CN112644452A - 在激活或停用电加热的构件时实施内燃机的负荷点移动的方法 - Google Patents

在激活或停用电加热的构件时实施内燃机的负荷点移动的方法 Download PDF

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CN112644452A
CN112644452A CN202010993773.XA CN202010993773A CN112644452A CN 112644452 A CN112644452 A CN 112644452A CN 202010993773 A CN202010993773 A CN 202010993773A CN 112644452 A CN112644452 A CN 112644452A
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combustion engine
internal combustion
load point
driving mode
component
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S.雅科夫列夫
J.班库斯
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Volkswagen AG
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Abstract

本发明涉及一种用于运行机动车的内燃机的方法，废气后处理装置的被电加热的构件通过由内燃机驱动的电机被供应电功率，由于构件的激活或停用或者由于将运行该构件必要的电能中间存储在蓄电池中实施内燃机的负荷点移动。该方法在下列时间点之一或者在存在下列条件之一的情况下实施负荷点移动：‑在换挡期间当接入新挡位时；‑在行驶模式变换期间，在一种行驶模式中车辆由内燃机驱动，在另一种行驶模式、所谓的惯性行驶模式中，内燃机由具有挂入的挡位的机动车的动能驱动；‑通过在负荷点移动之前和负荷点移动之后使用具有类似的声学的特性场区域；‑当加速踏板的倾斜度改变时；‑在驾驶程序改变时；‑在由驾驶员接通或关闭耗电器时。

Description

在激活或停用电加热的构件时实施内燃机的负荷点移动的 方法
技术领域
本发明涉及一种用于运行机动车的内燃机的方法，其中，通过由所述内燃机驱动的电机为废气后处理装置的被电加热的构件供应电功率，其中，由于所述构件的激活或停用或者由于将用于运行该构件必要的电能中间存储在蓄电池中实施所述内燃机的负荷点移动(Lastpunktverschiebung)。
背景技术
未来进一步降低的有害物质极限值要求高效的废气后处理(德语：Abgasnachbehandlung，缩写ANB)。为了实现各个单独的部件的足够高的效率，这些单独的部件需要尽可能快地超过其起燃温度。一种方案是借助于电加热催化器、即所谓的e-Kat主动加热这些部件。在此，为了快速加热，e-Kat的加热功率应大于等于2kW、较佳地大于等于3kW、优选大于等于4kW。
电功率在此通常通过电机、例如皮带起动发电机提供。因此，内燃机的负荷点向更高的负荷移动。这是有利的，因为内燃机的更高的负荷点导致更高的废气温度并且因此实现对废气后处理装置的更快的加热。更高的负荷通常导致内燃机的噪声更大，更大的噪声在某些情况下可能被驾驶员感受为负面的。也就是说，由于加热要求不是直接由驾驶员的操作影响或发起的，因此该噪声水平可能被感受为是特别负面的。在此特别严重的是只能不连续地调节功率的e-Kat系统。这种情况主要出现在e-Kat控制器设计为PWM(脉冲宽度调制)开关/晶体管开关时。在不连续的负荷突变的情况下，内燃机的噪声相应地突然改变。此外存在具有DC/DC变换器的可连续调节的系统。
由专利文献DE 10 2016 207 037 A1和DE 10 2016 207 039 A1已知用于运行具有蓄能器的电气的混合动力车辆的方法和装置，该混合动力车辆具有电动机和内燃机。在此，为了负荷点提升或负荷点变化，具有掩蔽潜力的定义的事件协调地用于提高声学极限。当满足预设的声学条件时，用于内燃机的特别运行策略被触发，通过该特别运行策略可实现蓄能器的充电状态的提高。特别运行策略通过补偿负载点直到达到可变地预设的声学极限而起提高功率的作用，该声学极限根据确定的声学事件的算出的掩蔽潜力定义。建议一种用于实施方法的装置，该方法将用于内燃机的负荷点控制的声学极限至少提高到如下水平，该水平由于至少一个声学相关事件的掩蔽在当前是允许的。在这样的混合动力车辆起动之后检查，哪些声学相关事件相应地在当前存在。为了协调相应地在当前同时存在的掩蔽潜力，以最大声压谱的形式从所有掩蔽潜力中算出最大值。将如此产生的总声压谱与内燃机的同样在控制单元中提供的与负荷相关的声压谱相比较。随后选择用于内燃机的负荷点，该负荷点的声压谱分别处于协调的总声压谱之下或被其充分地掩蔽。总声压谱是能可变地预设的声学极限。负荷点提升可以通过绝对的负荷值作为相应存在的声学相关的进行掩蔽的事件的函数来预设或者作为与基础负荷值的差来预设，该基础负荷值可以同样通过基础声谱预设。这样的基础声谱可以经验性地算出并且存储在控制单元中。当相对于基态、例如基于在平坦的行车道上与速度相关的总是至少存在的风噪声或滚动噪声没有附加的进行掩蔽的事件存在时，基础声谱可以是最大被接受的可听见的发动机声。基础声学阈值与行驶状态、例如驾驶员的期望驱动力矩和速度有关。尤其通过车辆内部的影响源产生的事件被视为声学相关事件，所述车辆内部的影响源的特性谱是已知的和/或车辆内部的影响源的出现可以通过车辆内部的系统控制、例如风扇或空调设备、打开的窗户、打开的滑动式天窗或车辆速度。还考虑车辆外部的影响源作为事件，所述车辆外部的影响源的出现能通过传感器检测、例如雨、道路路面或驶过隧道。还考虑使用者引起的、尤其由于音频设备的运行引起的影响源。还可以考虑未知的影响源作为事件，所述未知的影响源通过至少一个麦克风检测。通过掩蔽可以无舒适性受损地提高声学极限。
由专利文献DE 10 2008 023 394 A1已知一种使用电加热催化器的混合冷启动策略。废气催化转化器配属于加热元件、例如电加热催化器，该电加热催化器为废气催化转化器提供额外的热量。额外的加热减少了直至废气催化转化器开始工作的时间。内燃机控制模块可以分析包括环境空气温度、内燃机冷却剂温度、废气流量和提供给电加热催化器的功率在内的数据，以便估计在内燃机启动之后应接通电加热催化器的时间。内燃机控制模块可以考虑其它信息，包括燃料/空气比和点火延迟数据，以便估计废气催化转化器中催化剂的温度。
发明内容
本发明所要解决的技术问题是，改进按照本发明的方法，尤其使得驾驶员不觉得被负荷点移动打扰。
所述技术问题通过用于运行机动车的内燃机的方法解决，其中，通过由所述内燃机驱动的电机为废气后处理装置的被电加热的构件供应电功率，其中，由于所述构件的激活或停用(或者说去激活)或者由于将用于运行该构件必要的电能中间存储在蓄电池中实施所述内燃机的负荷点移动，按照本发明，所述负荷点移动在下列时间点之一或者在存在下列条件之一的情况下实施：在换挡期间当接入(Einkuppeln)新的挡位时；在行驶模式变换期间，其中，在一种行驶模式中，车辆由内燃机驱动，其中，在另一种行驶模式、所谓的惯性行驶模式(或者说滑行模式，Schubmodus)中，内燃机由具有挂入的挡位的机动车的动能驱动；通过在负荷点移动之前和负荷点移动之后使用具有类似的声学(或者说声学效果，Akustik)的特性场区域(或者说特性曲线区域)；当加速踏板的倾斜度改变时；在驾驶程序改变时；在由驾驶员接通或关断耗电器时。
所述方法用于运行机动车的内燃机，其中，废气后处理装置的被电加热的构件、尤其e-Kat通过由内燃机驱动的电机、例如皮带起动发电机(Riemenstartergenerator)被供应电功率。在激活或停用该构件时或者当开始将运行该构件必要的电能中间存储在蓄电池中时实施内燃机的负荷点移动。按照本发明，在下列时间点之一或者在存在下列条件之一的情况下实施负荷点移动：
-在换挡期间当接入新的挡位时；
-在行驶模式变换期间，其中，在一种行驶模式中，车辆由内燃机驱动，其中，在另一种行驶模式、所谓的惯性行驶模式中，内燃机由具有挂入的挡位的机动车的动能驱动；
-通过在负荷点移动之前和负荷点移动之后使用具有类似的声学的特性场区域；
-当加速踏板的倾斜度改变时；
-在驾驶程序改变时；
-在由驾驶员接通或关断耗电器时。
在驾驶员预料到内燃机的噪声增大或者不觉得被该噪声增大打扰的时间点实施影响内燃机的噪声的负荷点移动。
具有类似的声学的特性场区域可能例如最大引起数分贝、例如小于2db的声压改变。这种隐藏的切换(或者说开始)优选根据温度差ΔT进行。所述负荷点移动的开始根据所述构件或废气质量流的实际温度与额定温度(或者说目标温度)的差ΔT进行，其中，在高的加热需求的情况下存在低的切换阈值(Schaltschwelle，或者说起始阈值)，并且在低的加热需求的情况下存在高的切换阈值。
在较大的第一差ΔT的情况下，已经将负荷点移动到具有达到(或者说不超过)1.0至1.5dB的声压改变的特性场区域中，其中，在较小的第二差ΔT的情况下，将负荷点移动到具有小于0.2dB的声压改变的特性场区域中。
当例如由于对运动按钮的操作出现驾驶程序的改变时或者由驾驶员接通耗电器、例如空调设备或暖气时，驾驶员不觉得被内燃机的噪声的改变打扰。
在此，可以将DOC、SDPF、SCR-Kat(选择性催化还原转化器)考虑作为构件。隐藏的切换可以尤其在激活e-Kat时实施，但也可以在停用e-Kat时实施。在此，在测量技术上检测温度或者通过替代模型分析式地确定温度。
为了快速加热，e-Kat的加热功率优选大于2kW、较佳地大于3kW、优选大于4kW。
所述方法可以特别优选地使用在只不连续地调节功率的e-Kat系统中。这种情况主要出现在e-Kat控制器设计为PWM开关/晶体管开关时。
附图说明
现在存在设计和改进本发明的大量可行性。首先参照上述实施方式。现在根据附图和对附图的说明阐述优选的设计方案。在附图中：
图1示意性地示出机动车的前部区域；
图2示意性地示出废气后处理装置；并且
图3示意性地示出温度差和切换阈值之间的关系。
具体实施方式
图1示出机动车的极示意性地示出的车辆前部1，所述车辆前部1的外轮廓通过轮廓线示出。行驶方向由箭头表示。还示出了两个车轮3、4。这些车轮通过内燃机VKM 5和变速器6驱动。在排气系7中存在废气后处理装置(ANB)。废气后处理装置或ANB包括e-Kat 8，该e-Kat 8通过线路9与e-Kat控制器10连接。e-Kat控制器10又通过线路11与皮带起动发电机12连接。皮带起动发电机12通过皮带12a驱动并且因此可以通过线路11将电流导引至e-Kat控制器10。
在图2中示意性地示出废气后处理装置。废气13从内燃机首先被输入e-Kat 8。e-Kat的位置此处只示例性地示出并且也可以处于其它不同的位置。在e-Kat 8的下游布置有柴油机氧化催化器(DOC)14。在柴油机氧化催化器(DOC)14的下游布置有温度传感器15。借助于温度传感器15能够测量从柴油机氧化催化器14排出的废气的废气温度。在温度传感器15的下游布置有柴油机颗粒过滤器16、尤其是具有SCR涂层的柴油机颗粒过滤器16(SDPF)。
在按照本发明的方法中，在驾驶员预料到内燃机5的噪声增大或者不觉得被该噪声增大打扰的时间点实施影响内燃机5的噪声的负荷点移动。在此，优选e-Kat 8的激活是重要的，但e-Kat 8的停用也是重要的。例如，切换可以在换挡期间在接入新的挡位时进行。
隐藏的切换还可以在行驶模式变换期间进行，其中，在一种行驶模式中，车辆由内燃机VKM 5驱动，其中，在另一种行驶模式、所谓的惯性行驶模式中，内燃机VKM 5由具有挂入的挡位的机动车的动能驱动。隐藏的切换可以在从(车辆由VKM驱动的)行驶模式变为惯性行驶模式时或者在从惯性行驶模式变为(车辆由VKM驱动的)行驶模式时进行。
隐藏的切换还可以通过在负荷点移动之前和负荷点移动之后使用具有类似的声学的特性场区域进行。在此，声压改变可以在需要的温度改变ΔT较大的情况下是较大的、例如1.0至1.5dB并且在需要的温度改变ΔT较小的情况下是较小的。该关系在图3中示出。在水平轴18上绘出温度差ΔT、即实际温度与额定温度的差。在竖轴17上绘出切换阈值。在此，曲线20表示，当ΔT较大时，允许较大的声压改变，而当ΔT较小时只希望较小的声压改变。
隐藏的切换还可以在加速踏板的倾斜度改变时进行。此外，在图3中还示出用于加速踏板倾斜度的切换阈值。当ΔT较大时，切换阈值较小并且例如小于每秒50％。当ΔT较小时，切换阈值较大，即加速踏板倾斜度在这种情况下应高于每秒200％。
隐藏的切换还可以在驾驶程序改变时进行，这例如在驾驶员激活运动程序时是可行的。
隐藏的切换还可以在耗电器由驾驶员接通或关断时进行。
隐藏的切换还可以通过由驾驶员接通耗电器进行。可以将运行e-Kat 8必要的电能中间存储在蓄电池中，其中，通过电机对蓄电池的充电如上所述地隐藏地切换。
附图标记列表
1 车辆前部
2 车辆前部的外轮廓
3 车轮
4 车轮
5 内燃机(VKM)
6 变速器
7 具有废气后处理装置的排气系
8 e-Kat
9 线路
10 e-Kat控制器
11 线路
12 皮带起动发电机
12a 皮带
13 废气
14 柴油机氧化催化器
15 温度传感器
16 具有SCR涂层的柴油机颗粒过滤器
17 切换阈值的轴
18 温差ΔT的轴

Claims (4)

1.一种用于运行机动车的内燃机(5)的方法，其中，通过由所述内燃机(5)驱动的电机为废气后处理装置(ANB)的被电加热的构件(8)供应电功率，其中，由于所述构件(8)的激活或停用或者由于将用于运行该构件(8)必要的电能中间存储在蓄电池中实施所述内燃机(5)的负荷点移动，其特征在于，所述负荷点移动在下列时间点之一或者在存在下列条件之一的情况下实施：
-在换挡期间当接合新的挡位时；
-在行驶模式变换期间，其中，在一种行驶模式中，车辆由内燃机(5)驱动，其中，在另一种行驶模式、所谓的惯性行驶模式中，内燃机(5)由具有挂入的挡位的机动车的动能驱动；
-通过在负荷点移动之前和负荷点移动之后使用具有类似的声学的特性场区域；
-当加速踏板的倾斜度改变时；
-在驾驶程序改变时；
-在由驾驶员接通或关断耗电器时。
2.根据权利要求1所述的方法，其特征在于，所述负荷点移动的开始根据所述构件或废气质量流的实际温度与额定温度的差ΔT进行，其中优选地，在高的加热需求的情况下存在低的切换阈值，并且在低的加热需求的情况下存在高的切换阈值。
3.根据权利要求2所述的方法，其特征在于，在较大的第一差ΔT的情况下，将负荷点移动到具有达到1.0至1.5dB的声压改变的特性场区域中，其中，在较小的第二差ΔT的情况下，将负荷点移动到具有小于0.2dB的声压改变的特性场区域中。
4.根据权利要求2或3所述的方法，其特征在于，在较大的第一差ΔT的情况下，在加速踏板倾斜度的改变小于每秒50％的情况下实施负荷点移动，其中，在较小的第二差ΔT的情况下，在加速踏板倾斜度的改变大于每秒200％的情况下实施负荷点移动。
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