DE10318240A1 - Method and device for operating an internal combustion engine - Google Patents

Method and device for operating an internal combustion engine

Info

Publication number
DE10318240A1
DE10318240A1 DE2003118240 DE10318240A DE10318240A1 DE 10318240 A1 DE10318240 A1 DE 10318240A1 DE 2003118240 DE2003118240 DE 2003118240 DE 10318240 A DE10318240 A DE 10318240A DE 10318240 A1 DE10318240 A1 DE 10318240A1
Authority
DE
Germany
Prior art keywords
internal combustion
combustion engine
characterized
load
speed
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
DE2003118240
Other languages
German (de)
Inventor
Thomas Bleile
Rainer Buck
Ulrich Rosin
Birgit Tichy
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Priority to DE2003118240 priority Critical patent/DE10318240A1/en
Publication of DE10318240A1 publication Critical patent/DE10318240A1/en
Withdrawn legal-status Critical Current

Links

Classifications

    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D41/00Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002Controlling intake air
    • F02D41/0007Controlling intake air for control of turbo-charged or super-charged engines
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02BINTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/04Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02BINTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/12Control of the pumps
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D23/00Controlling engines characterised by their being supercharged
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/10Internal combustion engine [ICE] based vehicles
    • Y02T10/14Technologies for the improvement of mechanical efficiency of a conventional ICE
    • Y02T10/144Non naturally aspirated engines, e.g. turbocharging, supercharging

Abstract

The invention relates to a method and a device for operating an internal combustion engine (1) with a main loader (5) and an auxiliary loader (10), which only provide for the operation of the auxiliary loader (10) when it is needed. The auxiliary loader (10) is controlled depending on a speed and a load of the internal combustion engine (1).

Description

  • State of technology
  • The Invention is based on a method and an apparatus for Operation of an internal combustion engine according to the type of the independent claims.
  • to Improve the response of internal combustion engines Turbocharger for several years, especially with variable turbine geometry used. Nevertheless, modern engines have a so-called turbo lag on. When accelerating, this results from low engine speed or low engine load, where a desired torque only after can be provided by the turbocharger for a few seconds. In addition, at low mass throughput due to the motor even in stationary operation the internal combustion engine the maximum torque by the maximum achievable Turbocharger boost pressure limited.
  • It is also known with the help of a, for example electrically driven, auxiliary compressor or auxiliary loader at low Engine air mass flows pre-compress the intake air. This means a higher boost pressure, a larger engine air mass flow, a larger injection quantity and therefore a greater torque realizable. This can change the dynamic behavior of the internal combustion engine can be improved and there can be a higher stationary maximum torque can be achieved.
  • Advantages of the invention
  • The inventive method and the device according to the invention for operating an internal combustion engine with the features of the independent claims In contrast, the advantage that the auxiliary loader depends on a speed and a load of the internal combustion engine is controlled. In this way will it be possible the auxiliary loader only when needed, for example to achieve it a correspondingly large one to activate predetermined torque of the internal combustion engine. In this way, energy can be saved and an unnecessary nuisance by the noise level be avoided when operating the auxiliary loader.
  • By those in the subclaims listed activities are advantageous developments and improvements of the main claim specified procedure possible.
  • Especially It is advantageous if the auxiliary loader is above a predetermined one Engine speed is turned off. In this way becomes an unnecessary one Operation of the auxiliary loader avoided, as at engine speeds above the specified speed no turbo lag occurs, and an operation at too big Mass flow rates is counterproductive.
  • On Another advantage arises when the auxiliary loader is under a load is switched off below a predetermined load value. Also this way becomes an unnecessary one Operation of the auxiliary loader avoided, since corresponding to the implementation lower loads an additional Compression of the air supplied to the internal combustion engine is not necessary is.
  • On Another advantage arises when comparing the load with the predetermined load value a positive temporal gradient of the load taken into account in this way will be in the form of an additional offset load in the comparison. In this way, the auxiliary loader also activated for loads below the specified load value to ensure a correspondingly dynamic operation of the internal combustion engine to ensure.
  • On there is a further advantage if the specified load depends on the speed of the internal combustion engine is determined. That way the specified load, for example to implement a smoke limit be used in diesel engines, so that an activation of the Auxiliary loader for the case is provided in which the smoke limit is to be exceeded.
  • On there is a further advantage if the auxiliary charger is switched off with active exhaust gas recirculation. In this way, the boost pressure can be prevented from being greater than the exhaust back pressure becomes. The function of exhaust gas recirculation is therefore not affected.
  • On Another advantage arises when the auxiliary loader is activated is realized by specifying a speed and the speed of the Auxiliary loader depending the speed and the load of the internal combustion engine is specified. That way for every engine speed and load in the range, a suitable speed in which the auxiliary loader is to be activated the auxiliary loader.
  • drawing
  • An embodiment of the invention is shown in the drawing and explained in more detail in the following description. Show it 1 a block diagram of an internal combustion engine and 2 a functional diagram to illustrate the inventive method and the inventive device.
  • description of the embodiment
  • In 1 features 1 an internal combustion engine, for example a vehicle. The internal combustion engine 1 includes an internal combustion engine 40 , which is designed as a diesel engine in this example. The diesel engine 40 is via an air supply 25 Fresh air supplied. In the air supply 25 is an auxiliary loader 10 arranged. The auxiliary loader 10 is, for example, from one in 1 Electric motor, not shown, driven. This electric motor drives a compressor of the auxiliary charger 10 at a certain speed. The control of the auxiliary loader 10 Motor control is used to set the desired compressor speed 20 , The auxiliary loader 10 in the direction of flow of the fresh air supplied, which in 1 is represented by an arrow, arranged below is a main loader 5 , which can be designed, for example, as a compressor of an exhaust gas turbocharger. The auxiliary loader 10 in the direction of flow is in the air supply 25 an air mass meter 30 , for example a hot film air mass meter. The air mass meter 30 measures that of the internal combustion engine 40 supplied air mass flow and passes the measurement result to the engine control 20 further. The air mass meter 30 , the auxiliary loader 10 and the main loader 5 subsequently the fresh air is fed in 1 Inlet valve, not shown, the internal combustion engine 40 fed. Via an injection valve 35 becomes a combustion chamber of the internal combustion engine 40 Fuel supplied. According to 1 the fuel goes through the injector 30 injected directly into the combustion chamber. Alternatively, the fuel can also be in the area of the air supply 25 between the air mass meter 30 and the inlet valve are injected. This area is also known as the intake manifold. That in the combustion chamber of the internal combustion engine 40 Air / fuel mixture present is burned and thereby drives the internal combustion engine 1 on. The exhaust gas generated during combustion is fed into an 1 Exhaust valve, not shown, in an exhaust line 105 pushed out. The flow direction of the exhaust gas is in 1 also marked by an arrow. In the exhaust system 105 a turbine is optional 60 arranged of the exhaust gas turbocharger, which via a 1 stylized indicated wave 65 the main loader 5 drives to compress the fresh air supplied. The turbine 60 downstream in the flow direction of the exhaust gas is in the exhaust line 105 optionally a lambda probe 70 arranged. The lambda probe 70 measures the oxygen content in the exhaust gas and sends the measured value to the engine control 20 further. The engine control calculates the measured value and the known injection quantity 20 the actual air / fuel mixture ratio. The engine control can be used to achieve a desired air / fuel mixture ratio 20 then specify the injection quantity accordingly and the injection valve 35 control accordingly. On the internal combustion engine 40 is a speed sensor 45 arranged, the speed of the internal combustion engine 1 measures and the measurement result to the engine control 20 forwards. An exhaust gas recirculation line is also optional 50 provided the exhaust line 105 with the air supply 25 combines. The exhaust gas is between the internal combustion engine 40 and the turbine 60 from the exhaust line 105 via an exhaust gas recirculation valve 55 led away and via the exhaust gas recirculation line 50 between the main loader 5 and the internal combustion engine 40 into the air supply 25 guided. The direction of flow of the recirculated exhaust gas is in 1 also marked by an arrow. The exhaust gas recirculation valve 55 is also used by the engine control to adjust its degree of opening 20 driven. With the exhaust gas recirculation valve closed 55 there is no exhaust gas recirculation. With the exhaust gas recirculation valve open 55 the exhaust gas recirculation rate depends on the degree of opening of the exhaust gas recirculation valve 55 from. If like in this example 1 the internal combustion engine 1 drives a vehicle, as in
  • 1 a control element shown in dashed lines 75 , for example an accelerator pedal, can be provided in order to specify a driver's desired torque. The accelerator pedal 75 is also with the engine control 20 connected.
  • The response behavior of the internal combustion engine is determined by the exhaust gas turbocharger 1 improved. Nevertheless, it comes with accelerations from a low speed or from a low load of the internal combustion engine 1 to delays in setting the desired torque. This can only be made available after a few seconds. The auxiliary loader is used to avoid this so-called turbo lag 10 provided that the intake air can be pre-compressed even with lower engine air mass flows. As a result, a higher boost pressure, a larger engine air mass flow, a larger injection quantity and thus more torque can be achieved. This can change the dynamic behavior of the internal combustion engine 1 be improved and a higher steady-state maximum torque can be achieved at low engine speed.
  • According to the invention, the auxiliary loader is now provided 10 only to be activated when it is needed. This is usually not the case at higher engine speeds and lower loads. The operation of the auxiliary loader is also the same 10 with activated exhaust gas recirculation, i.e. with the exhaust gas recirculation valve open 55 , not required or even annoying. Excessive compression in the air supply 25 could result in boost pressure in the air supply 25 greater than the exhaust gas back pressure in the exhaust system 105 is so that exhaust gas recirculation would no longer be possible.
  • According to the invention is therefore in the engine control 20 the functional diagram according to 2 realized in software and / or hardware. In the following, the injection quantity to be converted or set or the injected fuel mass mk is used as an example of the quantity for the load. Alternatively, the load can also be a torque to be set or implemented, for example the driver's desired torque or a torque specified by a driving or safety function, such as an anti-lock braking system, traction control or driving speed control, an output to be set or implemented, an air mass flow to be set or implemented, one filling to be set or implemented or a size derived from at least one of the stated sizes.
  • According to the functional diagram of 2 is a characteristic 85 provided, the input variable, the engine speed n of the internal combustion engine 1 and whose output quantity is a limit quantity mk_g for the fuel mass to be injected. The characteristic 85 describes the relationship between the engine speed n and the maximum value for the fuel mass to be injected, which is exceeded without the auxiliary charger operating 10 would lead to an impermissible exceeding of the so-called smoke limit. The characteristic 85 With increasing engine speed n there is an increasing limit quantity mk_g, since with increasing engine speed n the boost pressure achievable without an auxiliary charger and thus that of the internal combustion engine 40 supplied air mass increases and thus more fuel can be injected without reaching the smoke limit.
  • The limit set mk_g becomes a subtraction element 100 fed. The subtractor 100 is also the injected fuel mass mk directly or as in 2 shown after addition with an output of a differential time element 80 fed. The use of the differential time element 80 is optional. The input variable of the differential time element 80 is also the injected fuel mass mk. With the differential time element 80 can it be like in 2 acted as an example of a differential-time element of the first order. The step response is the differential time element 80 an exponential function decaying from a given initial value with a given time constant. With a constant injected fuel quantity mk, the output signal of the differential-time element is 80 equals zero. With a positive gradient of the injected fuel quantity mk, the output variable of the differential-time element therefore increases 80 at short notice. The output variable of the differential time element 80 is in an adder 95 added to the injected fuel mass mk. The result of the addition becomes the subtractor 100 fed. There is the sum of the adder 95 subtracts the limit set mk_g. The difference quantity mk_diff that forms becomes a characteristic diagram 90 supplied together with the engine speed n as an input variable. Output size of the map 90 is a target speed nEZV of the auxiliary loader 10 , The engine control 20 controls the auxiliary loader 10 such that the target speed nEZV for the compressor of the auxiliary charger 10 is set. The output size of the map 90 is 0 if the actual engine speed n is the input variable of the map 90 exceeds a predetermined value or the difference quantity mk_diff falls below a predetermined quantity value, for example zero. The predetermined value for the speed n is dependent, for example, on the performance of the auxiliary loader 10 and / or the electrical system load by the auxiliary loader 10 to apply. If this speed is exceeded, the turbo lag described above should no longer occur and the auxiliary charger 10 can be switched off in this case. If the actual engine speed n is above the specified value and the difference quantity mk_diff is greater than 0, the map gives 90 depending on the actual engine speed n and the difference quantity mk_diff an assigned target speed nEZV. The map 90 and the characteristic 85 can be applied on a test bench, for example. Likewise, for example, the initial value and the time constant of the step response of the differential time element 80 applied on the test bench.
  • The control of the auxiliary loader 10 through the engine control 20 can, for example, by a control signal in the form of a control duty cycle or a target current for the electric motor of the auxiliary charger 10 respectively.
  • The exhaust gas recirculation is usually active up to a maximum of an injected fuel quantity mk, which is smaller than the limit quantity mk_g. Therefore, the design of the function diagram follows 2 also the auxiliary loader 10 is not switched on with active exhaust gas recirculation. Otherwise the map would have to 90 have a further input variable that indicates whether the exhaust gas recirculation is activated or not, ie whether the exhaust gas recirculation valve 55 is open or not. If the exhaust gas recirculation valve is open 55 is then used as the output variable of the map 90 the target speed nEZV = 0 is output. Otherwise, the target speed is determined as described as a function of the engine speed n and the difference quantity mk_diff.
  • By using the difference-time link 80 it is possible to reduce the auxiliary load even with small loads, ie in this example with an injected fuel mass mk less than the limit mass mk_g the 10 to be activated when there is an acceleration request. This manifests itself in a positive time gradient of the injected fuel mass mk and thus in an additional offset to the injected fuel mass mk in the form of that via the adder 95 added output variable of the differential time element 80 , The sum lies at the output of the adder 95 then o above the limit quantity mk_g, then the auxiliary loader can 10 can also be activated for such low loads if there is a corresponding acceleration request.
  • The map 90 can be applied in such a way that for actual engine speeds n below the predetermined value and difference quantities mk_diff greater than 0, the target speed nEZV of the auxiliary loader 10 is increased when the actual engine speed n drops or the difference quantity mk_diff and thus the load increases. Conversely, the target speed nEZV can be reduced if the actual engine speed n increases or the difference quantity mk_diff and thus the load decreases.
  • Instead of in the form of an exhaust gas turbocharger, the main charger can 5 also be designed as a compressor or in any other manner known to those skilled in the art for compressing the fresh air supplied. Furthermore, the auxiliary loader 10 for example mechanically driven, for example, via a crankshaft of the internal combustion engine, the activation of the auxiliary loader 10 in this case, for example, by means of a bypass, the opening cross section of which can be done by means of a motor controller 20 controlled bypass valve can be set to a desired value. In this case, the engine control 20 no target speed is specified, but for example a compressor pressure ratio to be set via the auxiliary charger 10 or a boost pressure in the flow direction after the auxiliary charger 10 , Also in the described embodiment 1 and 2 the compression performance of the auxiliary loader can be changed to another instead of the set speed 10 representative variable, such as the compressor pressure ratio or the boost pressure, for controlling the auxiliary charger 10 be used.
  • When using the exhaust gas turbocharger, this can be equipped with a variable turbine geometry, which is controlled by the engine control, in order to achieve the desired boost pressure 20 is set according to the desired boost pressure. Alternatively, the desired boost pressure can also be obtained from the engine control by means of a wastegate in a manner known to those skilled in the art 20 can be set.
  • The control of the auxiliary loader 10 to set the desired target speed nEZV and the control of the exhaust gas turbocharger to set the desired turbine geometry, for example, both act on the control variable "boost pressure" and each take place with the help of an in 1 Not shown actuator. Only one of the two actuators is regulated, the other is controlled. This enables stable stationary operation in the entire engine operating range. In the example described here, the exhaust gas turbocharger is controlled by means of the variable turbine geometry and the auxiliary charger 10 controlled.
  • The inventive method and the device according to the invention can be used in a corresponding manner in a gasoline engine.

Claims (11)

  1. Method for operating an internal combustion engine ( 1 ) with a main loader ( 5 ) and an auxiliary loader ( 10 ), characterized in that the auxiliary loader ( 10 ) depending on a speed and a load of the internal combustion engine ( 1 ) is controlled.
  2. A method according to claim 1, characterized in that the auxiliary loader ( 10 ) above a predetermined speed of the internal combustion engine ( 1 ) is switched off.
  3. Method according to one of the preceding claims, characterized in that the auxiliary loader ( 10 ) is switched off at a load below a predetermined load value.
  4. A method according to claim 3, characterized in that when comparing the load with the given load value, a positive one temporal gradient of the load is taken into account such that it is in Form of an additional Offsets to the load are included in the comparison.
  5. Method according to one of the preceding claims, characterized in that the predetermined load value depends on the speed of the internal combustion engine ( 1 ) is determined.
  6. Method according to one of the preceding claims, characterized characterized that the load from a moment to be implemented, one performance to be implemented, a mass airflow to be implemented, a filling to be implemented, an injection quantity to be converted or one of at least one derived from these sizes Size determined becomes.
  7. Method according to one of the preceding claims, characterized in that the auxiliary loader ( 10 ) is switched off with active exhaust gas recirculation.
  8. Method according to one of the preceding claims, characterized in that the control of the auxiliary loader ( 10 ) by specifying a speed is realized.
  9. A method according to claim 8, characterized in that the speed of the auxiliary loader ( 10 ) depending on the speed and load of the internal combustion engine ( 1 ) is specified.
  10. Method according to one of the preceding claims, characterized in that for controlling the auxiliary loader ( 10 ) a drive signal in the form of a drive duty cycle or a target current is used.
  11. Contraption ( 20 ) to operate an internal combustion engine ( 1 ) with a main loader ( 5 ) and an auxiliary loader ( 10 ), characterized in that means ( 15 ) are provided, which the auxiliary loader ( 10 ) depending on a speed and a load of the internal combustion engine ( 1 ) control.
DE2003118240 2003-04-23 2003-04-23 Method and device for operating an internal combustion engine Withdrawn DE10318240A1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE2003118240 DE10318240A1 (en) 2003-04-23 2003-04-23 Method and device for operating an internal combustion engine

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE2003118240 DE10318240A1 (en) 2003-04-23 2003-04-23 Method and device for operating an internal combustion engine
ITMI20040742 ITMI20040742A1 (en) 2003-04-23 2004-04-15 Method and device for operating an internal combustion engine
FR0404205A FR2854203A1 (en) 2003-04-23 2004-04-21 Vehicle internal combustion engine controlling method, involves deactivating auxiliary turbo compressor above predefined rotational speed of internal combustion engine and for load lower than predefined load of engine

Publications (1)

Publication Number Publication Date
DE10318240A1 true DE10318240A1 (en) 2004-11-11

Family

ID=33103535

Family Applications (1)

Application Number Title Priority Date Filing Date
DE2003118240 Withdrawn DE10318240A1 (en) 2003-04-23 2003-04-23 Method and device for operating an internal combustion engine

Country Status (3)

Country Link
DE (1) DE10318240A1 (en)
FR (1) FR2854203A1 (en)
IT (1) ITMI20040742A1 (en)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
RU2684152C1 (en) * 2018-05-29 2019-04-04 Анатолий Александрович Рыбаков Method of air supply to external combustion chamber of two-stroke engine with external combustion chamber of several compressor above-piston cavities

Family Cites Families (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS62228625A (en) * 1986-03-29 1987-10-07 Toyota Motor Corp Supercharging controller for diesel engine
JPH0396622A (en) * 1989-09-11 1991-04-22 Isuzu Motors Ltd Highly supercharged engine
FR2689180B1 (en) * 1992-03-27 1995-07-13 Inst Francais Du Petrole Device for supercharging an internal combustion engine using two parallel compressors.
US6029452A (en) * 1995-11-15 2000-02-29 Turbodyne Systems, Inc. Charge air systems for four-cycle internal combustion engines
DE19708721B4 (en) * 1997-03-04 2005-04-14 Man Nutzfahrzeuge Ag Charging system for an air-compressing internal combustion engine
US6062026A (en) * 1997-05-30 2000-05-16 Turbodyne Systems, Inc. Turbocharging systems for internal combustion engines
DE19934606A1 (en) * 1999-07-23 2001-01-25 Steyr Nutzfahrzeuge Ag Steyr Device and method for increasing the performance of an internal combustion engine of a vehicle charged by means of an exhaust gas turbocharger
DE10124543A1 (en) * 2001-05-19 2002-11-21 Bosch Gmbh Robert Controlling electrically operated turbocharger involves forming control signal that drives electrical charger depending on pressure ratio across electrical charger that is to be set
DE10140120A1 (en) * 2001-08-16 2003-03-06 Bosch Gmbh Robert Method and device for operating an internal combustion engine

Also Published As

Publication number Publication date
FR2854203A1 (en) 2004-10-29
ITMI20040742A1 (en) 2004-07-15

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