DE102014222474A1 - Adjustment of the fluid quantity of the system for additional injection of an internal combustion engine to the signal of the knock control - Google Patents

Adjustment of the fluid quantity of the system for additional injection of an internal combustion engine to the signal of the knock control

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Publication number
DE102014222474A1
DE102014222474A1 DE102014222474.8A DE102014222474A DE102014222474A1 DE 102014222474 A1 DE102014222474 A1 DE 102014222474A1 DE 102014222474 A DE102014222474 A DE 102014222474A DE 102014222474 A1 DE102014222474 A1 DE 102014222474A1
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DE
Germany
Prior art keywords
fluid
cylinder
knock
control device
exhaust gas
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
DE102014222474.8A
Other languages
German (de)
Inventor
Sebastian Schmaderer
Martin Böhm
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Bayerische Motoren Werke AG
Original Assignee
Bayerische Motoren Werke AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Bayerische Motoren Werke AG filed Critical Bayerische Motoren Werke AG
Priority to DE102014222474.8A priority Critical patent/DE102014222474A1/en
Publication of DE102014222474A1 publication Critical patent/DE102014222474A1/en
Pending legal-status Critical Current

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Classifications

    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D35/00Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/027Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions using knock sensors
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D19/00Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/12Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with non-fuel substances or with anti-knock agents, e.g. with anti-knock fuel
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D41/00Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D41/00Electrical control of supply of combustible mixture or its constituents
    • F02D41/02Circuit arrangements for generating control signals
    • F02D41/14Introducing closed-loop corrections
    • F02D41/1438Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/1446Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being exhaust temperatures
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02MSUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M25/00Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
    • F02M25/022Adding fuel and water emulsion, water or steam
    • F02M25/0227Control aspects; Arrangement of sensors; Diagnostics; Actuators
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02MSUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M25/00Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
    • F02M25/022Adding fuel and water emulsion, water or steam
    • F02M25/0228Adding fuel and water emulsion
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D41/00Electrical control of supply of combustible mixture or its constituents
    • F02D41/008Controlling each cylinder individually
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02PIGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P5/00Advancing or retarding ignition; Control therefor
    • F02P5/04Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/145Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
    • F02P5/15Digital data processing
    • F02P5/152Digital data processing dependent on pinking

Abstract

In a method of controlling combustion in an internal combustion engine having at least one cylinder (30), a knocking strength in the cylinder (30) is detected by means of a knocking sensor (37). A predetermined target firing angle of the cylinder (30) corresponding to a target exhaust gas temperature is adjusted, and fluid addition to the cylinder (30) is controlled in dependence on the detected knock magnitude.

Description

  • The invention relates to a method for controlling a combustion in an internal combustion engine and an internal combustion engine with such controlled combustion.
  • In internal combustion engines, for example in gasoline engines, especially in highly-charged gasoline engines, knocking combustion can occur. This can result in power reduction and lower combustion efficiency. In extreme cases, this can even lead to component damage.
  • To counteract or prevent knock, it is known to retard the firing angle of the cylinder. As a result, however, the combustion efficiency deteriorates and the exhaust gas temperature increases. To counteract the higher heat load of the exhaust system, if necessary, the injected into the cylinder air-fuel mixture must be enriched, so be provided with higher fuel content. However, fuel consumption, performance, and emissions may degrade.
  • To reduce the tendency to knock, therefore, a fluid, such as water, is added directly into the combustion chamber or into the fuel, whereby the cylinder charge is cooled when the fluid is evaporated. As a result, the ignition angle can be adjusted toward early, and fuel consumption and performance of the engine improve.
  • The DE 31 42 729 A1 describes such a device for controlling an internal combustion engine as a function of the occurrence of knocking operations.
  • However, new and stricter emission control standards for combustion processes also require compliance with exhaust gas temperature limits. The exhaust gas temperature can also be reduced by the addition of fluid. However, this requires that a certain amount of fluid must be kept permanently in order to ensure an admixture of fluid. The exact amount of fluid is dependent on many different factors, such as intake air temperature, engine temperature, fuel quality, component tolerances, for example, in terms of compression in the cylinder, signal tolerances, for example, during the filling of the cylinder, deposits in the combustion chamber and others. These factors can not be sufficiently pre-controlled or otherwise recorded. Therefore, always a large amount of fluid must be kept, and the fluid consumption increases.
  • It is therefore the object of the invention to provide a method and a device, with a reduced fluid consumption in the combustion control, at the same time a control of the exhaust gas temperature is possible, so that in particular exhaust gas temperature limits can be met.
  • To achieve the object, a method for controlling a combustion in an internal combustion engine, in particular an internal combustion engine in a motor vehicle, is provided, with at least one cylinder, wherein the method comprises a step in which a knock level is detected in the cylinder by means of a knock sensor. In a further step, a predetermined target ignition angle of the cylinder, which corresponds to a desired exhaust gas temperature, is set. In a further step, a fluid addition into the cylinder is controlled as a function of the detected knock intensity.
  • The fluid may in particular be water, ethanol or another fluid which is suitable for lowering the combustion temperature of the fuel or the exhaust gas temperature. Cooling takes place by the enthalpy of vaporization of the fluid in the cylinder. The admixture into the cylinder may be accomplished by injecting the fluid into the cylinder and / or injecting the fluid directly into the fuel.
  • According to the invention, a predetermined ignition angle is set when a knocking effect occurs, at which a certain exhaust gas temperature is reached. The dependence between the set firing angle and the occurring knocking is preferably previously known and may be stored in a control device, for example the engine electronics. The knocking effect can then be counteracted while maintaining a maximum exhaust gas temperature, for example, by targeted addition of fluid. Thus, a necessary amount of fluid can be better predetermined depending on the knock signal. This allows optimal use of the available fluid. In addition, the fluid consumption can be reduced, at the same time improved compliance with the exhaust gas temperature specifications can be achieved.
  • Also, such a fluid requirement can be detected earlier and the fluid can be kept reliably. Thus, a dead time can be reduced from a subsequent actual request of the fluid, and the fluid can be supplied to fluid injectors more quickly if necessary.
  • The controller may also determine a desired amount of fluid to inject into the cylinder based at least on the target exhaust gas temperature and / or on the detected knock level. In this way, a Vorhaltemenge of the fluid can be determined already on the basis of the detected signals.
  • As a result, a first plausibility check of the fluid consumption can be carried out by analyzing a fluid consumption and a knock strength change which takes place through the addition of fluid. A certain addition of fluid causes a predeterminable cooling of the cylinder charge and thus the combustion temperature in the cylinder. Consequently, this also causes a predeterminable cooling of the exhaust gas temperature. The temperature reduction also achieves a reduction in knocking. A predeterminable amount of fluid thus causes a predeterminable reduction in knocking.
  • If, despite sufficient fluid addition, a reduction in knocking does not occur to a predetermined extent, this may be determined in a controller and stored or output as an error message. Alternatively or additionally, the control device, in particular for the prevention of damage, issue control commands which, for example, cause a further increase in the fluid supply in the acute case or cause a shutdown of the affected cylinder or of the entire motor.
  • Analogously or additionally, this can be done for a determination of the exhaust gas temperature before and after the addition of fluid. Also analogously or additionally, a Zündwinkeleinstellung can be plausibility in this way, especially if an added amount of fluid can be defined exactly. The method according to the invention can thus form a self-contained control loop.
  • To check the plausibility of the addition of fluid, the knock intensity can be detected, for example, with the knocking strength sensor before the addition of the fluid and after the addition of the fluid, and stored in a memory device in the control device. Analogously, the calculated and / or the actually admixed amount of fluid, if different from the calculated fluid quantity, can be stored in the storage device. In the control device may be formed a comparator, which performs a comparison with predetermined values. The predetermined values can be present, for example, in the form of a data table, also referred to as a look-up table (LUT). With a predeterminable deviation of the actual values from the predetermined values, a predetermined sequence of a program, for example an error protocol, and / or the output of a corresponding control signal and / or further steps for error handling can then take place.
  • The data table can have theoretical values, general practical empirical values and / or cylinder-specific or engine-specific empirical values from trouble-free operation.
  • In an internal combustion engine having a plurality of cylinders, the method according to the invention can have a selective detection of the knock intensity for each cylinder and / or a selective control of the fluid admixture. Thus, a knock of a cylinder can be selectively reduced without affecting the performance and efficiency of other cylinders. This can make it possible to reduce the retained fluid quantity and to increase the efficiency of the internal combustion engine, in particular of the vehicle engine, at the knock limit.
  • For example, the fluid admixture, that is, the amount of admixed fluid, may be reduced as knock levels decrease to set the knock to a predetermined desired knock value. Accordingly, the fluid addition may be increased as the knock intensity increases to set the knock to a predetermined desired knock value. In this way, a quick reaction to the current combustion characteristics can take place. In addition, an amount of fluid to be used for combustion may be predetermined, and a corresponding amount of reserve of the fluid may be provided. In particular, in cases where the fluid is added under high pressure in the cylinder or in the fuel system directly into the fuel, so only a calculated amount of fluid must be pressurized. Thus, a higher efficiency of the entire internal combustion engine can be achieved. Also can be made possible by setting a certain or determinable knock strength at the set ignition angle improved compliance with the exhaust gas temperature limits in this way.
  • In a further developed method, the nominal knock intensity can be compared with an actual knock strength and / or the setpoint exhaust gas temperature with an actual exhaust gas temperature in the control unit. The control unit can, analogously to the above descriptions, execute an error log at least in the case of a predetermined deviation from the setpoint and actual value. Alternatively or additionally, the control device can output a corrective control signal.
  • The respective desired values may in turn be theoretical values depending on various predefined parameters, for example a maximum permissible exhaust gas temperature independent of the ignition angle, a vehicle speed, an acceleration etc. The desired values may also be the values determined by the control device certain set parameters are to be expected, for example the Exhaust gas temperature for a predetermined ignition angle of the cylinder.
  • The controller may also compare an actual amount of fluid consumed and the desired amount of admixed fluid. In a case where a deviation of the fluid quantities thus compared is detected, an error log may be executed. A corrective control signal can also be output from the control device. In particular, the deviation can be a predetermined, for example percentage, deviation of the values from one another. In this way, a plausibility of the fluid consumption can take place. In addition, an error identification or the exclusion of a cause of error can take place when an error occurs in the internal combustion engine. Furthermore, in this way, an amount of fluid can be adjusted, which must be kept depending on an actual fluid consumption.
  • An error log that may be performed may include, for example, issuing a fault to an internal or external diagnostic device. When using a motor vehicle, the diagnostic device may be in particular an on-board diagnostic device (OBD).
  • A control signal of the control device, which can be output due to the occurrence of an error, can also be output in the context of execution of the error log in the control device. This control signal may be a signal that increases or decreases the fluid supply. It can also be a signal that adjusts the ignition angle, changes the fuel supply or completely deactivates the cylinder. The control signal may also be output as part of an acute fault correction loop, for example, to prevent damage.
  • According to a further aspect of the invention, to achieve the object of the invention, an apparatus for adding a fluid to at least one cylinder of an internal combustion engine is provided with a fluid pump and a metering device. In the device, a control device is embodied, which is designed to determine a quantity of admixing fluid, wherein the metering device meters the specific amount of fluid into a fluid reservoir, a fuel system and / or an air intake system. In the context of the invention, a fluid reservoir can also be understood as a fluid conduit through which the fluid flows.
  • This apparatus makes it possible to predetermine an amount of fluid to be mixed in a cylinder in a combustion process, whereby a reserve amount of the fluid can be accurately adjusted to the predetermined consumption. Thus, a consumption of fluid can be reduced. In addition, the amount of fluid held can be reduced.
  • The fluid reservoir can also be formed by a fluid line or by a fluid pump.
  • The device may further include a knock strength sensor. In this case, the control device may be configured to determine the amount of fluid to be admixed at least based on a knock intensity detected by the knocking strength sensor. Thus, the amount of fluid can be adapted to the current combustion characteristics. This may allow for improved control of the combustion process. This can also allow a fluid amount that is needed in the future to be detected in advance, since a higher knock strength requires a higher admixture of fluid, if the ignition angle is not to be adjusted.
  • The device may also include an exhaust gas temperature sensor. In this case, the control device may be configured such that an ignition angle of the cylinder is controlled such that an exhaust gas temperature is within a predetermined temperature interval, in particular does not exceed a predetermined exhaust gas temperature. In this way, knocking can be reduced or set to a predetermined value without violating emission standards. This can be achieved to reduce emissions, such as nitrogen oxides. At the same time, the cylinder output and thus also the engine power can be better utilized. An adjustment of the fluid supply can in this case allow an even finer adjustment of the knock level, without the exhaust gas temperature thresholds are exceeded or fallen below.
  • The device according to the invention can have such a metering device or a fluid reservoir for a plurality or all cylinders of an internal combustion engine. In some embodiments of the invention, for a plurality of cylinders, an individually controllable metering device or an individually fillable fluid reservoir may be formed for each cylinder. This allows each cylinder or group of cylinders to be adjusted separately. Thus, cylinder-specific characteristics, such as deposits, wear, etc., can also be taken into account in the control and use of the cylinder.
  • Further advantages and features can be found in the following description in conjunction with the accompanying figures. In these show:
  • 1 a schematic view of a Fluidinjektorsystems for an internal combustion engine according to an embodiment of the invention;
  • 2 a schematic view of a Fluidinjektorsystems for an internal combustion engine according to an embodiment of the invention;
  • 3 a diagram illustrating the time-dependent development of the fluid filling and the rotational speed of the motor according to an embodiment of the invention.
  • 1 shows a schematic drawing of a Fluidinjektorsystems 1 , The fluid injector system 1 has a fluid system 10 on. The fluid system 10 includes a fluid pump 11 which holds the fluid or the fluid in the fluid system 10 promotes with a predeterminable pressure. The fluid pump 11 may also include a fluid reservoir for storing a predeterminable amount of fluid (not shown). The fluid is in the fluid system 10 already pressurized with it into a fuel system 50 or directly into a cylinder 30 is injected.
  • The fluid is in the fluid system 10 through a fluid line 12 to a fluid injector 13 directed. The fluid injector 13 can be designed in particular as a throttle valve. The fluid injector 13 connects in the in 1 In the embodiment shown, the fluid system 10 with a suction pipe 21 an intake system of the cylinder 30 , In this case, in this embodiment, the intake pipe 21 a common intake pipe, or the plenum, an internal combustion engine, in particular an internal combustion engine of a motor vehicle. The fluid injector 13 thus injects the fluid into the intake air of the engine. The fluid injector 13 is therefore also referred to as a plenum injection valve in this embodiment.
  • In addition, the fluid system has 10 another fluid injector 14 , here designed as a metering valve, on. The metering valve 14 connects the fluid system 10 with the fuel system 50 , This allows fluid from the fluid system 10 also be injected directly into the fuel of the internal combustion engine. In alternative embodiments, only the fluid injector 13 or only the metering valve 14 in the fluid system 10 be educated.
  • The fluid injector system 1 also has a control device 60 on. The control device 60 , which in particular includes or represents the digital engine electronics, is via control lines 61 with the fluid injector 13 or with the dosing valve 14 connected. Furthermore, the control device 60 with a high pressure pump 51 of the fuel system 50 connected. In this way, a fuel supply via a fuel line 53 and an admixture of fluid through the metering valve 14 be controlled, and a fluid-fuel mixture can via a supply line 52 to fuel injectors 41 to be delivered. The fuel injectors 41 are in the embodiment shown with a rail device 40 connected, as is known in the art.
  • The fuel injector 41 injects the fluid-fuel mixture into the cylinder 30 , The cylinder 30 is present a cylinder for a four-stroke operation. In a first stroke becomes a piston 34 over a connecting rod 35 adjusted by a non-illustrated crankshaft so that the free volume of the cylinder 30 that is, its combustion chamber 31 , enlarged. This creates a negative pressure. An inlet valve 32 connects the combustion chamber 31 with the intake system 20 , The fluid-enriched air enters the combustion chamber when the inlet valve 32 is opened. In a second stroke of the engine, the piston is adjusted so that the combustion chamber is reduced, and fuel is from the fuel injector 41 injected into the combustion chamber. By reducing the size of the combustion chamber, the fuel as well as the supplied air and the supplied fluid is highly compressed. In a third engine cycle, the ignition of the compressed fuel mixture is dependent on the ignition angle of the cylinder. The piston is moved down, overcomes a bottom dead center, and in a fourth cycle, an exhaust valve opens 33 , Another piston stroke causes the burned mixture to pass through an exhaust pipe 36 pushed out.
  • On the cylinder 30 is also a knock sensor 37 intended. The knock sensor 37 detects whether there is a knocking combustion in the cylinder 30 present or not. The knock sensor 37 is with the control device 60 connected and transmits the detected data, so whether there is a knocking combustion and, where appropriate, its dimensions, to the control device 60 ,
  • Furthermore, in the fluid system 10 a flow sensor, not shown here, may be formed which detects a volume of fluid passing through the fluid system to the fluid injector 13 and / or to the metering valve 14 is transported.
  • 2 shows an alternative embodiment of the present invention. The same components are provided with the same reference numerals, and a repetition of their description is omitted at this point.
  • The embodiment of the 2 is different from the one in 1 in that a fluid injection via an intake pipe 22 he follows. Each cylinder points 30 the engine is a separate intake pipe 22 on, allowing a fluid injection separately for every cylinder 30 he follows. The individual injectors 13 be about a common plenary 15 supplied with fluid. The plenum 15 serves as the fluid reservoir to hold a sufficient amount of fluid for the combustion process can. In contrast, separate control of the fluid supply for the individual cylinders was carried out in the previously described embodiment by means of a direct injection of water (DWI) into the fuel system and can accordingly be carried out in the control device 60 be imaged.
  • In principle, the injection into the intake manifold is possible, similar to the embodiment according to 1 ,
  • 3 shows a diagram illustrating the fluid filling in case of need as a function of time. A comparison of the curves of the predicted desired fluid quantity, which is held for the filling, with the actually held actual amount of fluid shows a time difference of about 1.5 s until the actual level reaches the required target level. In the period in which a discrepancy between the desired and actual level of the fluid, there is a risk of knocking combustion. The prediction according to the invention of the required amount of fluid at a given load reduces the time required to equalize the desired and actual fluid fill levels, and reduces the risk of knocking combustion. In this way, it is also possible to react faster and more flexibly to load changes.
  • As well as out 3 As can be seen, the speed of the engine is greatly increased during the time delay between requesting the fluid and actually providing the fluid to compensate for the delay time in the admixture of the fluid and to achieve the desired performance of the engine. This can in turn favor a knocking combustion, especially in highly charged gasoline engines. The load on the engine is increased. If the predicted amount of fluid is available, the increase in speed can be reduced. The load on the engine is reduced.
  • While 3 is an example of the time-dependent evolution of the filling and the speed of the engine in a case of direct water injection, is a similar graph of the graphs also in the case of injection into the plenum 21 or directly into the respective cylinder intake pipes 22 expected.
  • As not shown in the figures, furthermore, in such a fluid injector system 1 a sensor for detecting the fuel quality and / or the engine temperature and / or the intake air temperature or the like may be provided. Alternatively or additionally, this information can also be stored and / or collected in the control device. It is also conceivable that the current speed of the engine is detected. In addition, a predicted rotational speed of the engine and a predicted fluid filling can be stored or stored in the control device.
  • All or part of this information can, in particular in a case in which the fluid rests against the injector, be taken into account for the exact calculation of the injection time, the injection duration, the injection volume etc. by the control device. In addition, the detection of a current actual knock level in the control device can be processed in order to regulate a fluid admixture. For this purpose, a controller (not shown here) may be formed in the control device, which depends on the actual knock intensity and / or the nominal knock intensity and / or the desired or actual ignition angle and / or the target or actual exhaust gas temperature and / or other parameter determines a correction factor. The correction factor can then be taken into account in the calculation or in the regulation of the fluid filling in the control device.
  • The water can be filled by a fluid pump 11 respectively. The fluid pump 11 is with the control device 60 connected. Once the control device 60 has determined the supplied amount of fluid or the desired rate of fluid addition, the control of the fluid addition takes place. If necessary, then also the control of the knock strength, as described above. For this purpose, the control device issues a delivery command to the fluid pump 11 out, which then provides the fluid accordingly.
  • The fluid pump 11 thus promotes only the actual volume of fluid to be consumed, thereby reducing fluid consumption and reducing power consumption for holding the fluid.
  • To 3 It should be noted that the required amount of water is mainly dependent on speed and load (and thus on the filling). Corrections for temperatures and fuel quality are only added as an offset.
  • When water in the form of an admixture is injected to the fuel, it is preferable to mix the fluid in front of the high-pressure fuel pump in order to manage with low fluid pressures. As a result, the volume of the high-pressure fuel system from the point of introduction of the fluid to the injector tip acts as a dead volume. At the start of the water injection, these volumes must first be flushed via the internal combustion engine before the fluid arrives in the combustion chamber and takes effect there.
  • In order to reduce the effective dead time, one tries to look into the future in order to prematurely start adding water to the fuel. For this purpose, the parameters speed and load are predicted. Ideally, so that the fluid arrives in the combustion chamber when the actual speed and load have reached the value provided in the map for this purpose. In reality, you can significantly reduce dead time.
  • The prediction of the rotational speed is made by determining, via the gradient of the actual rotational speed, where the value would lie in a certain time, if the rotational speed continues to change with the same gradient. In the prediction of the load, the nominal charge is used instead of the actual charge, which is built up delayed over the turbocharger.
  • QUOTES INCLUDE IN THE DESCRIPTION
  • This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.
  • Cited patent literature
    • DE 3142729 A1 [0005]

Claims (10)

  1. Method for controlling combustion in an internal combustion engine having at least one cylinder ( 30 ), the method comprising the steps of: - detecting a knocking strength in the cylinder ( 30 ) by means of a knock sensor ( 37 ), - setting a predetermined target ignition temperature corresponding predetermined target ignition angle of the cylinder ( 30 ) and - controlling a fluid admixture in the cylinder ( 30 ) depending on the detected knock strength.
  2. Method according to claim 1, wherein a control device ( 60 ) a desired amount of fluid that enters the cylinder ( 30 ) is determined based at least on the target exhaust gas temperature and / or on the detected knock intensity.
  3. Method according to one of claims 1 or 2, wherein for each cylinder ( 30 ) a selective detection of the knocking strength and / or a selective control of the fluid addition takes place.
  4. The method of any one of the preceding claims, wherein fluid addition is reduced when knock magnitude decreases and wherein fluid addition is increased as knock magnitude increases to set a desired knock level.
  5. Method according to one of the preceding claims, wherein the nominal knock intensity with an actual knock intensity and / or the target exhaust gas temperature with an actual exhaust gas temperature in the control device ( 60 ) and wherein the control device ( 60 ) executed at least in the case of a predetermined deviation from the setpoint and actual value, an error log and / or a corrective control signal from the control device ( 60 ) is output.
  6. Method according to one of the preceding claims, wherein the control device ( 60 ) compares an actually consumed fluid quantity and the desired amount of admixing fluid and, at least in the case of a predetermined deviation of the fluid quantities, carries out an error protocol and / or a corrective control signal from the control device ( 60 ) is output.
  7. Contraption ( 1 ) for admixing a fluid to at least one cylinder ( 30 ) of an internal combustion engine, the device comprising a fluid pump ( 11 ) and a metering device ( 13 . 14 . 15 ) and wherein a control device ( 60 ) is adapted to determine an amount of admixing fluid, wherein the metering device ( 13 . 14 ) the specific amount of fluid in a fluid reservoir ( 15 ), a fuel system ( 50 ) and / or an air intake system ( 20 ).
  8. Contraption ( 1 ) according to claim 7, wherein the device ( 1 ) further comprises a knock strength sensor ( 37 ), and the control device ( 60 ), the amount of fluid to be admixed is determined at least on the basis of a measurement by the tapping strength sensor ( 37 ) to determine the recorded knock strength.
  9. Contraption ( 1 ) according to one of claims 7 or 8, wherein the device ( 1 ) further comprises an exhaust gas temperature sensor, and the control device ( 60 ), an ignition angle of the cylinder ( 30 ) such that an exhaust gas temperature is within a predetermined temperature interval, in particular does not exceed a predetermined exhaust gas temperature.
  10. Device according to one of claims 7 to 9, wherein in a plurality of cylinders ( 30 ) for each cylinder ( 30 ) an individual dosing device ( 13 . 14 . 15 ) is trained.
DE102014222474.8A 2014-11-04 2014-11-04 Adjustment of the fluid quantity of the system for additional injection of an internal combustion engine to the signal of the knock control Pending DE102014222474A1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE102014222474.8A DE102014222474A1 (en) 2014-11-04 2014-11-04 Adjustment of the fluid quantity of the system for additional injection of an internal combustion engine to the signal of the knock control

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE102014222474.8A DE102014222474A1 (en) 2014-11-04 2014-11-04 Adjustment of the fluid quantity of the system for additional injection of an internal combustion engine to the signal of the knock control
EP15188102.6A EP3023619B1 (en) 2014-11-04 2015-10-02 Adaptation of the amount of fluid in the system for injected additives of an internal combustion engine depending on the signal of the knock control
CN201510733513.8A CN105569864A (en) 2014-11-04 2015-11-03 Method for controlling combustion in an internal combustion engine and the internal combustion engine

Publications (1)

Publication Number Publication Date
DE102014222474A1 true DE102014222474A1 (en) 2016-05-04

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DE102015220721A1 (en) * 2015-10-23 2017-04-27 Robert Bosch Gmbh Method and device for diagnosing water injection into a combustion chamber of an internal combustion engine
DE102015220721B4 (en) * 2015-10-23 2017-09-14 Robert Bosch Gmbh Method and device for diagnosing water injection into a combustion chamber of an internal combustion engine
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DE102016214641A1 (en) * 2016-08-08 2018-02-08 Bayerische Motoren Werke Aktiengesellschaft Treatment of irregular combustion in an internal combustion engine
DE102016222066A1 (en) * 2016-11-10 2018-05-17 Robert Bosch Gmbh Method and device for diagnosing a coolant injection of an internal combustion engine
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DE102017212306A1 (en) * 2017-07-19 2019-01-24 Bayerische Motoren Werke Aktiengesellschaft Method and apparatus for increasing the global compression ratio of an internal combustion engine with varying fuel quality
DE102018101773A1 (en) * 2018-01-26 2019-08-01 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Method and device for water injection
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DE102018106667A1 (en) * 2018-03-21 2019-09-26 Volkswagen Aktiengesellschaft Knock recognition device and method for detecting a knocking event
DE102018204551A1 (en) * 2018-03-26 2019-09-26 Robert Bosch Gmbh Method and device for diagnosing a water injection system
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