DE102020113703A1 - CONTROL UNIT FOR A VEHICLE COMBUSTION ENGINE - Google Patents

Abstract

The present invention relates to a control device for a vehicle internal combustion engine which can be operated in a catalytic converter heating mode. The controller receives a drive torque request, e.g. a drive torque requested by the driver, and a measurement of the actual air mass flow into the engine. The controller determines a required engine ignition efficiency value based on the received torque request and the actual air mass and defines an actual engine ignition efficiency value as the minimum required engine ignition efficiency value and a threshold value for the maximum engine ignition efficiency value. The controller determines an ignition timing to be applied to the engine based on the determined actual engine ignition efficiency value and controls the engine to operate according to the applied engine ignition timing when the engine is operated in the catalyst heating mode.

Description

TECHNICAL PART

The present disclosure relates to a control device for a vehicle internal combustion engine and in particular, but not exclusively, to a control device for a vehicle internal combustion engine which can be operated in a catalytic converter heating mode. Aspects of the invention relate to a control device, to a vehicle, to a method and to a non-transitory, computer-readable storage medium.

BACKGROUND

In vehicles, e.g. In a car with an internal combustion engine, it is known that a catalytic converter with a catalytic converter is available for the reduction of toxic gases and pollutants in the exhaust gas of the engine by catalyzing oxidation and reduction reactions. A catalyst must be heated to an operating temperature of typically 400 to 600 degrees Celsius in order to be fully effective. This means that in the event of a cold start of the engine, a period of time elapses before the catalytic converter is heated to its operating temperature in which the operation of the catalytic converter does not achieve its optimal efficiency, which leads to an increased release of emissions into the atmosphere.

During normal operation, an engine is controlled to operate at maximum efficiency. That is, the ignition timing of the engine is adjusted so that the torque is maximized and the waste heat generated by the engine is minimized. It is known that an engine is controlled in a catalyst heating mode after a cold start. The engine is operated in the catalyst heating mode until the catalyst is fully warmed up, which can typically take 50 to 60 seconds. In the catalytic converter heating mode, after an initial high RPM flair, the engine will normally tune to idle speed to start the engine, with the engine being controlled to run inefficiently to increase the amount of waste heat to the vehicle's exhaust system and so on Reduce the time it takes for the catalytic converter to warm up to its operating temperature. The engine is controlled to run inefficiently by retarding the ignition of the engine and having high air mass flow and fuel delivery. The engine therefore produces relatively low torque but high catalyst heating from the combustion of excess fuel in the exhaust gas when the engine is in the catalyst heating mode.

In the catalyst heating mode, when the vehicle is being driven relatively gently, the ignition efficiency of the engine may remain at or near a target value of the catalyst heating efficiency that is lower than the maximum ignition efficiency. However, if the driver demands a relatively high torque, this is generated simply by advancing the ignition (towards a point which corresponds to the optimum ignition efficiency). Since there is already a high air mass throughput and a high level of fueling, changing the ignition point in this way offers a very quick way of providing a higher torque. In fact, the torque behavior in the catalytic converter heating mode is faster than in normal engine operation, in which a delay in the increasing air mass flow limits the response speed.

Therefore, a high torque requirement in the catalytic converter heating mode leads to more efficient operation of the engine, which means that less waste heat is emitted into the exhaust. This delays the rise in the catalyst temperature to its operating temperature, which leads to higher total emissions.

The present invention is to be seen against this background.

SUMMARY OF THE INVENTION

According to one aspect of the present invention, a controller for a vehicle internal combustion engine is provided which can be operated in a catalytic converter heating mode. The controller includes an input configured to receive torque request data indicating an amount of drive torque to be provided by the engine. The input is configured in such a way that it receives actual air mass data which are indicative of the actual air mass flow into the engine.

The control unit comprises a processor which is configured such that it determines a required engine ignition efficiency as a function of the received torque request data and the actual air mass data. The processor is configured to define an actual engine ignition efficiency value that is a minimum of the required engine ignition efficiency value and a threshold value for the maximum engine ignition efficiency value. The processor is configured to determine an applied engine ignition timing based on the determined actual engine ignition efficiency value.

The control device includes an output configured to send a control signal, to control the engine to operate in accordance with the applied engine ignition timing when the engine is operated in the catalyst heating mode.

The present invention is advantageous in that it covers or protects engine efficiency to reduce the decrease in heat added or added to a vehicle's catalytic converter that would otherwise occur in relatively high torque events when the engine is operated in the catalyst heating mode. Although this means that the torque response provided by the engine will not be quite as quick, it will go unnoticed by the vehicle operator, who subconsciously modulates the demand on the accelerator pedal during normal interaction with the vehicle. In order to meet the torque requirement while the ignition efficiency of the engine increases by the maximum threshold value, the controller will require more air mass flow. The air mass torque path has a greater delay than simply advancing the ignition timing, which causes the slower torque response. The net result is that the driver gets the required torque, but the catalytic converter continues to heat up relatively quickly. In fact, the driver receives the torque request at a delivery rate that corresponds to the response during normal engine operation when the catalyst is fully warmed up, i.e. not in catalyst heating mode. This is because when the engine is warmed up (normal) it is controlled to run efficiently i.e. with optimal ignition timing, so that the torque requirements are usually met by increasing the air mass flow. The invention therefore offers smoother engine torque behavior between normal and catalyst-heated engine modes.

The present invention results in reduced variability in toxic and / or polluting engine exhaust emissions, e.g. the real world tailpipe emissions, due to the more even catalyst heating during the drive away scenarios, i.e. after a cold start of the engine, with different driver needs. This in turn means that the engine spends less time operating in the catalyst heating mode, i. it takes less time for the catalytic converter to heat up to operating temperature. The present invention also reduces the variability in tailpipe emissions from the engine (NOx and HC) due to the less variability in the ignition timing applied during catalyst heating, i. when operating in catalyst heating mode. The invention has the potential to reduce the cost of exhaust aftertreatment systems or to increase the ability to meet future emission limits.

The present invention is applicable to all spark ignition engine applications.

The torque request data may include acceleration request data indicating a temporary increase in the drive torque to be delivered by the engine.

The acceleration request data can result in the actual ignition efficiency value of the engine being greater than a target value for the ignition efficiency of the engine, which defines a target efficiency of the engine when the engine is operated in the catalyst heating mode.

The processor can be configured to determine the target engine ignition efficiency based on at least one of the following parameters: vehicle catalytic converter efficiency, measured catalytic converter brick temperature, modeled catalytic converter brick temperature, vehicle engine speed, and optimal torque in relation to engine load.

The processor can be configured to determine the threshold value for the maximum ignition efficiency of the engine as a function of at least one of the parameters.

The processor can be configured to determine a desired mass air value that is indicative of a desired mass air flow into the engine. The target air mass value can be determined as a function of the received torque request data and the target value for the ignition efficiency of the engine. The output can be configured to send the control signal to control the engine to operate in accordance with the air mass setpoint.

The processor can be configured to determine an optimal air mass value that indicates an air mass flow into the engine that results in optimal engine efficiency. The optimal air mass value can be determined based on the received torque request data. The processor can be configured to determine the target air mass value based on the optimal air mass value.

The processor can be configured to determine the applied engine ignition timing based on an optimal engine ignition timing.

The processor can be configured in such a way that it determines the optimal ignition timing of the engine as a function of the actual air mass data.

The processor can be configured to determine an engine ignition delay value based on the actual ignition efficiency of the engine. The processor can be configured to determine the applied engine ignition timing based on the engine ignition delay value.

The processor can be configured to determine a maximum available torque value based on the actual air mass data. The processor can be configured to determine the required value for the ignition efficiency of the engine as a function of the maximum available torque value.

The input can be configured to receive torque intervention data indicating an amount of the torque requested by at least one vehicle subsystem. The processor can be configured to determine a minimum value for the required torque intervention engine ignition efficiency based on the received torque intervention data. The processor can be configured so that the actual engine ignition efficiency value is equal to the minimum required torque engagement engine ignition efficiency value when it is greater than the minimum required engine ignition efficiency value and the threshold maximum engine ignition efficiency value.

The at least one vehicle subsystem can comprise at least one of the following elements: a windshield heater, an air conditioning system and a hybrid drive system.

The torque request data may be based on an amount of drive torque requested by a driver of the vehicle.

The amount of drive torque requested by the driver may be based on the degree of depression of an accelerator pedal of the vehicle.

The torque request data may be based on an amount of the drive torque requested by a driver assistance vehicle of the system.

The one or more driver assistance systems can comprise at least one of the following systems: a traction control system, a transmission control system and an idling control system.

The torque request data may include constant torque request data indicating that the requested amount of drive torque is substantially constant over time. The actual air mass data may include data indicating that the actual air mass flow is a maximum air mass flow. The processor can be configured so that the threshold maximum engine ignition efficiency is greater when the requested torque amount is a maximum requested torque than when the requested torque amount is a minimum requested torque.

The maximum engine ignition efficiency threshold may be lower than an optimal engine ignition timing when the requested torque amount is a maximum requested torque.

The maximum engine ignition efficiency threshold may depend on the requested amount of torque if the requested amount of torque is between a lower limit torque that is greater than the minimum requested torque and the maximum requested torque.

The actual ignition efficiency value of the engine may correspond to the required ignition efficiency value of the engine when the engine is not operated in the catalyst heating mode.

According to another aspect of the present invention, there is provided a vehicle incorporating a controller as described above.

According to another aspect of the present invention, a method of controlling a vehicle internal combustion engine is provided which can be operated in a catalytic converter heating mode. The method includes receiving torque request data indicative of an amount of drive torque to be delivered by the engine. The method includes receiving actual air mass data indicative of the actual air mass flow into the engine. The method includes determining a required engine ignition efficiency value as a function of the received torque request data and the actual air mass data. The method includes defining an actual engine ignition efficiency value that is a minimum of the required engine ignition efficiency value and a threshold value for the maximum engine ignition efficiency value. The method includes determining an applied engine ignition timing based on the determined actual engine ignition efficiency value. The method includes sending a control signal to control the engine to operate in accordance with the applied engine ignition timing works when the engine is operated in the catalyst heating mode.

In accordance with another aspect of the present invention, there is provided a non-transitory computer readable storage medium having stored thereon instructions which, when executed by one or more processors, cause the one or more processors to perform the method described above.

In the context of this application, it is expressly intended that the various aspects, embodiments, examples and alternatives set forth in the preceding paragraphs, in the claims and / or in the following description and drawings, and in particular their individual features, independently or in any desired manner Combination can be taken. This means that all embodiments and / or features of each embodiment can be combined in any way and / or in any combination, unless these features are incompatible. Applicant reserves the right to amend an originally filed claim or to file a new claim accordingly, including the right to amend an originally filed claim to depend on a feature of another claim and / or a feature of another claim although it was not originally claimed in this way.

Figure list

• ist eine schematische Darstellung eines Fahrzeugs mit einem Verbrennungsmotor und einem Steuergerät;
• ist ein Diagramm der Zündwirksamkeit gegen die Zündverzögerung für den Motor aus ;
• Die und veranschaulichen eine Regelstrategie zur Bestimmung des Zielluftmassenstroms im Ansaugtrakt bzw. des angewandten Zündzeitpunkts für den Motor aus ;
• Die sind Diagramme des angeforderten gegenüber dem tatsächlichen Drehmoment, des angeforderten gegenüber der tatsächlichen Luftmasse, der vom Fahrer geforderten Pedaleingabe, des Soll- gegenüber dem tatsächlichen Wirkungsgrad und der Abgastemperatur für das Fahrzeug und den Motor von ;
• ist ein Diagramm des Zündwirkungsgrads in Abhängigkeit von der Zündverzögerung und gibt einen Schwellenwert für den maximalen Zündwirkungsgrad des Motors aus an;
• Die und veranschaulichen eine Regelstrategie zur Bestimmung des Zielluftmassenstroms im Ansaugtrakt bzw. des angewandten Zündzeitpunkts für den Motor aus ;
• Die sind Diagramme von angefordertem und tatsächlichem Drehmoment, angeforderter und tatsächlicher Luftmasse, vom Fahrer geforderter Pedaleingabe, Soll- und tatsächlichem Wirkungsgrad und Abgastemperatur für Fahrzeug und Motor aus ;
• ist ein Diagramm des Schwellenwertes der maximalen Zündungseffizienz im Vergleich zum Drehmoment bei optimaler Effizienz für den Motor aus ; und,
• zeigt die Schritte einer Methode, die vom Controller aus durchgeführt wird.

One or more embodiments of the invention will now be described only by way of example with reference to the accompanying drawings, in which:

• is a schematic representation of a vehicle having an internal combustion engine and a control unit;
• Figure 12 is a graph of ignition efficiency versus ignition delay for the engine off ;
• The and illustrate a control strategy for determining the target air mass flow in the intake tract or the applied ignition point for the engine ;
• The are diagrams of the requested versus the actual torque, the requested versus the actual air mass, the pedal input requested by the driver, the target versus the actual efficiency and the exhaust gas temperature for the vehicle and the engine of ;
• is a diagram of the ignition efficiency as a function of the ignition delay and outputs a threshold value for the maximum ignition efficiency of the engine at;
• The and illustrate a control strategy for determining the target air mass flow in the intake tract or the applied ignition point for the engine ;
• The are diagrams of requested and actual torque, requested and actual air mass, pedal input requested by the driver, target and actual efficiency and exhaust gas temperature for the vehicle and engine ;
• Figure 13 is a graph of the threshold maximum ignition efficiency versus optimum efficiency torque for the engine off ; and,
• shows the steps of a method made by the controller is carried out.

DETAILED DESCRIPTION

Figure 3 is a schematic representation of a vehicle 10 , for example an automobile, with an internal combustion engine 12th . The vehicle 10 also has an exhaust system (not shown) of suitable known type for the emission of exhaust gases from the engine 12th . The exhaust system has a catalytic converter or a catalytic converter to control the amount of fuel from the engine 12th generated pollutants by the vehicle 10 are emitted to reduce, in particular by the catalysis of oxidation and reduction reactions in a known manner. The catalytic converter must be heated to a sufficient operating temperature in order to be fully effective. Specifically, the catalyst can front and rear stones, e.g. B. ceramic stones, which must be heated to operating temperature.

The vehicle 10 contains a control unit 14th to control the operation of the engine 12th as described below. The control unit 14th has an entrance 16 , a processor 18th and an exit 20th . The entrance 16 is configured to receive data from a variety of different sensors and systems in the vehicle 10 receives. In particular, the input receives 16 Data representing an acceleration or torque request from a driver of the vehicle 10 view, via an accelerator pedal sensor 22nd configured to adjust the degree of depression of an accelerator pedal of the vehicle 10 measures. The entrance 16 also receives data that an acceleration or torque request from one or more driver assistance systems (ADAS) 24 of the vehicle 10 show, e.g. a Traction control system, a transmission control system and an idle speed control system. The entrance 16 also receives data from an air mass inflow sensor 26th that is configured so that it actually goes into the engine 12th measures incoming air mass. In addition, the entrance receives 16 Data showing a torque request from one or more vehicle subsystems 28 show where the torque is the subsystem 28 to drive and not directly supply the wheels of the vehicle with traction 10. The vehicle subsystems 28 may include one or more of the following systems: a windshield heater, air conditioning, and a hybrid propulsion system. In addition, the entrance receives 16 from one or more temperature sensors 30th Data indicating the temperature of the catalyst stones in the exhaust system.

The processor 18th is configured to work on the basis of the input 16 received data determines an ignition point that affects the engine 12th applies and the output 20th is configured to run the engine 12th controls to operate in accordance with the particular engine ignition timing applied. In particular, the engine 12th one or more actuators 34 that can be adjusted so that the motor 12th in accordance with that from the processor 18th calculated ignition point works. This is described in detail below. The vehicle has a computer readable storage device 32 , in which instructions are stored to which the processor 18th can access so that the processor 18th can determine the applied engine ignition timing.

Ignition timing refers to the time a spark is released in an engine combustion chamber 12th near the end of the compression stroke. In particular, the ignition point relates to the current position of a piston of the engine 12th and the angle of a crankshaft of the vehicle 10 . During normal engine operation 12th the ignition point is set to an optimal value in order to optimize the power generated by the engine, to minimize the resulting waste heat and to minimize fuel consumption, ie the efficiency of the engine 12th to maximize. The engine works to bring the catalytic converter up to operating temperature in good time 12th when starting the engine for the first time 12th in a catalyst heating mode. In particular, during the catalytic converter heating mode, the ignition point is when the air mass flow into the engine is high 12th and high fueling retarded or advanced away from the optimal ignition timing, so that the engine 12th runs inefficiently. The operation of the engine 12th doing this increases the amount of waste heat generated by the engine 12th and makes it available to the exhaust system, which in turn shortens the time it takes for the catalytic converter to reach its operating temperature.

shows a diagram of the engine efficiency (Ign η) 36 against ignition delay 38 when the engine 12th works in a known way. It shows that the engine 12th with small or no deceleration values at or near the maximum efficiency (100% efficiency), ie the motor works 12th works at or near the maximum braking torque (MBT) 40 . With increasing degree of ignition delay 38 the efficiency increases 36 of the engine. In an engine-catalyst heating mode for a cold start of the engine, the engine is 12th at idle speed in accordance with a target value of engine efficiency 42 controlled that is less than the maximum efficiency 40 is. That is, if the engine 12th is idling, the ignition timing is delayed by a certain amount 44 retarded from an optimal point in time to an ignition point value that leads to the desired or desired efficiency 42 leads. The target engine efficiency can be defined based on one or more different parameters, e.g. the efficiency of the vehicle's catalytic converter, the measured temperature of the catalytic converter bricks, the modeled temperature of the catalytic converter bricks, the vehicle engine speed and the optimal torque in relation to the engine load. The difference 46 between the targeted and the maximum engine efficiency means that a torque reserve is available. This torque reserve can be used if the torque requirement rises above the level required for the idling speed of the engine. For example, if a driver of the vehicle 10 If the accelerator pedal is depressed to increase the required engine torque, this temporary increase in torque is achieved by reducing the retardation of the ignition point, which in turn increases the engine efficiency.

The and each show the steps taken by the controller 14th be made to the desired mass air intake into the engine 12th and the applied ignition timing of the engine 12th to determine if the engine 12th according to the map of is working. As part of the control procedure for normal engine operation, ie when the catalyst is warmed to operating temperature, that for the engine 12th required air volume is calculated based on the torque requirement and the optimal value of the ignition angle for the respective torque requirement. In torque-based engine operation, the ignition angle is adjusted so that the requested amount of torque is based on an estimate of the amount actually in the engine 12th incoming air volume is supplied. When the in the engine 12th the amount of air entering is the minimum amount required to meet the torque requirement, the ignition will be on the optimal ignition timing is set. During the heating mode or operation of the catalyst, the amount of requested air and fuel is increased in order to provide both the requested amount of torque and an additional heat flow for the catalyst heating.

shows that the target air mass to be requested for the engine intake 50 based on the torque requirement 52 and the desired engine efficiency 42 is calculated. In particular, the displayed or measured torque requirement 52 , for example on the basis of the actuation of the accelerator pedal by the driver, received and to determine the optimal air mass requirement 54 used, ie the minimum amount of air required to provide the requested torque, ie the maximum engine efficiency 40 , is required. This optimal air mass 54 is then determined by the desired engine efficiency 42 divided to the target air mass 50 to get that from the engine 12th should be sucked in. It should be noted that in normal operation the target engine efficiency 42 the optimal motor efficiency 40 corresponds to, ie equal to one for the present calculation, so that the optimal air mass requirement 54 equal to the target air mass requirement 50 is. During the catalytic converter heating mode of the engine 12th is the target engine efficiency 42 however, less than the maximum motor efficiency 40 , i.e. less than one for the present calculation (as in shown), so that the target air mass requirement 50 greater than the optimal air mass requirement 54 is.

shows that the ignition timing 60 that is on the engine 12th is to be applied based on the actual air mass 62 that the engine 12th is supplied, and the required torque 52 is calculated. In particular, the actual air mass 62 measured and used to get the maximum available torque 64 to determine the maximum torque that can be provided at the given air intake level. The required torque level 52 is then based on the maximum available torque 64 divided to the required efficiency 66 to get where the engine 12th must work to get the required torque 52 for the given amount of air 62 to deliver that actually into the engine 12th got. The level of ignition timing retardation 38 that is required to achieve the required efficiency 66 of the engine is then determined and then the optimal ignition timing 68 (corresponding to the maximum engine efficiency) added to the applied ignition point value 60 to obtain. It should be noted that when the requested torque 52 equals the maximum available torque, the motor 12th with the maximum efficiency 40 must work, ie the required motor efficiency 66 is equal to the optimal or maximum engine efficiency 40 . When the engine 12th with the maximum efficiency 40 should work, then this corresponds to a zero retardation of the ignition point from the optimal ignition point 68 , ie in this case is the applied ignition timing 60 equal to the optimal ignition point 68 .

The to show illustrative diagrams of various parameters over time when the engine 12th according to the map in is working. especially the to show parameter diagrams in the event that the engine 12th is operated in a catalytic converter heating mode and a temporary increase in the engine torque requested by the driver 12th occurs. Especially shows the requested torque 52 versus the actual torque 70 , shows the total requested air mass 50 versus the actual air mass 62 , shows the pedal input required by the driver 72 , i.e. the degree of actuation of the accelerator pedal, shows the target engine efficiency 42 compared to the actual motor efficiency 74 , and shows the exhaust gas temperature 76 .

It can be seen that with an initially constant pedal input requested by the driver, i.e. if the driver does not depress the accelerator pedal or hold the accelerator pedal in a set position ( ), then this is the required torque and the actual torque 52 , 70 constant at the same value ( ) and the required and actual air mass 50 , 62 constant at the same value ( ). It also shows that the actual engine efficiency 74 equal to the target engine efficiency 42 is any suitable percentage of the maximum engine efficiency 40 can be, for example 50% of the maximum engine efficiency 40 . It also shows that the exhaust gas temperature 76 is also constant at this point.

It can also be seen that when the level of the pedal input required by the driver increases 72 , i.e. when the driver presses the accelerator pedal ( ), a step increase in the required torque 52 takes place, essentially with the actual torque 70 matches ( ). The increased amount of torque requested 52 is achieved using the available air mass by adapting the ignition point value. In particular, reference is made to the ignition delay value 38 reduced by the available torque reserve 46 to be used in such a way that there is a sudden increase in the actual engine efficiency 74 away from the target efficiency 42 comes ( ). This increase in engine efficiency means that a less waste heat is created by the exhaust system and thus a reduction in exhaust gas temperature 76 ( ). Since the desired increase in torque is achieved by adjusting the ignition point value, the corresponding increase in the actual torque is essentially instantaneous (as in ). In contrast, the actual air mass lags 62 the required air mass 50 after ( ) due to physical constraints on the airway, e.g. actuator delays, time taken to change intake manifold pressure, etc. shows that the pedal input requested by the driver 72 remains constant after the step change increase (at a higher value than before). The actual efficiency 74 gradually returns to the target efficiency 42 back ( ), as it is the relatively slow reaction of the air mass 62 compensates. While the actual engine efficiency 74 slowly to the target efficiency 42 returns, the exhaust gas temperature rises 76 slowly in a corresponding way ( ). This approach clearly results in lower exhaust gas temperatures, which in turn increases the time it takes for the catalytic converter to heat up to operating temperature. The torque behavior is faster in the catalytic converter heating mode than in normal engine operation, because of the relatively high torque reserve 46 in the catalytic converter heating mode is not dependent on the response behavior of the airway. The problems of reduced exhaust gas temperatures and the increased time required for catalyst heating are addressed by aspects of the invention in the following description and the accompanying drawings.

shows a diagram of the motor efficiency (Ign η) 36 against ignition delay 38 when the engine 12th works according to an example of the invention. The operation is similar to that of the in Similar numbers are used for the map shown and for similar features. As in the in map is shown in when the engine 12th operating in a catalyst heating mode at idle speed, the engine 12th in accordance with the desired engine efficiency 42 operated to a faster catalytic converter heating due to increased waste heat from the engine 12th to promote. The differences to the map in will now be described. Unlike in the map of available in a threshold value for the maximum engine ignition efficiency 80 over which the engine ignition efficiency 36 does not increase in catalyst heating mode. For example, the target efficiency 42 about 50% of the maximum efficiency 40 and the upper threshold or protective grid 80 can be about 75% of the maximum efficiency 40 be; however, any suitable values can be used. The threshold of maximum engine ignition efficiency 80 can be defined based on one or more different parameters, e.g. B. on the basis of the efficiency of the vehicle catalyst, the measured temperature of the catalyst stones, the modeled temperature of the catalyst stones, the vehicle engine speed and the optimal torque in relation to the engine load. As in is in when a driver of the vehicle 10 Depressing the accelerator pedal to increase the required engine torque, this temporary increase in torque is achieved by reducing the retardation of the ignition timing, which in turn increases engine efficiency. Unlike in but may be in the degree of retardation of the ignition timing can only be reduced until the ignition efficiency 36 the threshold efficiency 80 reached. If the requested amount of torque still exceeds that at the upper threshold efficiency 80 available torque, this is done by increasing the air mass flow into the engine 12th reached. shows that a reduced torque reserve 46 is available, which can be used in the event of a temporary increase in the requested torque from idle or another steady state.

The and each show the steps taken by the controller 14th be made to the desired mass air intake into the engine 12th and the applied ignition timing of the engine 12th to determine if the engine 12th according to the map in is working. The control steps in the and are similar to those in the and , and similar numerals are used for similar features. shows the steps involved in determining the target air mass 50 carried out to the engine 12th should be fed when the engine 12th in accordance with the map of the is working. It can be seen that the target air mass 50 in is determined when the upper efficiency threshold 80 in the same way as in is used when there is no upper efficiency threshold.

shows the steps that were taken to adjust the ignition timing 60 to determine who is on the engine 12th is to be applied. As in is in the ignition timing 60 based on actually in the engine 12th introduced air mass 62 and the required torque 52 calculated. Unlike in however, is in the ignition timing 60 additionally based on the maximum efficiency limit, ie the upper threshold value of the engine efficiency 80 , calculated. In particular, as in , in the optimal or maximum available torque 64 based on the measured actual air mass 62 in the engine 12th and the required motor efficiency 66 is obtained by dividing the requested torque 52 through the maximum available torque 64 determined. Unlike in however, is in the required ignition efficiency 66 not used directly to get the required degree of ignition delay 38 to determine. Instead, the control unit determines 14th in the minimum value 82 the required engine ignition efficiency 66 and the maximum or upper threshold efficiency (for catalyst heating) 80 . In this example, before determining the required ignition delay 38 made another determination (as described below); however, in some examples this minimum is determined 82 defined as the actual engine ignition efficiency and used to calculate the applied ignition delay 38 required to achieve this efficiency and thus to calculate the ignition point used 60 by summing with the optimal ignition point 68 used.

In the in The example described is prior to determining the required ignition delay 38 another step through the controller 14th carried out. In particular, the control unit turns 14th only the upper threshold of the ignition effectiveness limit 80 to a torque request 52 to the vehicle 10 to drive. In this example, the requested torque is based 52 on the actuation of the accelerator by the driver; However, this can alternatively or additionally be based on a torque request from one or more of the driver assistance systems (ADAS) 24 of the vehicle 10 are based. It may require the engine 12th one or more of the other vehicle subsystems 28 , for example chassis stability control system, transmission speed control, air conditioning, etc., supplied with a torque. That of these subsystems 28 Requested torque can be referred to as torque interventions, and the control unit 14th ensures that the upper threshold of ignition effectiveness 80 with such torque interventions, the provision of the required torque to the subsystems 28 not prevented. In particular, the minimum ignition efficiency required for the torque interventions 84 is determined, and then the actual ignition efficiency is taken as the maximum 86 the minimum ignition efficiency 84 and the minimum 82 (the required engine ignition efficiency 66 and the maximum or upper threshold effectiveness 80 ) calculated. This maximum value 86 is then used to determine the degree of ignition delay required 38 to determine. The upper limit 80 the ignition efficiency 36 is only based on what is required by the driver or according to ADAS 24 Required torque is applied and not to torque interventions increased by a selectable option. When this option is active, it still limits the driver's request to the upper efficiency guard 80 in order to avoid the situation that the driver's request exceeds the increasing intervention request and becomes uncontrolled during the active intervention.

The to show illustrative diagrams of various parameters over time when the engine 12th according to the map in is working. Similar to that to shows the requested torque 52 compared to the actual torque 70 , the requested total air mass 50 compared to the actual air mass 62 , the pedal input required by the driver 72 , i.e. the degree of actuation of the accelerator pedal, the target engine efficiency 42 compared to the actual motor efficiency 74 and the exhaust gas temperature 76 .

As before, there is a gradual increase in the pedal input required by the driver 72 ( ) to a step-by-step increase in the required torque 52 that is essentially the actual torque 70 ( ) and to a gradual increase in the actual motor efficiency 74 away from the target efficiency 42 ( ) leads. In contrast to the previous example, however, if the actual engine efficiency 74 the upper efficiency threshold 80 reached, the ignition can not be further advanced to the torque request 52 to meet (see ), and the actual ignition efficiency 74 is on the efficiency threshold 80 held. How out apparent, the delay in the actual air mass remains 62 in relation to the required air mass 50 unchanged from the previous example during transient operation if the upper efficiency threshold value 80 is reached. Such assurance of maximum engine efficiency, however, limits the amount of essentially instantaneous torque behavior that is available. Once the threshold efficiency 80 is reached is in see that the actual torque becomes more similar to normal operation at which the engine is running 12th is operated at maximum efficiency and the torque response 70 the response of the airway system follows ( ). This leads to increased exhaust gas temperatures 76 ( ) compared to an unmonitored efficiency ( ), whereby the catalyst temperature rise is accelerated during transient operation. In fact, as soon as the efficiency is monitored, the heating of the catalytic converter is given priority over the torque request.

shows that the maximum power of the engine 12th under stationary conditions, ie essentially constant over time, can be limited. particularly illustrates two possibilities, such as the upper threshold value of the ignition efficiency 80 can vary depending on the required torque with optimal efficiency. Curve A illustrates how the ignition efficiency 36 under temporary conditions during the catalyst heating, for example, to about 50% of the maximum efficiency 40 is limited, but under a state of full demand the ignition efficiency 36 is not limited or restricted under stationary conditions at maximum airflow. Curve B has a similar ignition efficiency 36 under temporary conditions with increasing air flow like curve A, but when fully needed the ignition efficiency 36 on a threshold 88 limited that below the maximum efficiency 40 is, for example, about 70% of the maximum efficiency 40 . Such a calibration would have reduced the maximum torque of the engine 12th result, but would cause a significant increase in exhaust gas and catalyst temperature.

summarizes the steps of a method 90 (as described above) together from the controller 14th is carried out to the operation of the engine 12th to control. In step 92 receives the receipt 16 the torque request data 52 that indicate an amount of drive torque exerted by the engine 12th should be provided. This torque requirement 52 can be the driver requested torque or the ADAS requested torque. At step 94 receives the receipt 16 from the air mass flow sensor 26th the actual air mass data 62 showing the actual air mass flow into the engine 12th Show. In step 96 determines the processor 18th depending on the received torque request data 52 and the actual air mass data 62 the required engine ignition efficiency value 66 . In step 98 determines the processor 18th the minimum 82 the calculated required engine ignition efficiency value 66 and the threshold for the maximum engine ignition efficiency value 80 and sets this minimum 82 as the actual engine ignition efficiency value obtained from the engine 12th should be achieved. In step 100 determines the processor 18th the applied engine ignition timing 60 , which is required to achieve the actual engine ignition efficiency value, in particular by shifting the ignition timing by a calculated amount from the optimal ignition timing. In step 102 sends the control unit 14th a control signal via the output 20th to control the engine to operate in accordance with the applied engine ignition timing 60 works when the engine 12th is operated in catalyst heating mode, for example immediately after a cold start of the engine 12th before the catalytic converter reaches operating temperature. The motor 12th can switch from the catalytic converter heating mode to normal operation as soon as the catalytic converter, especially the stones, have been fully heated to operating temperature.

It is appreciated that various changes and modifications can be made in the present invention without departing from the scope of the present application.

In the context of this application, it is expressly intended that the various aspects, embodiments, examples and alternatives set forth in the preceding paragraphs, in the claims and / or in the following description and drawings, and in particular their individual features, independently or in any desired manner Combination can be taken. This means that all embodiments and / or features of each embodiment can be combined in any way and / or in any combination, unless these features are incompatible. Applicant reserves the right to amend an originally filed claim or to file a new claim accordingly, including the right to amend an originally filed claim to depend on a feature of another claim and / or a feature of another claim although it was not originally claimed in this way.

1. 1. Ein Steuergerät (14) für einen Fahrzeug-Verbrennungsmotor (12), das in einem Katalysator-Heizmodus betreibbar ist, wobei das Steuergerät (14) umfasst:
   • einen zum Empfang konfigurierten Eingang (16):
     • Drehmomentanforderungsdaten (52), die einen Betrag des Antriebsdrehmoments angeben, der vom Motor (12) geliefert werden soll; und,
     • tatsächliche Luftmassendaten (62), die den tatsächlichen Luftmassenstrom in den Motor (12) anzeigen;
   • einen Prozessor (18), der so konfiguriert ist:
     • einen erforderlichen Motorzündungseffizienzwert (66) in Abhängigkeit von den empfangenen Drehmomentanforderungsdaten (52) und den tatsächlichen Luftmassendaten (62) zu bestimmen;
     • einen tatsächlichen Motorzündungseffizienzwert als ein Minimum (82) des erforderlichen Motorzündungseffizienzwertes (66) und einen Schwellenwert für den maximalen Motorzündungseffizienzwert (80) definieren;
     • einen angewandten Motorzündzeitpunkt (60) auf der Grundlage des ermittelten tatsächlichen Motorzündungseffizienzwertes zu bestimmen; und,
   • einen Ausgang (20), der so konfiguriert ist, dass er ein Steuersignal sendet, um den Motor (12) so zu steuern, dass er in Übereinstimmung mit dem angewandten Motorzündzeitpunkt (60) arbeitet, wenn der Motor (12) im Katalysator-Heizmodus betrieben wird.
2. 2. Steuergerät (14) gemäß Klausel 1, wobei die Drehmomentanforderungsdaten (52) Beschleunigungsanforderungsdaten umfassen, die eine transiente Zunahme des Betrags des Antriebsdrehmoments anzeigen, der von dem Motor (12) bereitgestellt werden soll.
3. 3. Steuergerät (14) gemäß Klausel 2, wobei die Beschleunigungsanforderungsdaten bewirken, dass der tatsächliche Motorzündungseffizienzwert größer ist als ein Soll-Motorzündungseffizienzwert (42), der einen Soll-Motorwirkungsgrad definiert, wenn der Motor (12) im Katalysatorheizmodus arbeitet.
4. 4. Steuergerät (14) gemäß Klausel 3, wobei der Prozessor (18) so konfiguriert ist, dass er den Zielwert (42) der Motorzündungseffizienz in Abhängigkeit von mindestens einem der folgenden Parameter bestimmt: Fahrzeugkatalysatoreffizienz; gemessene Katalysatorbausteintemperatur; modellierte Katalysatorbausteintemperatur; Fahrzeugmotordrehzahl; und optimales Drehmoment relativ zur Motorlast.
5. 5. Steuergerät (14) gemäß Klausel 4, wobei der Prozessor (18) so konfiguriert ist, dass er den Schwellenwert des maximalen Motorzündungseffizienzwertes (80) in Abhängigkeit von mindestens einem der Parameter bestimmt.
6. 6. Steuergerät (14) gemäß einer der Klauseln 3 bis 5, wobei der Prozessor (18) so konfiguriert ist, dass er einen Soll-Luftmassenwert (50) bestimmt, der einen Soll-Luftmassenstrom in den Motor (12) anzeigt, wobei der Soll-Luftmassenwert (50) in Abhängigkeit von den empfangenen Drehmomentanforderungsdaten (52) und dem Soll-Motorzündwirkungsgrad (42) bestimmt wird, und wobei der Ausgang (20) so konfiguriert ist, dass er das Steuersignal sendet, um den Motor (12) so zu steuern, dass er in Übereinstimmung mit dem Soll-Luftmassenwert (50) arbeitet.
7. 7. Steuergerät (14) gemäß Klausel 6, wobei der Prozessor (18) konfiguriert ist, um einen optimalen Luftmassenwert (54) zu bestimmen, der einen Massenluftstrom in den Motor (12) anzeigt, der zu einem optimalen Motorwirkungsgrad führt, wobei der optimale Luftmassenwert (54) auf der Grundlage der empfangenen Drehmomentanforderungsdaten (52) bestimmt wird, und wobei der Prozessor (18) konfiguriert ist, um den Soll-Luftmassenwert (50) auf der Grundlage des optimalen Luftmassenwertes (54) zu bestimmen.
8. 8. Ein Steuergerät (14) gemäß einem beliebigen vorhergehenden Abschnitt, wobei der Prozessor (18) so konfiguriert ist, dass er den angewandten Motorzündzeitpunkt (60) auf der Grundlage eines optimalen Motorzündzeitpunkts (68) bestimmt.
9. 9. Ein Steuergerät (14) gemäß Klausel 8, wobei der Prozessor (18) so konfiguriert ist, dass er den optimalen Zündzeitpunkt (60) des Motors in Abhängigkeit von den tatsächlichen Luftmassendaten (62) bestimmt.
10. 10. Steuergerät (14) gemäß Klausel 8 oder Klausel 9, wobei der Prozessor (18) so konfiguriert ist, dass er einen Motorzündverzögerungswert (38) auf der Grundlage des tatsächlichen Motorzündungseffizienzwertes bestimmt, und wobei der Prozessor (18) so konfiguriert ist, dass er den angewandten Motorzündzeitpunkt (60) auf der Grundlage des Motorzündverzögerungswertes (38) bestimmt.
11. 11. Steuergerät (14) gemäß einem beliebigen vorhergehenden Abschnitt, wobei der Prozessor (18) so konfiguriert ist, dass er einen maximal verfügbaren Drehmomentwert (64) auf der Grundlage der tatsächlichen Luftmassendaten (62) bestimmt, und wobei der Prozessor (18) so konfiguriert ist, dass er den erforderlichen Motorzündungseffizienzwert (66) in Abhängigkeit von dem maximal verfügbaren Drehmomentwert (64) bestimmt.
12. 12. Steuergerät (14) gemäß einem beliebigen vorhergehenden Abschnitt, wobei der Eingang (16) so konfiguriert ist, dass er Drehmoment-Eingriffsdaten empfängt, die einen Drehmomentbetrag angeben, der von mindestens einem Fahrzeug-Teilsystem (28) angefordert wird, und wobei der Prozessor (18) so konfiguriert ist, dass er einen minimalen erforderlichen Drehmoment-Eingriffs-Motorzündungseffizienzwert (84) in Abhängigkeit von den empfangenen Drehmoment-Eingriffsdaten bestimmt, und wobei der (18)-Prozessor (18) so konfiguriert ist, dass er den tatsächlichen Motorzündungseffizienzwert so definiert, dass er gleich dem minimalen erforderlichen Drehmoment-Eingriffs-Motorzündungseffizienzwert (84) ist, wenn er größer ist als das Minimum (84) des erforderlichen Motorzündungseffizienzwertes (66) und der Schwellenwert des maximalen Motorzündungseffizienzwertes (80).
13. 13. Steuergerät (14) gemäß Klausel 12, wobei das mindestens eine Fahrzeuguntersystem (28) mindestens eines der folgenden umfasst: ein Windschutzscheibenheizsystem; eine Klimaanlage; und ein Hybridantriebssystem.
14. 14. Ein Regler (14) gemäß irgendeinem vorhergehenden Abschnitt, wobei die Drehmomentanforderungsdaten (52) auf einem Betrag des von einem Fahrer des Fahrzeugs (10) angeforderten Antriebsdrehmoments basieren.
15. 15. Ein Regler (14) nach Klausel 14, wobei die Höhe des vom Fahrer angeforderten Antriebsmoments auf einem Betätigungsniveau eines Beschleunigungspedals des Fahrzeugs (10) basiert.
16. 16. Ein Regler (14) gemäß einem beliebigen vorhergehenden Abschnitt, wobei die Drehmomentanforderungsdaten (52) auf einem Betrag des Antriebsdrehmoments basieren, das von einem oder mehreren Fahrerassistenzsystemen (24) des Fahrzeugs (10) angefordert wird.
17. 17. Ein Steuergerät (14) gemäß Klausel 16, wobei das eine oder die mehreren Fahrerassistenzsysteme (24) mindestens eines der folgenden Systeme umfasst: ein Traktionssteuersystem; ein Getriebesteuersystem; und ein Leerlaufdrehzahl-Steuersystem.
18. 18. Regler (14) gemäß einem beliebigen vorhergehenden Abschnitt, wobei die Drehmomentanforderungsdaten (52) konstante Drehmomentanforderungsdaten umfassen, die anzeigen, dass die angeforderte Antriebsdrehmomentmenge im Wesentlichen zeitlich konstant ist, wobei die tatsächlichen Luftmassendaten (62) Daten umfassen, die anzeigen, dass der tatsächliche Luftmassenstrom ein maximaler Luftmassenstrom ist, und wobei der Prozessor (18) so konfiguriert ist, dass er den maximalen Motorzündwirkungsgrad-Schwellenwert (80) bestimmt, der größer ist, wenn die angeforderte Drehmomentmenge ein maximales angefordertes Drehmoment ist, als wenn die angeforderte Drehmomentmenge ein minimales angefordertes Drehmoment ist.
19. 19. Ein Steuergerät (14) gemäß Klausel 18, wobei der Schwellenwert des maximalen Motorzündungswirkungsgrades (80) kleiner als ein optimaler Motorzündungswirkungsgrad (40) ist, wenn die angeforderte Drehmomentmenge ein maximal angefordertes Drehmoment ist.
20. 20. Steuergerät (14) gemäß Klausel 18 oder Klausel 19, wobei der Schwellenwert des maximalen Motorzündungswirkungsgrades (80) von der angeforderten Drehmomentmenge abhängt, wenn die angeforderte Drehmomentmenge zwischen einem unteren Grenzdrehmoment, das größer als das minimale angeforderte Drehmoment ist, und dem maximalen angeforderten Drehmoment liegt.
21. 21. Ein Regler (14) gemäß einem beliebigen vorhergehenden Abschnitt, wobei der tatsächliche Motorzündungseffizienzwert gleich dem erforderlichen Motorzündungseffizienzwert (66) ist, wenn der Motor (12) nicht im Katalysatorheizmodus arbeitet.
22. 22. Ein Fahrzeug (10), das einen Controller (14) gemäß einem beliebigen vorhergehenden Abschnitt umfasst.
23. 23. Verfahren (90) zum Steuern eines Fahrzeug-Verbrennungsmotors (12), der in einem Katalysator-Heizmodus betreibbar ist, wobei das Verfahren (90) umfasst:
    • Empfangen (92) von Drehmomentanforderungsdaten (52), die einen Betrag des Antriebsdrehmoments angeben, der vom Motor (12) zu liefern ist;
    • Empfang (94) tatsächlicher Luftmassendaten (62), die den tatsächlichen Luftmassenstrom in den Motor (12) anzeigen;
    • Bestimmen (96) eines erforderlichen Motorzündungseffizienzwertes (66) in Abhängigkeit von den empfangenen Drehmomentanforderungsdaten (52) und den tatsächlichen Luftmassendaten (62);
    • Definieren (98) eines tatsächlichen Motorzündungseffizienzwertes als ein Minimum (82) des erforderlichen Motorzündungseffizienzwertes (66) und einen Schwellenwert für den maximalen Motorzündungseffizienzwert (80);
    • Bestimmen (100) eines angewandten Motorzündzeitpunkts (60) auf der Grundlage des bestimmten tatsächlichen Motorzündungswirkungsgrads; und,
    • Senden (102) eines Steuersignals, um den Motor so zu steuern, dass er in Übereinstimmung mit dem angewandten Motorzündzeitpunkt arbeitet, wenn der Motor (12) im Katalysator-Heizmodus betrieben wird.
    24. Ein nicht vorübergehendes, computerlesbares Speichermedium (32), auf dem Anweisungen gespeichert sind, die, wenn sie von einem oder mehreren Prozessoren (18) ausgeführt werden, den einen oder die mehreren Prozessoren (18) veranlassen, die Methode (90) von Klausel 23 auszuführen.

The invention is described by the following numbered clauses: -

1. 1. A control unit ( 14th ) for a vehicle internal combustion engine ( 12th ), which can be operated in a catalytic converter heating mode, the control unit ( 14th ) includes:
   • an input configured to receive ( 16 ):
     • Torque request data ( 52 ), which specify an amount of drive torque that the motor ( 12th ) should be delivered; and,
     • actual air mass data ( 62 ), which show the actual air mass flow into the engine ( 12th ) Show;
   • a processor ( 18th ) configured as follows:
     • a required engine ignition efficiency value ( 66 ) depending on the received torque request data ( 52 ) and the actual air mass data ( 62 ) to determine;
     • an actual engine ignition efficiency value as a minimum ( 82 ) the required engine ignition efficiency value ( 66 ) and one Threshold for the maximum engine ignition efficiency value ( 80 ) define;
     • an applied engine ignition timing ( 60 ) based on the determined actual engine ignition efficiency value; and,
   • an exit ( 20th ) which is configured to send a control signal to the motor ( 12th ) in such a way that it is in accordance with the applied engine ignition timing ( 60 ) works when the motor ( 12th ) is operated in catalyst heating mode.
2. 2nd control unit ( 14th ) according to Clause 1, where the torque request data ( 52 ) Include acceleration request data indicative of a transient increase in the amount of drive torque delivered by the engine ( 12th ) should be provided.
3. 3rd control unit ( 14th ) according to clause 2, wherein the acceleration request data causes the actual engine ignition efficiency value to be greater than a target engine ignition efficiency value ( 42 ), which defines a target engine efficiency when the engine ( 12th ) operates in catalyst heating mode.
4. 4. Control unit ( 14th ) according to clause 3, where the processor ( 18th ) is configured to match the target value ( 42 ) the engine ignition efficiency is determined as a function of at least one of the following parameters: vehicle catalyst efficiency; measured catalyst brick temperature; modeled catalyst brick temperature; Vehicle engine speed; and optimal torque relative to engine load.
5. 5. Control unit ( 14th ) under Clause 4, where the processor ( 18th ) is configured to meet the threshold of the maximum engine ignition efficiency value ( 80 ) determined as a function of at least one of the parameters.
6. 6. Control unit ( 14th ) according to one of clauses 3 to 5, wherein the processor ( 18th ) is configured so that it has a target air mass value ( 50 ), which determines a target air mass flow into the engine ( 12th ), whereby the target air mass value ( 50 ) depending on the received torque request data ( 52 ) and the target engine ignition efficiency ( 42 ) is determined, and where the output ( 20th ) is configured to send the control signal to the motor ( 12th ) so that it is in accordance with the target air mass value ( 50 ) is working.
7. 7. Control unit ( 14th ) according to clause 6, wherein the processor ( 18th ) is configured to achieve an optimal air mass value ( 54 ) to determine the mass air flow into the engine ( 12th ), which leads to an optimal engine efficiency, whereby the optimal air mass value ( 54 ) based on the received torque request data ( 52 ) is determined, and where the processor ( 18th ) is configured to set the target air mass value ( 50 ) on the basis of the optimal air mass value ( 54 ) to be determined.
8. 8. A control unit ( 14th ) according to any preceding paragraph, wherein the processor ( 18th ) is configured to match the applied engine ignition timing ( 60 ) based on optimal engine ignition timing ( 68 ) certainly.
9. 9. A control unit ( 14th ) under Clause 8, wherein the processor ( 18th ) is configured in such a way that it finds the optimal ignition point 60 ) of the engine depending on the actual air mass data ( 62 ) certainly.
10. 10. Control unit ( 14th ) under Clause 8 or Clause 9, where the processor ( 18th ) is configured to provide an engine ignition delay value ( 38 ) is determined based on the actual engine ignition efficiency value, and the processor ( 18th ) is configured to match the applied engine ignition timing ( 60 ) based on the engine ignition delay value ( 38 ) certainly.
11. 11. Control unit ( 14th ) according to any preceding paragraph, wherein the processor ( 18th ) is configured to have a maximum available torque value ( 64 ) based on the actual air mass data ( 62 ), and where the processor ( 18th ) is configured to have the required engine ignition efficiency value ( 66 ) depending on the maximum available torque value ( 64 ) certainly.
12. 12. Control unit ( 14th ) according to any preceding paragraph, wherein the input ( 16 ) is configured to receive torque intervention data indicative of an amount of torque that can be used by at least one vehicle subsystem ( 28 ) is requested and the processor ( 18th ) is configured to have a minimum required torque-engaging engine ignition efficiency value ( 84 ) is determined as a function of the received torque intervention data, and where the ( 18th ) Processor ( 18th ) is configured to define the actual engine ignition efficiency value to be equal to the minimum required torque engagement engine ignition efficiency value ( 84 ) is if it is greater than the minimum ( 84 ) the required engine ignition efficiency value ( 66 ) and the threshold of the maximum engine ignition efficiency value ( 80 ).
13. 13. Control unit ( 14th ) according to clause 12th , wherein the at least one vehicle subsystem ( 28 ) comprises at least one of the following: a windshield heating system; an air conditioner; and a hybrid propulsion system.
14. 14. A controller ( 14th ) according to any preceding paragraph, wherein the torque request data ( 52 ) on an amount of the amount paid by a driver of the vehicle ( 10 ) requested drive torque.
15. 15. A controller ( 14th ) according to clause 14th , where the amount of drive torque requested by the driver is based on an actuation level of an accelerator pedal of the vehicle ( 10 ) based.
16. 16. A controller ( 14th ) according to any preceding paragraph, wherein the torque request data ( 52 ) are based on an amount of drive torque that is generated by one or more driver assistance systems ( 24 ) of the vehicle ( 10 ) is requested.
17. 17. A control unit ( 14th ) according to clause 16 , whereby the one or more driver assistance systems ( 24 ) comprises at least one of the following systems: a traction control system; a transmission control system; and an idle speed control system.
18. 18. Controller ( 14th ) according to any preceding paragraph, wherein the torque request data ( 52 ) include constant torque request data indicating that the requested amount of drive torque is essentially constant over time, the actual air mass data ( 62 ) Include data indicating that the actual air mass flow is a maximum air mass flow, and where the processor ( 18th ) is configured to meet the maximum engine ignition efficiency threshold ( 80 ) which is greater when the requested torque amount is a maximum requested torque than when the requested torque amount is a minimum requested torque.
19. 19. A control unit ( 14th ) according to clause 18th , where the threshold value of the maximum engine ignition efficiency ( 80 ) less than an optimal engine ignition efficiency ( 40 ) is when the requested torque amount is a maximum requested torque.
20. 20. Control unit ( 14th ) according to clause 18th or clause 19th , where the threshold value of the maximum engine ignition efficiency ( 80 ) depends on the requested torque amount if the requested torque amount is between a lower limit torque, which is greater than the minimum requested torque, and the maximum requested torque.
21. 21. A controller ( 14th ) according to any preceding paragraph, wherein the actual engine ignition efficiency value is equal to the required engine ignition efficiency value ( 66 ) is when the engine ( 12th ) does not work in catalyst heating mode.
22. 22. A vehicle ( 10 ) that has a controller ( 14th ) according to any preceding paragraph.
23. 23. Procedure ( 90 ) for controlling a vehicle internal combustion engine ( 12th ), which can be operated in a catalyst heating mode, the method ( 90 ) includes:
    • Receive ( 92 ) of torque request data ( 52 ), which specify an amount of drive torque that the motor ( 12th ) is to be delivered;
    • Reception ( 94 ) actual air mass data ( 62 ), which show the actual air mass flow into the engine ( 12th ) Show;
    • Determine ( 96 ) a required engine ignition efficiency value ( 66 ) depending on the received torque request data ( 52 ) and the actual air mass data ( 62 );
    • Define ( 98 ) an actual engine ignition efficiency value as a minimum ( 82 ) the required engine ignition efficiency value ( 66 ) and a threshold for the maximum engine ignition efficiency value ( 80 );
    • Determine ( 100 ) of an applied engine ignition timing ( 60 ) based on the determined actual engine ignition efficiency; and,
    • Send ( 102 ) a control signal to control the engine to operate in accordance with the applied engine ignition timing when the engine ( 12th ) is operated in catalyst heating mode.
    24. A non-temporary, computer-readable storage medium ( 32 ), on which instructions are stored which, when they are processed by one or more processors ( 18th ) are executed, the one or more processors ( 18th ) cause the method ( 90 ) by clause 23 execute.

Claims (14)

A control unit (14) for a vehicle internal combustion engine (12) which can be operated in a catalytic converter heating mode, the control unit (14) comprising: an input (16) configured to receive: torque request data (52) which indicates an amount of drive torque that is to be supplied by the motor (12); and, actual air mass data (62) indicative of the actual air mass flow into the engine (12); a processor (18) configured to: determine a required engine ignition efficiency value (66) based on the received torque request data (52) and the actual air mass data (62); define an actual engine ignition efficiency value as a minimum (82) of the required engine ignition efficiency value (66) and a threshold value for the maximum engine ignition efficiency value (80); determine an applied engine ignition timing (60) based on the determined actual engine ignition efficiency value; and, an output (20) configured to send a control signal to control the engine (12) to operate in accordance with the applied engine ignition timing (60) when the engine (12) is in the catalytic converter -Heating mode is operated. Control unit (14) Claim 1 wherein the torque request data (52) comprises acceleration request data indicative of a transient increase in the amount of drive torque to be provided by the engine (12). Control unit (14) Claim 2 wherein the acceleration request data causes the actual engine ignition efficiency value (66) to be greater than a desired engine ignition efficiency value (42) defining a desired engine efficiency when the engine (12) is operating in the catalyst heating mode, and optionally the processor (18) so is configured to determine the target engine ignition efficiency value (42) based on at least one of the following parameters: vehicle catalyst efficiency; measured catalyst block temperature; modeled catalyst block temperature; Vehicle engine speed; and optimal torque relative to engine load, and further optionally, wherein the processor (18) is configured to determine the maximum engine ignition efficiency value threshold (80) based on at least one of the parameters. Control unit (14) Claim 3 , wherein the processor (18) is configured to determine a target air mass value (50) which indicates a target air mass flow into the engine (12), the target air mass value (50) depending on the received torque request data ( 52) and the target engine ignition efficiency value (42) is determined, and wherein the output (20) is configured to send the control signal to control the engine (12) to operate in accordance with the target air mass value ( 50) is operating, and wherein the processor (18) is optionally configured to determine an optimal air mass value (54) indicative of a mass air flow into the engine (12) that results in optimal engine efficiency, the optimal air mass value (54 ) is determined based on the received torque request data (52), and wherein the processor (18) is configured to determine the desired air mass value (50) based on the optimal air mass value (54). The controller (14) of any preceding claim, wherein the processor (18) is configured to determine the applied engine ignition timing (60) based on an optimal engine ignition timing (68), and wherein the processor (18) is optionally configured to determine the optimal engine ignition timing (60) based on the actual air mass data (62), and further optionally wherein the processor (18) is configured to determine an engine ignition delay value (38) based on the actual engine ignition efficiency value (66), and wherein the processor (18) is configured to determine the applied engine ignition timing (60) based on the engine ignition delay value (38). The controller (14) of any previous claim, wherein the processor (18) is configured to determine a maximum available torque value (64) based on the actual air mass data (62), and wherein the processor (18) is configured to determine the to determine the required engine ignition efficiency (66) as a function of the maximum available torque value (64). The control device (14) according to any one of the preceding claims, wherein the input (16) is configured to receive torque engagement data indicating an amount of torque requested by at least one vehicle subsystem (28), and wherein the processor ( 18) is configured to determine a minimum required torque engagement engine ignition efficiency value (84) in response to the received torque engagement data, and wherein the processor (18) is configured to define the actual engine ignition efficiency value to be is equal to the minimum required torque engagement engine ignition efficiency value (84) if it is greater than the minimum (84) of the required engine ignition efficiency value (66) and the threshold value of the maximum engine ignition efficiency value (80), and optionally wherein the at least one vehicle subsystem (28) comprises at least one of the following: a Windshield heating system; an air conditioner; and a hybrid drive system. Control device (14) according to one of the preceding claims, wherein the torque request data (52) are based on an amount of the drive torque requested by a driver of the vehicle (10), and optionally wherein the amount of the drive torque requested by the driver is based on an operating level of an accelerator pedal of the vehicle ( 10) based. Control device (14) according to one of the preceding claims, wherein the torque request data (52) are based on an amount of the drive torque that is requested by one or more driver assistance systems (24) of the vehicle (10), and wherein the one or more driver assistance systems (24 ) optionally comprise at least one of the following systems: a traction control system; a transmission control system; and an idle speed control system. A control unit (14) according to any one of the preceding claims, wherein the torque request data (52) include constant torque request data that indicate that the requested drive torque amount is substantially constant over time, the actual air mass data (62) include data that indicate that the actual Mass air flow is a maximum mass air flow, and wherein the processor (18) is configured to determine that the threshold of the maximum engine ignition efficiency value (80) is greater when the requested torque amount is a maximum requested torque than when the requested torque amount is a minimum requested Torque, and optionally wherein the threshold value of the maximum engine ignition efficiency value (80) is less than an optimal engine ignition efficiency value (40) when the requested amount of torque is a maximum requested torque, and wherein further optionally the threshold value of the maxi paint engine ignition efficiency value (80) depends on the requested amount of torque when the requested amount of torque is between a lower limit torque, which is greater than the minimum requested torque, and the maximum requested torque. A controller (14) as claimed in any preceding claim, wherein the actual ignition efficiency value of the engine is equal to the required ignition efficiency value (66) of the engine when the engine (12) is not operating in the catalyst heating mode. A vehicle (10) with a control device (14) according to one of the preceding claims. A method (90) for controlling a vehicle internal combustion engine (12) operable in a catalyst heating mode, the method (90) comprising: Receiving (92) torque request data (52) indicative of an amount of drive torque to be provided by the engine (12); Receiving (94) actual air mass data (62) indicating actual air mass flow into the engine (12); Determining (96) a required engine ignition efficiency value (66) as a function of the received torque request data (52) and the actual air mass data (62); Defining (98) an actual engine ignition efficiency value as a minimum (82) of the required engine ignition efficiency value (66) and a threshold value for the maximum engine ignition efficiency value (80); Determining (100) an applied engine ignition timing (60) based on the determined actual engine ignition efficiency; and, Sending (102) a control signal to control the engine to operate in accordance with the applied engine ignition timings when the engine (12) is operating in the catalyst heating mode. A non-transitory, computer readable storage medium (32) having stored thereon instructions which, when executed by one or more processors (18), cause the one or more processors (18) to perform the method (90) of Claim 13 perform.

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