸和所述活塞共同限界出工作室，其中，所述工作室通过进气阀(2)以进气道来供应新鲜空气，并且通过排气阀与废气歧管连接，
-用于可变地操纵所述进气阀(2)的系统(1)，其中，对用于可变地操纵内燃机的进气阀(2)的系统(1)进行操控，使得改变所述进气阀(2)的打开时间和/或关闭时间和/或行程，
其中，所述方法的特征在于，在内燃机停机时使用以下策略：
对单个或所有工作室的进气阀(2)进行操控，使得减少或避免新鲜空气从进气道到废气歧管的转移，并且减少内燃机的倒拖力矩，
其中，
在配属于单个工作室或所有工作室的活塞处于排气冲程中的时间点打开这个工作室或所有工作室的进气阀，并且
在该活塞处于进气冲程中且进气冲程没有结束的时间点关闭这个工作室或所有工作室的进气阀，或者在该活塞处于压缩冲程中且压缩冲程没有结束的时间点关闭这个工作室或所有工作室的进气阀。
2.根据权利要求1所述的方法，其特征在于，在内燃机停机时使用以下策略：
对单个或所有工作室的进气阀(2)进行操控，使得能够在内燃机停机时监控所述活塞的位置。
3.根据权利要求2所述的方法，其特征在于，在内燃机停机时监控所述活塞的位置，使得所述活塞在内燃机的停机状态中处于充气与压缩冲程之间的下止点(BDC)，其中，向所述工作室填充新鲜空气。
4.根据权利要求1所述的方法，其特征在于，在内燃机停机期间监控第一工作室的进气阀(2)的打开时间和/或关闭时间和/或行程，使得配属于第二工作室的活塞在内燃机的随后调设的停机状态中处于充气与压缩冲程之间的下止点(BDC)，其中，向所述第二工作室填充以新鲜空气。
5.根据权利要求4所述的方法，其特征在于，在内燃机起动时在开始起动之后立即压缩所述第二工作室中的新鲜空气，将其转换为燃料-新鲜空气混合物，并且使其点燃。
6.根据前述权利要求中任一项所述的方法，其特征在于，在内燃机停机时使用以下策略：
-识别导致停机中断的标准；
-在随后的充气冲程中，对处于排气冲程中的工作室的进气阀(2)进行操控，使得以新鲜空气填充所述工作室，其中，随后喷入燃料，并且在压缩冲程中使燃料-新鲜空气混合物点燃。
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