DE102021125400A1 - GASOLINE ENGINE - Google Patents

Abstract

The invention relates to a method for controlling a combustion process in an internal combustion engine, the internal combustion engine being operable with a first type of fuel and a second type of fuel or with a fuel mixture of the first and at least the second type of fuel, the internal combustion engine having a fuel sensor unit for determining the type of fuel and having a control unit for setting an operating parameter, with the method steps of determining the types of fuel contained in the fuel using the fuel sensor unit and adjusting an operating parameter of the combustion process. The invention also relates to a device for controlling the combustion process of a multiple-fuel gasoline engine and an engine unit.

Description

The invention relates to a method for controlling a combustion process in an internal combustion engine, the internal combustion engine being operable with a first type of fuel and a second type of fuel or with a fuel mixture of the first and at least the second type of fuel, the internal combustion engine having a fuel sensor unit for determining the type of fuel and having a control unit for setting an operating parameter, with the method steps of determining the types of fuel contained in the fuel using the fuel sensor unit and adjusting an operating parameter of the combustion process. The invention also relates to a device for controlling the combustion process of a multiple-fuel gasoline engine and an engine unit.

State of the art

Internal combustion engines based on Otto engines are usually operated with fuel from fossil fuels based on refined petroleum. Alkanols produced from renewable raw materials, such as ethanol or methanol, are increasingly being added to this fuel in various mixing ratios. In the USA and Europe, for example, a mixture of 75-85% ethanol and 15-25% gasoline is used under the brand name E85. Internal combustion engines of this type are designed in such a way that they can be operated both with pure petrol and with mixtures up to E85; concepts are also known according to which the internal combustion engine can be operated up to water-containing E100. The alkanols used have a different, higher octane number than conventional gasoline, so an internal combustion engine designed for gasoline fuel cannot be operated without adjustments with a fuel that has a significant proportion of alkanols.

The font DE 10 2008 010 555 A1 presents a method for controlling an internal combustion engine, in which the internal combustion engine has a fuel sensor for determining fuel properties, a fuel metering device, a device for determining the amount of air supplied and an exhaust gas probe in an exhaust gas duct. It is provided that a protic fuel coefficient is determined from a signal from the fuel sensor, that an oxygen demand coefficient is determined from the air quantity supplied to the internal combustion engine, the fuel quantity supplied and the signal from the exhaust gas probe, and that from the protic fuel coefficient and the oxygen demand coefficient pairs of coefficients are formed. Control parameters for the internal combustion engine are derived from these pairs of coefficients. This allows the amount of fuel supplied, the ignition point, the fuel preheating, the control position and the exhaust gas recirculation to be controlled. With the method presented here, in particular, parameters of the internal combustion engine for exhaust gas cleaning and aftertreatment are controlled.

The font DE 10 2008 035 251 A1 shows a flexible fuel internal combustion engine utilizing impulse charging technology. Here, in each intake line between the usual air supply and the conventional intake valve, a fast-acting impulse valve with essentially two positions is arranged. The internal combustion engine includes a fuel sensor that determines the type of fuel currently being fed to the engine, eg, either gasoline or E85. Based on this determination, impulse charging becomes inactive (if gasoline is detected) or active (if E85 is detected). A speed or torque sensor is also used to determine if the impulse charge is producing a delivery rate that is more closely matched to fuel octane properties.

DE 10 2009 011 854 A1 discloses an engine control system for a spark ignition engine designed for a mixture of ethanol and gasoline. The engine control system includes a fuel injector that injects a mixture of ethanol and gasoline directly into a combustion chamber of a gasoline direct injection (SIDI) engine. A control module controls a start of injection of the fuel injector such that the start of injection occurs more than 335 crank angle degrees before a top dead center of a compression stroke of the engine.

The font DE 10 2015 221 847 A1 shows a reciprocating internal combustion engine that can be operated with a fuel mixture consisting of ethanol and gasoline, preferably E85. The engine is equipped with VCR actuators (VCR: Variable Compression Ratio), which enable variable adjustment of a compression ratio of combustion chambers of the internal combustion engine.

The internal combustion engines presented here and their controls are designed for a fuel that essentially contains gasoline and ethanol. E85 fuel is preferred. fuel that in addition to gasoline, contains methanol and/or ethanol in substantially variable proportions is not used.

It is therefore the object of the invention to provide a method for controlling a combustion process in an internal combustion engine, with which an internal combustion engine can be operated with different fuels. It is also an object of the invention to provide a motor assembly that can be operated with different fuels.

The stated task is solved by means of the method for controlling a combustion process in an internal combustion engine. Further advantageous configurations of the invention are set out in subclaims 2 to 9.

The internal combustion engine can be operated with a first type of fuel and a second type of fuel or with a fuel mixture of the first and at least the second type of fuel. The internal combustion engine has a fuel sensor unit for determining the type of fuel and a controller for setting an operating parameter. The method according to the invention for controlling a combustion process in an internal combustion engine has two method steps: in the first method step, the types of fuel contained in the fuel are determined with the fuel sensor unit. The internal combustion engine is preferably an Otto engine with spark ignition. To clean the exhaust gas, the internal combustion engine has an exhaust gas catalytic converter controlled by a lambda probe. Types of fuel within the meaning of this document are gasoline, ethanol and methanol.

In the second method step, an operating parameter of the combustion process is adjusted. The operating parameter is e.g. the composition of the fuel-gas mixture, specifically the amount of fuel for setting an air/fuel ratio for Lambda = 1. The fuel sensor unit is used to determine the current fuel composition before the injection time and the current exhaust gas composition, i.e. the oxygen partial pressure in the exhaust gas and forwarded to the control electronics of the internal combustion engine. On the basis of the composition of the fuel mixture determined in this way, the combustion of the internal combustion engine is optimized, in particular by setting the most favorable air/fuel ratio, here lambda=1.

The method according to the invention enables an internal combustion engine to be operated with two different fuels or a mixture of two different types of fuel, without the user having to make any settings on the internal combustion engine. The type of fuel or fuels is determined by means of the fuel sensor unit and an operating parameter of the combustion process of the internal combustion engine is automatically adjusted.

In a further embodiment of the invention, the internal combustion engine can be operated with a third type of fuel or with a fuel mixture of the first, second and/or third type of fuel. The fuel sensor unit determines the types of fuel contained in the fuel, on the basis of which an operating parameter of the combustion process is adjusted.

In a development of the invention, the types of fuel include gasoline, ethanol and/or methanol. All three of these fuels are available, long established and safe to use. Ethanol and methanol can also be produced in a climate-neutral manner from renewable raw materials.

In an advantageous embodiment of the invention, in addition to the types of fuel contained in the fuel, the fuel sensor unit is used to determine the concentrations in the types of fuel contained in the fuel. In addition to determining the type of fuel, the respective proportion or the concentration of the respective fuel type in the fuel is determined.

In a development of the invention, the operating parameter is changed to a value assigned to the determined fuel type and/or composition. Due to the different chemical and physical properties of the fuel types, the operating parameters of the combustion process are adjusted.

In a further embodiment of the invention, the changed operating parameter includes the injection quantity of the fuel mixture. In a Otto engine, the injected fuel quantity is set to the air/fuel ratio for Lambda = 1. Using the fuel sensor unit, the current fuel composition before the injection time and the current exhaust gas composition, i.e. the oxygen partial pressure in the exhaust gas, is determined and forwarded to the control electronics of the internal combustion engine. The combustion of the internal combustion engine is optimized on the basis of the composition of the fuel mixture determined in this way, in particular by setting the most favorable air/fuel ratio.

In a further embodiment of the invention, the changed operating parameter includes the center of combustion and/or the ignition point. The center of combustion is the point in time at which 50% of the fuel mass used has been burned. The center of combustion is around 5° to 8° crank angle (CA) after top dead center (TDC) of the piston. The fuel-air mixture must therefore be ignited before TDC.

In a further embodiment of the invention, the changed operating parameter includes the compression ratio during the combustion process. The three types of fuel to be used (petrol, methanol, ethanol) have different octane ratings. In order to achieve optimal efficiency of the Otto engine, the compression ratio is adjusted in such a way that the compression ratio is as high as possible and at the same time knocking is avoided. in particular, when the methanol content is high, there is high knock resistance, which makes it possible to set a high compression ratio without knocking occurring. On the other hand, with a lower methanol content, a lower compression ratio must be set in order to avoid knocking of the internal combustion engine. According to the method according to the invention, it can be provided that the compression ratio is set in such a way that the Otto engine can be operated closer to the knock limit even with changing types of fuel. As a result, the thermal efficiency of the internal combustion engine can be increased. A knock sensor, for example, is used for this purpose.

In an advantageous development of the invention, several operating parameters of the combustion process are adjusted. For maximum efficiency of the combustion process, several operating parameters are modified depending on the type of fuel and its concentration. These include the injection quantity of the fuel mixture, the center of combustion or the ignition point, the compression ratio and, if an exhaust gas turbocharger is present, the boost pressure.

The stated object is also achieved by means of the device for controlling the combustion process of a multiple-fuel gasoline engine for operation with gasoline and/or different alkanols according to claim 10. Further advantageous configurations of the invention are also set out in subclaims 11 to 17.

The device according to the invention for controlling the combustion process of a multiple-fuel gasoline engine has a control unit for controlling one or more operating parameters of the combustion process and a fuel sensor unit. The fuel sensor unit is intended and suitable for determining the types of fuel that make up the fuel. According to the invention, the fuel sensor unit is provided and suitable for distinguishing between different types of alcohol.

The combustion of the internal combustion engine is optimized on the basis of the determined composition of the fuel mixture. The device according to the invention for controlling the combustion process makes it possible to operate an internal combustion engine with two different types of fuel or a mixture of two different types of fuel without a user having to make settings on the internal combustion engine. The type of fuel or fuels is determined by means of the fuel sensor unit and an operating parameter of the combustion process of the internal combustion engine is automatically adjusted.

In a development of the invention, the fuel sensor unit is provided and suitable for distinguishing between gasoline and alkanols. Gasoline and the alkanols to be used have different octane numbers. Due to the different chemical and physical properties of the fuel types, the operating parameters of the combustion process are adjusted.

In a further embodiment of the invention, the fuel sensor unit is provided and suitable for distinguishing between ethanol and methanol. Both alkanols have different chemical and physical properties, e.g. vapor pressure. For optimal operation of an Otto engine, its operating parameters must be set accordingly.

In an advantageous embodiment of the invention, the fuel sensor unit is provided and suitable for determining proportions of the determined fuel components. In addition to determining Art of the fuel, the respective proportion or the concentration of the respective fuel type in the fuel is determined.

In a development of the invention, the fuel sensor unit is provided and suitable for determining proportions of ethanol and/or methanol. Both alkanols have different chemical and physical properties, e.g. vapor pressure. For optimal operation of an Otto engine, its operating parameters must be set accordingly.

In a further embodiment of the invention, the control unit is provided for controlling one or more operating parameters of the combustion process and is suitable for changing the injected quantity of fuel depending on the determined fuel type and/or fuel composition. In a Otto engine, the injected fuel quantity is set to the air/fuel ratio for Lambda = 1. The current fuel composition before the injection time and the current exhaust gas composition, ie the oxygen partial pressure in the exhaust gas, are determined by means of the fuel sensor unit and forwarded to the control electronics of the internal combustion engine. The combustion of the internal combustion engine is optimized on the basis of the composition of the fuel mixture determined in this way, in particular by setting the most favorable air/fuel ratio.

In a further embodiment of the invention, the control unit is intended to control one or more parameters of the combustion process and is suitable for changing the compression ratio depending on the determined type of fuel and/or fuel composition. The compression ratio specifies a ratio between a maximum volume of the combustion chamber and a minimum volume of the combustion chamber during a power stroke of the internal combustion engine. The compression ratio can be variably adjusted by suitable so-called VCR controllers. In particular, when the methanol content is high, there is high knock resistance, which makes it possible to set a high compression ratio without knocking occurring. On the other hand, with a lower methanol content, a lower compression ratio must be set in order to avoid knocking of the internal combustion engine. This is set, for example, via a knock sensor and automatically optimized.

In a further embodiment of the invention, the control unit is provided for controlling one or more parameters of the combustion process and is suitable for changing the center of combustion depending on the determined fuel type and/or fuel composition. The center of combustion is the point in time at which 50% of the fuel mass used has been burned. The center of combustion is around 5° to 8° CA after top dead center (TDC) of the piston. The fuel-air mixture must therefore be ignited before TDC.

The stated object is also achieved by means of the motor assembly according to claim 19 according to the invention. A further advantageous embodiment of the invention is set out in dependent claim 20.

The engine unit according to the invention has an internal combustion engine which is designed as a piston engine with reciprocating pistons and a combustion chamber. The motor assembly also has a fuel injector, via which a fuel mixture can be injected into the combustion chamber. The fuel injector can optionally be designed as an intake manifold unit. In addition, the motor unit has an ignition device for igniting the fuel mixture in the combustion chamber. The engine unit also has a control unit for controlling one or more parameters of the combustion process in the internal combustion engine and a fuel sensor unit and optionally a knock sensor, which is provided and suitable for determining the types of fuel that make up the fuel. According to the invention, the fuel sensor unit is provided and suitable for distinguishing between different types of alcohol.

The object of the invention is also achieved by a method for changing the compression ratio of a combustion process in an internal combustion engine with the method steps analysis of the fuel composition of the fuel mixture used to operate the internal combustion engine, detection of a changed fuel composition of the fuel mixture compared to previous operation, change in the compression ratio compared to the compression ratio during previous operation. This has the advantage that the operating parameters of the internal combustion engine can be optimally adjusted to the fuel composition and the performance can thus be improved and consumption reduced.

In a further embodiment according to the invention, both the components of the fuel and their proportion in the fuel mixture are determined. While only the alcohol content of the fuel is determined in the known methods, the advantage here is that the compression ratio can also be adjusted as a function of the type of alcohol contained in the fuel mixture. In this way, using the advantages already known in the prior art, consumption can be further reduced and performance further increased.

In a further embodiment of the invention, in addition to the compression ratio, the injection quantity at lambda=1 and/or the position of the center of combustion are also changed. This has the advantage of further increasing performance and reducing consumption.

In another embodiment, the compression ratio is adjusted by changing the charging pressure of an exhaust gas turbocharger or VCR system.

The object of the invention is also achieved by a method for changing the injection quantity at lambda=1 of a combustion process in an internal combustion engine with the method steps analysis of the fuel composition of the fuel mixture used to operate the internal combustion engine, detection of a fuel composition of the fuel mixture that has changed compared to previous operation, changing the injection quantity Lambda = 1 compared to the injection quantity at Lambda = 1 in the previous operation. This has the advantage that the operating parameters of the internal combustion engine can be optimally adjusted to the fuel composition and the performance can thus be improved and consumption reduced.

In a further embodiment according to the invention, both the components of the fuel and their proportion in the fuel mixture are determined. While only the alcohol content of the fuel is determined in the known methods, the advantage here is that the injection quantity at lambda=1 can also be adjusted as a function of the type of alcohol contained in the fuel mixture. In this way, using the advantages already known in the prior art, consumption can be further reduced and performance further increased.

In a further embodiment of the invention, in addition to the injection quantity at lambda=1, the compression ratio and/or the position of the center of combustion are also changed. This has the advantage of further increasing performance and reducing consumption.

The object of the invention is also achieved by a method for changing the position of the center of combustion of a combustion process in an internal combustion engine with the method steps analysis of the fuel composition of the fuel mixture used to operate the internal combustion engine, detection of a changed fuel composition of the fuel mixture compared to previous operation, changing the position of the center of combustion in the Comparison to the position of the center of combustion in the previous operation. This has the advantage that the operating parameters of the internal combustion engine can be optimally adjusted to the fuel composition and the performance can thus be improved and consumption reduced.

In a further embodiment according to the invention, both the components of the fuel and their proportion in the fuel mixture are determined. While only the alcohol content of the fuel is determined in the known methods, the advantage here is that the position of the center of combustion can also be adjusted as a function of the type of alcohol contained in the fuel mixture. In this way, using the advantages already known in the prior art, consumption can be further reduced and performance further increased.

In a further embodiment of the invention, in addition to the position of the center of combustion, the compression ratio and/or the injection quantity are changed at lambda=1. here lambda=1,

In a further embodiment of the invention, a knock sensor is installed. The evaluation of its data allows the center of combustion to be set with pinpoint accuracy at the knock limit. In this way, using the advantages already known in the prior art, consumption can be further reduced and performance further increased.

A further solution to the problem of the invention is to provide an internal combustion engine which operates with high efficiency using CO ₂ -neutral, non-lubricating fuels without emitting any significant nitrogen oxides. The internal combustion engine will be used in a generator-like operation for the purpose of decentralized power generation within a new type of self-sufficient fast charging station, which can charge electric vehicles regardless of location with an output of up to 250 kW or more. This innovative product makes a significant contribution to covering the demand for needs-based charging solutions at every location and thus enabling electromobility across the board.

In order to ensure the CO ₂ neutrality of the combustion process, only bio-ethanol and bio-methanol are used as energy sources, which only release as much CO ₂ as they previously bound. Since these have no lubricity compared to conventional fuels such as petrol or diesel, no engines available on the market can be used. Instead, high demands on the friction pairings of cylinders and pistons as well as the valves in the cylinder heads have to be met and the exhaust aftertreatment optimized. Mixtures of fuels containing petrol, ethanol and/or methanol can also be used.

In order to also keep the emission of nitrogen oxides to an absolute minimum, the use of a gasoline engine combustion process is required, which enables the residue-free combustion of the energy sources through a stoichiometric combustion air ratio with performance data typical of diesel (torque, fuel consumption). Particulate emissions do not occur to a measurable extent because of the petrol engine process with intake manifold injection. This ensures a corresponding mixing section during gas formation, which prevents particle emissions. In the case of stoichiometric combustion, the formation of particles due to unburned hydrocarbons (HC emissions) is also prevented. Furthermore, extremely short-chain alkanols such as methanol and ethanol do not tend to form particles like long-chain hydrocarbon mixtures

The use of an Otto engine internal combustion engine in stationary power generation with an output of up to 250 kW or more is a novelty. Other power generators with comparable output are based exclusively on diesel engines and therefore emit considerable amounts of nitrogen oxides, which can only be partially eliminated by means of complex exhaust gas aftertreatment (urea post-injection). get eliminated.

NH3 formation can result from sub-stoichiometric combustion of ethanol. This unit is therefore equipped with 2 lambda probes (before and after the catalytic converter) to check for possible NH3 slip. In addition, a downstream slip catalytic converter with a high platinum coating is installed for the effective oxidation of NH3.

As a technical target parameter, an efficiency of the combustion process of 42% can be achieved. This clearly surpasses the efficiency of petrol engine (20 - 28%) and typical diesel combustion (33%). In addition, the aim is to undercut the emission limit values of the NO _x mass in the exhaust gas flow of 0.4 g/kWh by at least 30% and the particle mass of 15 mg/kWh and particle number of 10 ¹² /kWh by 50% each (stage 5 engine class NRE-c-6, EU Regulation 2016/1628).

The innovative approach consists of converting a diesel engine designed for trucks into a petrol engine. Stoichiometric combustion can only be achieved with the Otto engine combustion process. This is the prerequisite for using a three-way catalytic converter, which is necessary to reduce emissions. In this way, nitrogen oxide emissions can be significantly reduced with high efficiency.

Substoichiometric combustion of CH ₃ OH produces NH ₃ . In order to cause this to oxidize and thus minimize the risk of ammonia emissions, a blocking catalytic converter is used in addition to the three-way catalytic converter. The combination of a high output of up to 250 kW with CO ₂ -neutral combustion of renewable energy sources without significant nitrogen oxide emissions results in considerable technological complexity.

In order to convert the planned diesel engine to an Otto engine, spark plugs and a new injection system are integrated. The fuel injection into the intake manifold is precisely calculated and designed, specifically the adjustment of the nozzles in order to achieve the desired operating point. The ice spray nozzles are our own designs, which are optimized for large passages and to avoid steam formation in the fuel should be installed facing upwards. The first thing that escapes when you open it is the steam. Therefore, no misfires occur. In order to enable combustion with as few residues as possible with a combustion air ratio of lambda equal to one, a high compression factor of 12 to 18 is necessary. Flat piston bowls are used for this. A throttle valve is also installed to regulate the power of the engine. In order to avoid the redesign of the camshafts, the diesel control times are used.

The engine is operated at a typical diesel speed of 1300 rpm to 1800 rpm to ensure the right generator speed. In the case of Otto engine internal combustion engines, however, this speed does not provide sufficient power for fast charging of electric vehicles. For this reason, for example, the engine has to be charged using a turbocharger to between 1.8 and 2 bar overpressure, which enables a torque of 1750 Nm and an output of 230 kW. Under the given boundary conditions (230 kW output, 1500 rpm speed, 8.8 l cubic capacity), the medium pressure to be expected in the cylinder interior is approx. 20.9 bar at full load. Conventional car engines cannot withstand this high pressure, which is why an engine for trucks is used here. The engine achieves the performance of a petrol engine at the typical diesel speed and medium pressure and emits correspondingly harmless exhaust gases. $${\text{p}}_{\text{me}}=\frac{{\text{P}}_{\text{e}}}{{\text{V}}_{\text{H}}\cdot \text{n}\cdot \text{i}}=\frac{\stackrel{p}{230}\text{kW}}{8.8\text{l}\cdot \text{1500}\frac{\text{u}}{\text{at least}}\cdot 0.5}=20.9\text{bar}$$

With mean pressure: P _me = P _e / (V _h * n * i) and with P _me = mean pressure in bar, P _e = power in kW, V _h = cubic capacity, n = speed, i = combustion process parameter.

Due to the lack of lubricity of CO ₂ -neutral bio-energy carriers such as bio-ethanol and bio-methanol, high demands are placed on the friction pairings of the moving components of the engine. The piston rings and the adjacent cylinder wall as well as the valve seats and valve guides must be perfectly matched, otherwise the engine would be destroyed after a very short time. The precise design and mutual coordination of the friction pairings therefore creates a significant technical risk, which is further increased by the prevailing high mean pressures in the cylinders. Since there are no indications for the design of the friction pairings, these investigations are to be carried out in the field of materials science. When designing the engine as a whole, it should also be noted that special seals that are suitable for the fuel used are to be used instead of conventional seals. These must also be able to withstand the drastically increased combustion chamber temperatures of 850°C instead of 450°C.

The motor will initially be used as a subsystem in our self-sufficient fast charging station. The engine is also used in a power generator. As there are currently no CO ₂ -neutral power generators in this performance class that do not emit particles or NO _x , this is also a new product.

Exemplary embodiments of the method according to the invention for controlling a combustion process in an internal combustion engine and of the engine unit according to the invention are shown in a schematically simplified manner in the drawings and are explained in more detail in the following description.

• 1: Motoraggregat

Show it:

• 1 : engine unit

1 1 shows a simplified representation of the engine assembly 10 of the present invention. The engine assembly 10 includes a cylinder 14 in which a reciprocating piston 16 is disposed. An intake valve 18 periodically opens to admit intake air into the cylinder 14 through air inlet 86 . The fuel injector 62 atomizes the fuel directly into the combustion chamber 34 of the cylinder 14 . The intake valve 18 opens during the intake stroke to admit combustion air into the combustion chamber 34 . An exhaust valve 20 opens periodically to allow exhaust gas to escape from the cylinder 14 via the exhaust outlet 88 . The exhaust drives a turbine 82 on the outlet side of an exhaust gas turbocharger. The turbine on the outlet side 82 is rigidly connected to a turbine of the exhaust gas turbocharger on the inlet side 84 . The exhaust gas turbocharger is constructed in such a way that it has a variable turbine geometry.

The opening and closing of intake valve 18 and exhaust valve 20 is controlled by associated intake 22 and exhaust 24 cam lobes. The intake cam lobe 22 and the exhaust cam lobe 24 rotate together with a camshaft 26. The camshaft 26 has a lobe 38 that drives a mechanical fuel pump 30. A camshaft pulley 32 drives the camshaft 26 .

The reciprocating piston 16 drives a crankshaft 40 via the connecting rod 28 . A crankshaft gear 42 rotates with the crankshaft 40. The crankshaft gear 42 drives the camshaft pulley 32 via a belt or chain 44. As shown in FIG. A crankshaft position target ring 50 is also attached to the crankshaft 40 .

Either gasoline, methanol, ethanol or a mixture of gasoline, methanol and/or ethanol is used to operate the engine unit 10 . The fuel is pumped from the tank 70 via a fuel line 72 to the fuel injector 62 with the aid of the fuel pump 30 . Due to the different chemical and physical properties of the types of fuel mentioned, different operating parameters of the combustion process of the engine assembly 10 are required.

The method according to the invention for controlling the combustion process of engine unit 10 has two method steps: in the first method step, the types of fuel (petrol, ethanol, methanol) contained in the fuel are determined using fuel sensor unit 68 . In addition, the concentration of the types of fuel contained in the fuel is determined. in the second method step, one or more operating parameters of the combustion process are adjusted.

The control unit 12 generates output signals that control an electric fuel pump 60 and a fuel injector 62 in such a way that the injected quantity of fuel is adjusted depending on the types of fuel contained in the fuel. The controller 12 also receives one or more signals from an oxygen sensor 66. The oxygen sensor 66 is indicative of the oxygen content of the engine exhaust. The engine control module 12 keeps the air ratio in the vicinity of λ=1, ie in the range of the stoichiometric combustion air ratio. All of the fuel molecules can react completely with the oxygen in the air without there being a lack of oxygen or unburned fuel remaining. The most efficient operation occurs with a slightly lean mixture of approx. λ = 1.05. The highest engine output is achieved with a rich mixture of approx. λ = 0.85.

In order to increase the output and to increase the efficiency, the engine unit 10 has an exhaust gas turbocharger. On the outlet side 82, the turbocharger has the exhaust gas turbine, which is rotated by the energy of the exhaust gases emitted. The exhaust gas turbine 82 is connected via a rigid shaft to the compressor on the inlet side 84, which compresses the intake air of the engine. The exhaust gas turbocharger has a variable turbine geometry, realized e.g. by adjustable guide vanes of the exhaust gas turbine 82. The control unit 12 controls the adjustable air vanes of the exhaust gas turbine 82 in such a way that the boost pressure is adjusted depending on the composition of the fuel.

The coupling between the crankshaft 40 and the piston 16 in the cylinder 14 is provided with a VCR (VCR: Variable Compression Ratio) adjuster 80 to set a compression ratio in the cylinder 14 variably. During operation, the compression ratio is essentially adjusted by means of the control unit 12 in such a way that it is as high as possible, but knocking of the engine unit 10 is avoided. Alternatively, the compression ratio can also be adjusted by changing the charging pressure of the exhaust gas turbocharger.

A crankshaft position sensor 64 generates a crankshaft position signal based on a position of the crankshaft position target ring 50. The crankshaft position signal represents crank angle degrees with respect to a predetermined reference point. The crankshaft position sensor 64 forwards the signal to the control unit 12 . The control unit 12 controls the spark plug 36 in such a way that the center of combustion is changed depending on the determined fuel type and/or fuel composition. The center of combustion is the point in time at which 50% of the fuel mass used has been burned. The center of combustion is around 5° to 8° CA after top dead center (TDC) of piston 16. The fuel-air mixture must therefore be ignited before TDC.

Examples of nine different compositions of the fuel used in engine unit 10 and the respective operating parameters are listed (see Table 1): Table 1: Operating parameters of the combustion process for fuels with different compositions Fuel type/composition Injection quantity for Lambda = 1 Ignition point at 1500 ^rpm , full load compression ratio boost pressure gasoline 100 1:14.7 20°before TDC 11:1 1.5 to 2 bars methanol100 1:6.47 10°BTDC 18:1 2 to 3 bars ethanol100 1 : 9 5° BTDC 11:1 1.5 to 2 bars Gasoline 50/Methanol 50 1:10.585 15°before TDC 14.5:1 1.75 to 2.5 Gasoline50/Ethanol50 1:11.85 10.25° BTDC 11:1 1.5 to 2 bars Gasoline50/ Ethanol25 /Methanol25 1:11.218 13.75° BTDC 12.75:1 1.6 to 2.25 E5 1:14.415 19.25° before TDC 11:1 1.5 to 2 bars E10 1:14.13 18.5° before TDC 11:1 1.5 to 2 bars E85 1:9.855 7.25° BTDC 11:1 1.5 to 2 bars

Of the types of fuel used (gasoline, methanol, ethanol), 100% gasoline (Gasoline100) has the highest carbon content per unit volume. The fuel:air injection ratio is therefore the lowest at 1:14.7 for lambda=1. The ignition point is 20° before TDC, the compression ratio is 11:1. The boost pressure is set at 1.5 to 2 bar.

In contrast, 100% methanol (Methanol100) has the lowest carbon content per unit volume, while at the same time having the highest knock resistance. The fuel:air injection ratio is therefore 1:6.47 for Lambda = 1, the compression is 18:1. The boost pressure can be up to 3 bar, the ignition timing is 10° before TDC.

100% ethanol (Ethanol100) has a carbon content per unit volume between gasoline 100 and methanol100. The fuel:air injection ratio is therefore 1:9 for Lambda = 1. The ignition timing is 5° before TDC, the compression ratio is 11:1. The boost pressure is set at 1.5 to 2 bar.

When using a mixture of 50% gasoline and 50% methanol (Benzin50/Methanol50), the injection ratio fuel : air is 1 : 10.585 for Lambda = 1. The ignition point is 15° before TDC, the compression ratio is 14.5 : 1. The Boost pressure is set at 1.75 to 2.5 bar.

When using a mixture of 50% petrol and 50% ethanol (petrol50/ethanol50), the fuel:air injection ratio is 1:11.85 for Lambda = 1. The ignition timing is 10.25° before TDC, the compression ratio is 11:1 The boost pressure is set at 1.5 to 2 bar.

When using a mixture of 50% petrol, 25% methanol and 25% ethanol (petrol50/ethanol25/methanol25), the fuel:air injection ratio is 1 : 11.218 for lambda = 1. The ignition point is 13.75° before TDC, the compression ratio at 12.75 : 1. The boost pressure is set at 1.6 to 2.25 bar.

When using the commercially available E5 fuel with 95% petrol and 5% ethanol, the fuel:air injection ratio is 1:14.415 for Lambda = 1. The ignition point is 19.25° before TDC, the compression ratio is 11:1 1.5 to 2 bar set.

When using the fuel E10, which is also commercially available, with 90% petrol and 10% ethanol, the injection ratio fuel : air is 1 : 14.13 for lambda = 1. The ignition point is 18.5° before TDC, the compression ratio is 11 : 1. The Boost pressure is set at 1.5 to 2 bar.

When using the fuel E85, which is also commercially available, with 15% petrol and 85% ethanol, the injection ratio fuel : air is 1 : 9.855 for lambda = 1. The ignition point is 7.25° before TDC, the compression ratio is 11 : 1. The charge pressure is increased also set at 1.5 to 2 bar.

Reference List

10

engine unit

12

control unit

14

cylinder

16

Pistons

16'

Piston Head/Top of Piston

18

intake valve

20

outlet valve

22

intake cam

24

exhaust cam

26

camshaft

28

connecting rod

30

fuel pump

32

camshaft pulley

34

combustion chamber

36

ignition device

38

Elevation of the camshaft to drive the fuel pump

40

crankshaft

42

crankshaft gear

44

strap/chain

50

Crankshaft position target ring

60

fuel pump

62

fuel injector

64

crankshaft position sensor

66

lambda probe

68

fuel sensor unit

70

fuel tank

72

fuel line

80

VCR controller

82

Exhaust gas turbocharger outlet side

84

Exhaust gas turbocharger inlet side

86

air intake

88

exhaust outlet

QUOTES INCLUDED IN DESCRIPTION

This list of documents cited by the applicant was 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.

Patent Literature Cited

• DE 102008010555 A1 [0003]
• DE 102008035251 A1 [0004]
• DE 102009011854 A1 [0005]
• DE 102015221847 A1 [0006]

Claims (20)

Method for controlling a combustion process in an internal combustion engine (10) with the method steps • Determination of the types of fuel contained in the fuel with a fuel sensor unit (68) • Adjusting an operating parameter of the combustion process, the internal combustion engine (10) being operable with a first type of fuel and a second type of fuel or with a fuel mixture of the first and at least the second type of fuel, wherein the internal combustion engine (10) has the fuel sensor unit (68) for determining the type of fuel and a control unit (12) for setting an operating parameter. Method for controlling a combustion process in an internal combustion engine (10). claim 1 characterized in that the internal combustion engine (10) can be operated with a third type of fuel or with a fuel mixture of the first, second and/or third type of fuel. Method for controlling a combustion process in an internal combustion engine (10). claim 1 or 2 characterized in that the types of fuel include petrol, ethanol and/or methanol. Method for controlling a combustion process in an internal combustion engine (10) according to one or more of the preceding claims, characterized in that in addition to the types of fuel contained in the fuel, the concentration of the types of fuel contained in the fuel is determined with the fuel sensor unit (68). Method for controlling a combustion process in an internal combustion engine (10) according to one or more of the preceding claims, characterized in that the operating parameter is changed to a value assigned to the determined fuel type and/or composition. Method for controlling a combustion process in an internal combustion engine (10). claim 5 characterized in that the changed operating parameter includes the injection quantity of the fuel mixture. Method for controlling a combustion process in an internal combustion engine (10). claim 5 or 6 characterized in that the changed operating parameter includes the combustion focus and/or the ignition point. Method for controlling a combustion process in an internal combustion engine (10) according to one or more of Claims 5 until 7 characterized in that the changed operating parameter comprises the compression ratio during the combustion process. Method for controlling a combustion process in an internal combustion engine (10) according to one or more of Claims 5 until 8th characterized in that several operating parameters of the combustion process are adjusted. Device for controlling the combustion process of a multiple-fuel gasoline engine for operation with gasoline and/or different alkanols, comprising • a control unit (12) for controlling one or more operating parameters of the combustion process • a fuel sensor unit (68), the fuel sensor unit (68) therefor is provided and suitable for determining the types of fuel that make up the fuel, characterized in that the fuel sensor unit (68) is provided and suitable for distinguishing between different types of alkanol. Device for controlling the combustion process of a multiple-fuel gasoline engine claim 1 characterized in that the fuel sensor unit (68) is intended and adapted to discriminate between gasoline and alkanols. Device for controlling the combustion process of a multiple-fuel gasoline engine claim 1 or 2 characterized in that the fuel sensor unit (68) is intended and adapted to distinguish between ethanol and methanol. Device for controlling the combustion process of a multiple-fuel Otto engine according to one or more of the preceding claims, characterized in that the fuel sensor unit (68) is provided and suitable for determining proportions of the determined fuel components. Device for controlling the combustion process of a multiple-fuel gasoline engine claim 4 characterized in that the fuel sensor unit (68) is provided and suitable for determining proportions of ethanol and/or methanol. Device for controlling the combustion process of a multiple-fuel Otto engine according to one or more of the preceding claims, characterized in that the control unit (12) is provided and suitable for controlling one or more operating parameters of the combustion process, the injection quantity of fuel depending on the fuel type determined and/or change power composition. Device for controlling the combustion process of a multiple-fuel Otto engine according to one or more of the preceding claims, characterized in that the control unit (12) is provided and suitable for controlling one or more parameters of the combustion process, the compression ratio depending on the determined fuel type and/or or change power composition. Device for controlling the combustion process of a multiple-fuel Otto engine according to one or more of the preceding claims, characterized in that the control unit (12) is provided for controlling one or more parameters of the combustion process and is suitable for this purpose, depending on the determined fuel type and/or or change power composition. Device for controlling the combustion process of a multiple-fuel Otto engine according to one or more of the preceding claims, characterized in that the control unit (12) is connected to a knock sensor which optimizes the ignition point depending on the determined fuel type and/or power composition up to the respective knock limit . An engine assembly (10) comprising: • an internal combustion engine having reciprocating pistons and a combustion chamber (34) • a fuel injector (62) for injecting a fuel mixture into the combustion chamber (34) • an ignition device (36) for ignition of the fuel mixture in the combustion chamber (34) • a control unit (12) for controlling one or more parameters of the combustion process • a fuel sensor unit (68), the fuel sensor unit (68) being provided and suitable for determining the types of fuel that make up the fuel thereby characterized in that the fuel sensor unit (68) is intended and adapted to distinguish between different types of alkanols. Motor unit (10) after claim 9 : characterized in that the engine unit (10) comprises a device (80) for changing the compression ratio.

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