DE112014001773T5 - Method and system for controlling an internal combustion engine - Google Patents

Abstract

The present invention relates to a method for controlling an internal combustion engine (101), wherein the internal combustion engine (101) comprises at least one combustion chamber (201) and elements (202) for the supply of fuel to the combustion chamber (201), wherein the combustion in the combustion chamber (201 ) takes place in combustion cycles. The method comprises: during a first part of a first combustion cycle, determining a first parameter value representing a physical quantity for combustion in the combustion chamber (201) with a first sensor element, and controlling combustion on the basis of the first parameter value of a subsequent part of the first combustion stroke, wherein combustion is controlled with respect to a work done during the combustion during the control of the combustion in the following part of the first combustion stroke. The invention also relates to a system and a vehicle.

Description

Field of the invention

The present invention relates to internal combustion engines, and more particularly to a method of controlling an internal combustion engine according to the preamble of claim 1. The present invention also relates to a system and vehicle, and a computer program and computer program product implementing the method according to the invention.

Background of the invention

The following background description is a background description of the invention and therefore does not necessarily depict the state of the art.

For vehicles, there are generally a number of different powertrain configurations. For example, the transmission may consist of a manual transmission or an automatic transmission. In heavy duty vehicles, it is often desirable to be able to drive them as comfortably as possible for the driver, which usually means that the shifts are automatically performed with the control of the vehicle. Automatic transmissions have become common in heavy-duty vehicles.

In the case of automatic transmissions of the type frequently used in passenger cars, the efficiency of using these transmissions is usually too low to be justified in applications other than, for example, city buses and delivery vehicles in city traffic with frequent starts and stops. Drive trains of the type described below are also increasingly being used in this type of vehicle.

Automatic transmissions in heavy duty vehicles often involve shifting manual transmissions, controlled by a control, that is to say transmissions consisting of one set of gears per gear, the gear ratio being distributed in suitable stages, for example because this is more favorable in production, but also because of this Achieves higher efficiency compared to conventional automatic transmissions. In such transmissions, a clutch, which may consist of a clutch automatically controlled by the control of the vehicle, is used to connect the engine of the vehicle to the transmission. Coupling / transmission can also be performed for example as a double clutch.

In principle, the clutch must be used in such vehicles only when the vehicle starts from a standing position, since the other switching operations can be performed by the control of the vehicle without opening the clutch. However, if the clutch consists of a clutch automatically controlled by the vehicle's control, the clutch is often used to open / close the powertrain also during shifting. Regardless of how the shift is made, it is desirable that the shifting occur in a manner that is comfortable for the driver of the vehicle and that moves smoothly with the components of the powertrain.

Summary of the invention

An object of the present invention is to provide a method of controlling an internal combustion engine. This object is achieved by a method according to claim 1.

The present invention relates to a method for controlling an internal combustion engine, wherein the internal combustion engine comprises at least one combustion chamber and elements for supplying fuel to the combustion chamber, wherein the combustion takes place in the combustion chamber in combustion cycles.

• – auf der Basis des ersten Parameterwerts wird die Verbrennung während eines folgenden Teils des ersten Verbrennungstakts gesteuert, so dass während der Steuerung der Verbrennung im folgenden Teil des ersten Verbrennungstakts die Verbrennung in Bezug auf die während der Verbrennung verrichtete Arbeit gesteuert wird. Die Steuerung in Bezug auf eine während der Verbrennung verrichtete Arbeit kann beispielsweise durch Steuerung der Verbrennung in Richtung eines ersten Mitteldrucks während des Verbrennungstakts erfolgen, wie etwa ein Mitteldruck entsprechend einem gewünschten abgegebenen Drehmoment.

During a first part of a first combustion cycle, a first parameter value for representing a physical quantity for combustion in the combustion chamber is determined with a first sensor element, and

• On the basis of the first parameter value, the combustion is controlled during a subsequent part of the first combustion stroke, so that during the control of the combustion in the following part of the first combustion stroke, the combustion is controlled with respect to the work done during the combustion. Control related to work done during combustion may be, for example, by controlling combustion toward a first mean pressure during the combustion stroke, such as a mean pressure corresponding to a desired output torque.

As previously mentioned, heavy duty vehicles often use transmissions of the type commonly used in manual transmission vehicles, such that shifting occurs automatically by the control of the vehicle. When switching from one gear ratio to another, the drive train is interrupted to be closed again after engaging the gear.

Before re-closing the powertrain, the engine speed of the engine must be synchronized with the expected engine speed for the transmission input shaft with the new gear engaged to avoid unwanted jerking / shifting when shifting. This change or synchronization of the rotational speed of the internal combustion engine can take place in different ways according to the prior art.

In addition to this synchronization of the engine speed of the internal combustion engine with other speeds of the drive train before closing the drive train, the output to the output shaft speed of the internal combustion engine must be controlled at least when switching with a closed clutch so that the transmission has no torque, that is from the Controlled engine torque is controlled to a suitable level to reduce the torque transmitted between the engine and the drive wheel engagement point and preferably eliminate, so that each engagement and disengagement of a gear without unwanted jerking by interrupting / closing the drive train during a running Power transmission can take place. With such a shift, it is thus desirable that the torque output by the engine can be controlled very accurately so as to avoid such a power transmission as much as possible.

According to the present invention, there is provided a method wherein a first parameter value related to a physical quantity during combustion, for example a representation of a pressure prevailing in the combustion chamber, for at least one time after the beginning of combustion during a combustion cycle but before completion of the combustion cycle is determined and based on the first parameter value, the combustion is controlled during a subsequent part of the first combustion cycle with respect to the work done during the combustion cycle. As previously discussed, parameter values may be determined multiple times during a current combustion cycle, thus determining new control parameters for, for example, combustion at multiple times during a current combustion cycle.

Thus, according to the invention, a representation of the resulting work during the following part of the first combustion stroke may be estimated after the first part of the first combustion stroke based on the first parameter value, such that combustion is controlled based on the estimate during the following part of the first combustion stroke can be. Thus, an expected work to be performed during combustion during the future part of the combustion cycle can be estimated by estimation, the determination of the first parameter value enabling a good estimate, since the estimation is based on actual conditions in the combustion chamber after the beginning of the combustion cycle and the first parameter value may be determined when a portion of the first combustion stroke has elapsed.

According to one embodiment, the first parameter value may be determined when the combustion of fuel has started during the first combustion stroke so that a very good estimate of the work expected to be performed may be made because the estimations are based on ongoing combustion of fuel can. The first parameter value thus constitutes a representation of an actual physical quantity condition at a time / crank angle position when the first combustion stroke has started and, according to one embodiment, at a time / crank angle position when combustion of fuel has commenced.

Thus, by estimating a work to be done for the future part of the combustion cycle, the work for the entire combustion cycle can be estimated, with the work done up to the time the first parameter value is determined based, for example, on actual certain parameter values is determined with the first sensor elements. Thus, according to the invention, the combustion is controlled during a current combustion cycle so as to control combustion based on at least one parameter value representing a physical quantity during combustion, which physical quantity is directly affected by the part of the combustion completed so far , Thus, for example, in a situation in which the delivery of a certain torque from the engine, for example a torque delivered to the output shaft of the engine, is desired, a work actually done up to that point during the combustion stroke may be evaluated and compared with a work done heretofore expected , Further, an actual combustion-prevailing condition may be compared with a corresponding expected condition during combustion to determine whether combustion is proceeding as expected. The combustion parameters may then be controlled as needed to control combustion with that of controlling combustion in the direction of desired work to be performed during the combustion cycle.

For example, the desired work to be performed during the combustion cycle may be expressed as a desired torque, such as a desired average torque during the combustion cycle.

The torque output by the internal combustion engine is directly linked to the pressure in the combustion chamber, so that the torque can also be represented by the pressure in the combustion chamber. This also means that the desired average torque delivered during a combustion cycle can be achieved by controlling combustion toward a corresponding mean pressure, so that the combustion process can thus be controlled toward a desired resultant mean pressure during the combustion cycle. Thus, the physical quantity can consist of the pressure prevailing in the combustion chamber, so that a representation of this pressure, which can be determined, for example, directly from a pressure sensor arranged in the combustion chamber or another type of sensor for measuring a different physical quantity, can be achieved.

Thus, for example, a mean pressure until, for example, the time at which the first parameter value is determined to be compared with an expected mean pressure up to this time, so that the following combustion can be controlled on the basis of this comparison. Thus, the combustion may be arranged to be controlled on the basis of, for example, a difference between a certain value and an expected value at that time.

The present invention thus provides a method which allows the work done during combustion to be controlled very accurately, and thus the torque delivered to the output shaft of the internal combustion engine can also be controlled very accurately. For example, upon request for a particular engine-driven output shaft output (output torque), it may be converted to combustion chamber work, taking into account internal losses, etc., which is also discussed in the following detailed description.

Thus, the method according to the invention can be used, for example, in situations where undesired jerking / vibration occurs in the drive train, with very rapid control of the combustion with the aim of avoiding vibrations by controlling the torque output to the output shaft of the internal combustion engine can occur from vibrations occurring in the drive train, wherein the reference values for the control can be determined on the basis of, for example, signals from engine speed sensors.

The control of combustion may be arranged to individually execute for each cylinder, and it is also possible to control combustion during a subsequent combustion cycle based on information from one or more previous combustion processes.

The method according to the present invention may be implemented, for example, by one or more FPGA (Field Programmable Gate Array) circuits and / or one or more Application Specific Integrated Circuits (ASIC) or other types of circuits including the desired computing speed, be implemented.

Further features and advantages of the present invention are set forth in the following detailed description of exemplary embodiments and in the accompanying drawings.

Brief description of the drawings

1A schematically shows a vehicle in which the present invention can be used.

1B shows a controller in the controller for the in 1A illustrated vehicle.

2 shows the internal combustion engine in the vehicle that is in 1A is shown in more detail.

3 shows an exemplary embodiment according to the present invention.

4 shows an example of an estimated pressure curve for combustion and an actual pressure curve up to a first crank angle position.

5A Figure 5 shows an example of control in situations with more than three injections.

6 shows an example of an MPC.

Detailed description of the embodiments

1A schematically shows a drive train in a vehicle 100 according to an embodiment of the present invention. The powertrain includes an internal combustion engine 101 in the conventional way via an output shaft on the combustion engine 101 usually via a flywheel 102 , via a clutch 106 with a gear 103 connected is.

The internal combustion engine 101 is controlled by the engine via a control unit 115 controlled. Likewise, the clutch 106 , which may consist of an automatically controlled clutch, for example, as well as the transmission 103 controlled by the control of the vehicle with one or more corresponding control devices (not shown). The powertrain of the vehicle may also be of another design and include, for example, a conventional automatic transmission or a manual transmission.

An output shaft 107 from the gearbox 103 drives the drive wheels 113 . 114 in a conventional way via the axle drives and the drive axles 104 . 105 at. 1A shows only one axle with drive wheels 113 . 114 but conventionally, the vehicle may include more than one drive-wheeled axle or one or more auxiliary axles, such as one or more support axles. The vehicle 100 also includes an exhaust system with an aftertreatment system 200 for the conventional treatment (purification) of exhaust emissions from the combustion in the combustion chamber (ie cylinders) of the internal combustion engine 101 ,

Furthermore, internal combustion engines in vehicles of the 1A shown type often equipped with controllable injectors to supply the desired amount of fuel at the desired time in the combustion cycle such as at a certain piston position (crank angle degree) in the case of a piston engine to the combustion chamber of the engine.

2 schematically shows an example of a fuel injection for in 1A illustrated internal combustion engine 101 , The fuel injection consists of a so-called common-rail system; however, the invention may also be applied to other types of injections. 2 shows only one cylinder / combustion chamber 201 with a piston acting in the cylinder 203 ; but the internal combustion engine 101 In the present example, it consists of a six-cylinder internal combustion engine and may generally consist of an engine with any number of cylinders / combustion chambers, for example any number of cylinders / combustion chambers in the range of 1 to 20 or even more. The internal combustion engine likewise comprises at least one respective injection nozzle 202 for each combustion chamber (each cylinder) 201 , Each respective injector thus becomes for injecting (supplying) fuel into a corresponding combustion chamber 201 used. Alternatively, two or more injectors per combustion chamber may be used. The injectors 202 are individually controlled by respective actuators (not shown) disposed on the respective injectors, based on the received control signals from, for example, the controller 115 the opening / closing of the injectors 202 Taxes.

The control signals for controlling the opening / closing of the injectors 202 by the actuators can by a corresponding control unit as in this case by the engine control unit 115 be generated. The engine control unit 115 thus determines the amount of fuel that is to be injected at a given time, for example, based on the prevailing operating conditions in the vehicle 100 ,

In the 2 shown injection thus consists of a so-called common-rail system, that is, all injectors (and thus all combustion chambers) are made of a common fuel line 204 (Common rail) fueled by a fuel pump 205 is filled with fuel from a fuel tank (not shown) while at the same time the fuel in the pipe 204 also through the fuel pump 205 is subjected to a certain pressure. The highly pressurized fuel in the common line 204 is then in the combustion chamber 201 of the internal combustion engine 101 injected when the respective injector 202 is opened. Multiple opening / closing of a particular injector may occur during the same combustion stroke, such that multiple injections may be made during the combustion of one combustion stroke. Furthermore, each combustion chamber is provided with a respective pressure sensor 206 for transmitting signals in relation to a pressure prevailing in the combustion chamber, for example to the control unit 115 fitted. For example, the pressure sensor may be piezobased and must be fast enough to send crank angle resolved pressure signals, for example at each crank angle degree or more frequently.

With a system of the kind like in 2 For example, combustion may be controlled to a large extent during a combustion stroke in a combustion chamber, for example through the use of multiple injections, wherein the times and / or durations of the injections may be controlled, and wherein, for example, data from the pressure sensors 206 in relation to this control. For example, according to the invention, injection times and / or duration for the respective injection and / or injected fuel quantity are determined based on data from current combustion during ongoing combustion with the aim of controlling combustion with respect to the work to be performed during the combustion cycle adapted, for example, by controlling the pressure changes occurring in the combustion chamber during combustion, so that the control can be controlled for example in the direction of a desired mean pressure during a combustion cycle, with the result that a very precise control of the output torque from the engine, for example Switching can be achieved.

3 shows an example method 300 according to the present invention, wherein the method according to the present example for carrying out the in 1A -B illustrated engine control unit 115 is arranged.

In general, controllers in modern vehicles consist of a communication bus system that includes one or more communication buses for connecting a number of electronic control devices such as the controller 115 and various components disposed in the vehicle. Such a controller may comprise a large number of controllers in the prior art, and responsibility for a particular function may be divided among a plurality of controllers.

For simplicity, the show 1A -B only the control unit 115 in which the present invention is implemented in the illustrated embodiment. However, the invention can also be implemented in a control unit provided specifically for the present invention or completely or partially in one or more other control units that are already present in the vehicle. Considering the speed with which calculations are made in accordance with the present invention, the invention may be arranged to be implemented in a controller specifically adapted to real-time calculations of the type described below. The implementation of the present invention has shown that, for example, ASIC and FPGA solutions are suitable for and perform well in calculations according to the present invention.

The function of the control unit 115 (or the controller (s) in which the present invention is implemented) according to the present invention except for sensor signals from the pressure sensor 202 For example, depend on signals from other control devices or sensors. In general, control devices of the type shown are normally arranged to receive sensor signals from various parts of the vehicle as well as from various control devices arranged in the vehicle.

The controller is often controlled by programmed instructions. These programmed instructions typically consist of a computer program that executes on a computer or in a controller causing the computer / controller to perform the desired control action as a method step in the process of the present invention.

The computer program usually consists of a computer program product, the computer program product being a corresponding storage medium 121 (please refer 1B ) and the computer program on the storage medium 121 is stored. The digital storage medium 121 can for example consist of an element from the following group: ROM (read-only memory), PROM (programmable read-only memory), EPROM (erasable PROM), flash, EEPROM (Electrically Erasable PROM), hard disk unit, etc., and can in Control unit or be designed in combination with this, wherein the computer program is executed by the control unit. By changing the instructions of the computer program, the behavior of the vehicle in a particular situation can thus be adapted.

An example control unit (control unit 115 ) is schematic in 1B shown and the controller may in turn a computing unit 120 which, in turn, may be comprised of, for example, a suitable type of processor or microcomputer, such as a digital signal processor (DSP) circuit, one or more FPGA (field programmable gate array) circuits, or one or more circuits a given specific function (Application Specific Integrated Circuit, ASIC) can exist. The arithmetic unit 120 is with a storage unit 121 connected to the control unit 120 for example, supplied with the stored program code and / or the stored data, which the arithmetic unit 120 to perform calculations. The arithmetic unit 120 is also for storing intermediate or final results of calculations in the memory unit 121 educated.

Further, the controller is with devices 122 . 123 . 124 . 125 equipped to receive and send input and output signals. These input and output signals may include waveforms, pulses or other attributes provided by the devices 122 . 125 for receiving input signals as information for processing by the computing unit 120 can be recognized. The devices 123 . 124 for transmitting output signals are for converting the calculation result from the arithmetic unit 120 in output signals for transmission to other parts of the control of the vehicle and / or the component (s) for which the signals are determined arranged. Each of the connections to the devices for receiving and transmitting input and output signals may consist of one or more elements of the following group: cable, data bus such as a CAN (Controller Area Network) bus, MOST (Media-Orientated System Transport) bus or other bus configuration or wireless connection.

In terms of in 3 illustrated method 300 the procedure begins at step 301 in which it is determined whether the control of the combustion process should take place. The controller according to the invention may be arranged, for example, for continuous execution as soon as the internal combustion engine 101 is started. Alternatively, the controller may be arranged only in certain situations, such as when opening / closing the powertrain when shifting / during the shadow or to avoid the occurrence of vibration or existing vibrations in the drive train, or in other corresponding situations in which a very precise control of the torque output by the internal combustion engine is desired to be performed.

The method according to the present invention thus consists of a method for controlling the internal combustion engine 101 while burning in the combustion chamber 201 takes place in combustion cycles. In the prior art, the term "combustion stroke" is defined as the steps involving combustion in an internal combustion engine, that is, the two strokes of a two-stroke engine and the four strokes of a four-stroke engine. The term also includes cycles in which fuel is not effectively injected, but the engine is still running at a particular engine speed, such as the drive wheels of the vehicle over the powertrain, for example when towing. That is, even if there is no injection of fuel, a combustion stroke is performed, for example, every two revolutions (in four-stroke engines) or, for example, after every revolution (in two-stroke engines) about which the output shaft of the engine rotates. The same applies to other types of internal combustion engines.

In step 302 It is determined whether or not a combustion stroke has been started, and if so, the process goes to the step 303 while a parameter i for representing an injection number is set to one.

In step 303 a work demanded by the internal combustion engine during the combustion cycle is determined. For example, the required work can be a reference value for the torque For example, to facilitate the switching, wherein the reference value is calculated / determined, for example, by the function for controlling the switching. The corresponding pressure reference value may advantageously be tabulated in the memory of the controller for quick retrieval during control according to the present invention.

In general, the supply of the amount of fuel both in terms of amount and manner of supply, that is, in one or more fuel injections to be performed during the combustion cycle, is normally defined in advance, for example, according to the work (torque) the internal combustion engine must perform during the combustion cycle, since the prior art, no change in the specific injection sequence during a current combustion cycle takes place. Predetermined injection sequences may for example be in tables in the control of the vehicle for a large number of operating modes such as different engine speeds, different requested work, different combustion air pressures, etc., the tabular data being obtained for example by appropriate tests / measurements during, for example, the development of the internal combustion engine and / or Vehicle can be created so that the appropriate injection sequence can be selected on the basis of the prevailing conditions, and wherein the injection sequence can be selected, for example, on the basis of a request a certain output torque, for example, by a function that controls the switching, for example. These injection sequences may consist of the number of injections and respective characteristics in the form of, for example, timing (crank angle position) at the start of injection, duration of injection, injection pressure, etc., and thus can be stored for a large number of modes in the control of the vehicle.

On the basis of in step 303 certain required work will subsequently be in step 304 determines an injection sequence that is expected to result in a desired work done, such as an average torque, during combustion of the combustion cycle, wherein the injection sequence is selected based on prevailing conditions such as engine speed and combustion air temperature in addition to a required work.

The torque delivered during combustion of the internal combustion engine generally represents an average of the work done by the internal combustion engine, and this work is commonly referred to as effective mean pressure MEP.

In general, the following relationship applies between torque M and force P: M = P / 2πN (1), where N represents the engine speed of the internal combustion engine available in the control of the vehicle.

wobei n_c die Zahl der Umdrehungen pro Verbrennungstakt darstellt, das heißt 2 bei Viertaktmotoren und 1 bei Zweitaktmotoren. V_d stellt das Volumen des Brennraums dar.Furthermore, the following relation between effective mean pressure MEP and force applies:

where n _{c represents} the number of revolutions per combustion stroke, that is 2 for four-stroke engines and 1 for two-stroke engines. V _d represents the volume of the combustion chamber.

Thus, using the equation (1) for describing the force P in the equation (2), the relationship between the torque M and the mean effective pressure for a four-cycle engine can be described as follows.

Thus, an effective mean pressure corresponding to a desired torque in the combustion chamber of the internal combustion engine can be determined using Equation 3. For example, since V _{d is} known, MEP can be tabulated in relation to the torque in the control of the vehicle to facilitate quick access to a reference value to control the pressure in the combustion chamber.

The work of an internal combustion engine, expressed for example as medium pressure, but can be defined in different ways. For example, work is performed during combustion, but due to losses, not all the work of the output shaft of the internal combustion engine is provided.

The work done in the combustion chamber is generally referred to as Indicated Mean Effective Pressure (IMEP), which is also the resulting work of combustion in the combustion chamber.

For example, as an internal combustion engine generally has losses such as pumping losses in gas displacement work and friction losses, IMEP does not directly represent the torque delivered to the output shaft of the internal combustion engine. For example, at a speed request, another function of the engine, such as a shift control function, will be as before normally performs a work done on an output shaft of the internal combustion engine, but due to the losses of the internal combustion engine means that the required for the achievement of a desired work on the output shaft effective mean pressure does not exactly equal to the equation (3).

The work done on the output shaft of the internal combustion engine is generally referred to as brake mean effective pressure (BMEP), which consists of IMEP, but takes into account the losses of the internal combustion engine.

These losses can be calculated specifically, but usually the efficiency of the internal combustion engine is tabulated well so that BMEP can be determined as follows: BMEP = μ _mech ^IMEP . (4)

In this case, μ _{mech represents} the efficiency of the internal combustion engine. Μ _mech can be tabulated for a large number of operating conditions and with very high accuracy so that, if required, a fast conversion between BMEP and IMEP can take place.

Thus, the required effective mean pressure in the combustion chamber of the internal combustion engine IMEP for obtaining the desired torque at the output shaft of the internal combustion engine can be described as follows:

Therefore, upon request of torque at the output shaft of the internal combustion engine, a corresponding required effective average pressure for combustion can be easily and quickly determined, and the present invention thus relates to a method of controlling the combustion in such a manner that combustion toward that effective mean pressure IMEP is controlled by the use of combustion control for a combustion cycle during a current combustion cycle. The controller according to the invention may be arranged to be carried out continuously for combustion cycles in sequence to ensure a very accurate delivery of required torque during, for example, a shift operation.

wobei CAD für Kurbelwellengrad steht, das heißt es wird eine Integration über einen gesamten Verbrennungstakt durchgeführt.The effective mean IMEP in the combustion chamber during a combustion cycle can also be described as follows:

where CAD stands for crankshaft degree, that is, integration is performed over an entire combustion stroke.

In step 304 Thus, as explained above, an injection sequence is determined which is expected to result in a desired mean effective pressure IMEP and thus to the desired output torque during combustion of the combustion cycle, and according to this embodiment thus becomes is applied at the beginning of the combustion cycle, wherein the control action according to the invention is performed only after the beginning of the fuel injection during a combustion cycle, for example, only after completion of the at least one injection during the combustion cycle or at least after the start of an injection.

The fuel injection is thus normally according to a predetermined sequence, wherein a plurality of injections may be arranged to be executed during the same combustion stroke. This results in that the injections can be relatively short. For example, there are injection systems with 5 to 10 fuel injections / combustion; however, the number of fuel injections may be significantly greater, for example in the range of 100 fuel injections during a combustion stroke. The number of possible injections is generally controlled by the speed of the elements with which the injection is carried out, that is, in the case of a common rail system, by the speed of opening and closing of the injectors.

According to the present example, at least three fuel injections insp _{1 are performed} during the same combustion stroke, but as previously explained, a larger number of injections and only one may be arranged for execution.

The injection sequence is thus determined in advance in the present example with the aim to achieve a certain work done (effective mean pressure). A first injection insp ₁ is carried out and in step 305 is determined whether the first injection insp _{1 has been} carried out and if so, the method moves to step 306 in which it is determined whether all the injections i have been carried out. Since this is not the case in the present example, the method goes to step 307 while incrementing i by one for the next injection. Further, with continuous use of the pressure sensor 206 for example, at respective intervals, for example every 0.1 to 10 crank angle degrees, which determines the pressure prevailing in the combustion chamber.

The combustion process may generally be described as the change in pressure in the combustion chamber that combustion produces. The pressure change during a combustion cycle may be represented by a pressure curve, that is, a representation of how the pressure in the combustion chamber changes during combustion. As long as combustion proceeds as expected, the pressure in the combustion chamber will be the same as originally estimated; but as soon as the pressure deviates from the estimated pressure, the work done deviates also from the previously assumed.

Thus, if the combustion after the first injection insp _{1 has} proceeded as expected, the conditions of the combustion chamber will correspond to the conditions intended for injection and also the mean pressure thus obtained will correspond to the expected pressure up to this point. However, as soon as the conditions deviate from the planned conditions, the pressure resulting up to that point will deviate from the expected mean pressure and the following part of the combustion will also be affected since the conditions prevailing in the combustion chamber, for example with respect to pressure / temperature, do not meet the expected conditions at the next Injection will correspond.

In practice, the actual pressure curve during the course of the combustion is very likely to deviate from the pressure curve predicted by the estimation, for example due to deviations from the modeled combustion, etc. This is in 4 shown in which a predicted pressure curve 401 for an exemplary injection sequence (very schematically), that is to say the expected pressure curve for the combustion chamber when the injection takes place, according to the selected injection profile. This prediction of the pressure curve can be carried out, for example, as described below.

4 also shows an actual pressure curve 402 until the crank angle position φ _1, showing the position after the first combustion.

Preferably, therefore, the pressure in the combustion chamber is determined substantially continuously during the entire combustion, for example at each crank angle degree, every tenth crank angle degree or at another suitable interval. As in 4 shown, the actual pressure curve deviates to φ ₁ of the estimated pressure curve 401 from. This in turn means that the prevailing medium pressure up to the crank angle position φ ₁ also deviates from the expected mean pressure.

Since the pressure p in the combustion chamber after performing the first injection insp ₁ deviates from the corresponding estimated pressure in the crank angle position φ ₁ , the conditions in the combustion chamber at the time for the next following injection insp ₂ deviate from the predicted conditions, so that the following combustion also deviates from the predicted combustion, if the previously determined injection sequence is still to be used. The mean effective pressure until then also deviates from the predicted and thus it is not ensured that the desired effective medium pressure is achieved and thus the expected work is performed during the combustion cycle. Therefore, it is not ensured that this is the originally determined injection sequence, which is the most preferred injection sequence to achieve the desired mean pressure during the combustion cycle, since the effective mean pressure depends on the pressure curve, which in turn depends on how much fuel the combustion is supplied.

In step 308 Therefore, an injection sequence is again determined with the aim of controlling the combustion in the direction of a desired mean pressure during combustion, and in the determination of a resulting during combustion until then mean pressure can be determined, so that an injection sequence can be determined, which is expected to results in a desired effective mean pressure. The process steps may then be repeated after each injection to continuously control combustion in the direction of the desired mean effective pressure.

For example, the control may be performed according to the calculations set out below, alternatively according to other corresponding calculations with a similar target, and thus repeated as shown below during a current combustion cycle, to change the injection sequence during ongoing combustion if needed, when the actual conditions prevail in the combustion chamber deviate from the predicted conditions, so that the combustion can be corrected to achieve a desired work to a greater extent. The pressure in the combustion chamber can be continuous during combustion with the pressure sensor 206 be determined to determine a previously achieved mean pressure.

However, estimating an expected mean pressure during the remainder of the combustion also requires an estimate of the pressure change during combustion. This can be estimated as followed. It is clear to a person skilled in the art that the combustion can be modeled with the following equation (7): dQ = K _calibrate (Q _fuel - Q) (7) where K _{calibrate is used} to calibrate the model. K _calibrate consists of a constant, which is usually in the range of 0 to 1, but may also be arranged to assume other values, and which is individually determined cylinder by cylinder or for a particular engine or engine type, and depends in particular on the design of the Injection nozzles (atomizer) off.

Q _fuel consists of the energy value of the injected fuel quantity, Q consists of the amount of burned energy. The combustion dQ thus corresponds to the injected fuel quantity minus the previously consumed fuel quantity. The combustion dQ may alternatively be modeled using another suitable model in which, for example, other parameters are also taken into account. For example, the combustion may also be a function that depends on a model of the turbulence in the supply of air / fuel, which may affect the combustion to a different extent according to the amount of supplied air / fuel supplied.

For example, the fuel injections can be modeled as a sum of step functions:

The fuel flow measured as supplied mass m at an injection k, that is, how much fuel enters the combustion chamber in the time window u when the injection is performed, expressed as the duration of the crank angle degree φ interval when the injector is opened, may be for a Specific injection k can be modeled as follows: dm / dt = f (m) u (9) where m represents the amount of injected fuel and f (m) depends on the injection pressure, etc., for example. For example, f (m) can be measured or estimated in advance.

The energy value Q _LHV for the fuel such as diesel or gasoline is generally specified, so that such a general specification can be used. The energy value may also be specifically provided, for example, by the fuel manufacturer or, for example, approximated for a country or region. The energy value may also be arranged by estimating by the control of the vehicle. With the energy value, equation (7) can be resolved and the heat release can be determined with the progress of the combustion.

Further, by using a predictive heat release equation, the pressure change in the combustion chamber can be estimated, for example, as follows:

wobei C_p und/oder C_v allgemein und für verschiedene Moleküle ermittelt und tabellarisch erfasst werden; da die Verbrennungschemie bekannt ist, können diese tabellarischen Werte zusammen mit der Verbrennungschemie zum Berechnen der Auswirkung von jedem Molekül (beispielsweise Wasser, Stickstoff, Sauerstoff usw.) auf beispielsweise den gesamten C_p-Wert verwendet werden, so dass dieser für die zuvor genannten Berechnungen mit hoher Genauigkeit vorab oder während beispielsweise der laufenden Verbrennung bestimmt werden kann.The pressure change is thus expressed in crank angle degree φ, which means eliminating the dependence of the calculations on the rotational speed of the internal combustion engine. Y generally represents the heat capacity ratio, that is

wherein C _p and / or C _{v are determined} generally and for various molecules and tabulated; As combustion chemistry is known, these tabular values, along with the combustion chemistry, can be used to calculate the impact of each molecule (eg, water, nitrogen, oxygen, etc.) on, for example, the total C _p value, so that for the aforementioned calculations can be determined with high accuracy in advance or during, for example, ongoing combustion.

Alternatively, C _p and / or C _{v can be} suitably approximated.

The integration of equation (10) yields the following result:

p _initial represents an output pressure that may exist, for example, from the ambient pressure for internal combustion engines without a turbocharger or a prevailing combustion air pressure for an engine with a turbocharger before the beginning of the compression step of the combustion. If the estimate is made later during the combustion cycle, say, as estimated in step 307 after performing the injection, P _{initially can represent} the then prevailing pressure, as from the pressure sensor 206 determined, that is p _φ1 in the present example. V (φ), that is the volume of the combustion chamber as a function of the crank angle, can advantageously be tabulated in the memory of the controller or calculated in a suitable manner, as well dv / dφ can be determined.

Thus, the pressure p in the combustion chamber is estimated for the total combustion, that is, the expected curve 401 in 4 to be appreciated. Thus, also an expected mean pressure for the following part of the combustion cycle can be estimated by using the previous equation (6) and also for the total combustion cycle, where the actual mean pressure can be applied to the part of the combustion cycle that has already elapsed.

The expected effective mean pressure for a particular injection sequence can thus be estimated using the previous equations. In step 307 Thus, a plurality of different injection sequences can be evaluated according to the preceding equations, wherein the respective injection sequences result in a specific pressure curve and thus an effective mean pressure, which is estimated for the specific injection sequence.

Subsequently, an injection sequence for subsequent injections can be selected, which, for example, presumably leads to an effective mean pressure which corresponds best to the desired mean effective pressure.

The control of the pressure in the combustion chamber can thus be carried out by controlling the fuel injection and by carrying out an estimate of the effective mean pressure for a number of different injection sequences with differences in injection time / injection duration / number of injections can thus be determined in an appropriate possible large injection Scope leads to a desired effective mean pressure.

Thus, in step 307 an injection sequence can be determined, for example an injection sequence consisting of a plurality of defined injection sequences, which best fulfills the desired mean effective pressure, wherein this injection sequence can be determined individually, cylinder by cylinder, on the basis of sensor signals from at least one pressure sensor in the respective combustion chamber.

With regard to the injection sequence, for example, a plurality of injection sequences can be defined in advance, wherein the calculations of the type described above can be carried out for each of the available injection sequences.

Alternatively, the calculations may be performed for the injection sequences that for some reason are most likely to result in a desired mean effective pressure. For example, the injection sequences may be rated or rejected in relation to the total amount of fuel injected according to the sequence, for example, a large amount of fuel, for example, is likely to result in a high effective mean pressure, especially if the mean effective pressure thereafter is above the expected mean effective pressure, and conversely, at least in certain cases, a too small total amount of fuel is likely to result in too low an effective mean pressure.

So far, the entire injection sequence was evaluated for the remaining combustion; but the controller may also be arranged to be executed only for a future injection after a previous injection, whereby subsequent injections may be handled step by step. The in step 307 chosen injection sequence can thus consist of only the next injection.

When the injection sequence in step 307 has been selected, the method returns to step 304 back to carry out the next injection, which also leads to combustion and thus to a pressure curve which presumably also deviates from the previously predicted pressure curve. This also means that the combustion also in subsequent injections is presumably influenced by the conditions prevailing in the combustion chamber at the beginning of the injection and that the mean effective pressure that has resulted up to that point is again different from the expected one.

Thus, in step 307 upon completion of a subsequent injection, a new injection strategy for the remaining injections, alternatively for the following injection, may be calculated with the previous equations, and the method returns to step 304 back to the following fuel injections according to the in step 307 calculated new injection strategy. The controller may thus be arranged to be performed after each injection i, and if all the injections i are completed, the method of step returns 307 to step 301 to control a following combustion cycle back.

In the _foregoing calculations, after each injection, the current pressure determination p _{φ1 is} made using the pressure sensor 206 in the manner previously described for P _initial , to again determine the pressure curve / effective mean pressures to determine a new injection sequence based on the conditions now prevailing in the combustion chamber, but now with data later determined in the combustion. That is, p _φ1 after the first combustion and similarly the _{predetermined} value p _φ1 for subsequent injections, where P _{initial changes} in calculations during the combustion stroke and the fuel injection is adjusted according to the prevailing conditions after each injection, with the result that the Injection sequence after each injection changes.

The present invention thus provides a method that adjusts the combustion with the progress of the combustion, wherein the combustion of the internal combustion engine can be controlled very accurately in the direction of a desired output torque, wherein methods such as switching with high accuracy with a control during a running Combustion and thus in a manner that is gentle on the driver and powertrain, can be performed. In addition, the controller used to avoid possibly occurring in the drive train vibrations, the engine can be controlled very precisely with the aim of avoiding undesirable effects such as vibrations by a corresponding torque control.

Thus, according to the present invention, the combustion during the current combustion is adjusted based on deviations from the predicted combustion, and according to an embodiment, every time an injection insp _{1 is} completed, as long as additional injections are to be performed.

Instead of evaluating a number of defined injection sequences in step 307 For example, a regulator can be used which, for example, controls the following combustion with a determined deviation between a desired mean effective pressure and the mean effective pressure achieved up to that point, whereby, for example, one or more injections can be adapted accordingly, such as the combustion should have happened and how it actually happened. For example, the fuel quantity for subsequent injections may be increased in accordance with the predetermined injection sequence if the mean effective pressure is lower than expected, or reduced if the mean effective pressure is higher than expected. This can be done for each subsequent injection so that good control can be achieved. For example, the amount of fuel may be controlled by increasing / decreasing the amount of fuel with an appropriate constant by multiplying the previously determined fuel quantity for injection by the difference between the mean effective pressure thus far expected and the actual effective mean pressure achieved heretofore.

According to the method described above, the injection sequence at the beginning of the combustion cycle was determined on the basis of tabular values; however, according to one embodiment, the injection strategy may be determined prior to commencement of fuel injection in the manner previously described so that the first injection is thus performed according to an injection sequence determined as described above.

Further, the control so far has been described in a manner in which the characteristics for a subsequent injection are determined on the basis of the prevailing conditions in the combustion chamber after the previous injection. However, the control can also be arranged for continuous execution, wherein the pressure determinations with the pressure sensor can also be carried out during the current injection, and wherein the injection sequence can be calculated and continuously corrected until the next injection begins.

Alternatively, the current injection may also be affected by calculated changes in the injection sequence, even in cases where several shorter injections are made. The injection may also consist of a single longer injection, wherein changes to the current injection may be made continuously, for example by so-called progressive shaping, for example by changing the opening area of the injection nozzle and / or the pressure with which the fuel is injected on the basis of estimates and measured pressures during injection. Further, the fuel supply may include two fuel injections during combustion, wherein, for example, only the second or both injections are controlled, for example with a progressive shaping. Course shaping can also be done when three or more injections are made.

The injection strategies to be evaluated can be determined in different ways. For example, various distributions between injections may be evaluated and, for example, an injected amount of fuel may be redistributed between subsequent injections and / or the injection time may be changed for one or more subsequent injections, with possible limitations on, for example, the minimum allowable duration or fuel amount for fuel injection be taken into account.

Instead of evaluating a number of specific injection sequences, the method may be arranged to perform, for example, the previous calculations for a number of possible scenarios, wherein the calculations are performed for different injection times / amounts / times for the different injections with corresponding changes in energy released can.

The more fuel injections are made during a combustion cycle, the more parameters that can change. With a large number of injections, therefore, the control can become relatively complex, since a large number of parameters can change and thus have to be evaluated. For example, a very large number of injections such as 10 or even 100 injections may be arranged to be executed during the same combustion stroke.

In such situations, there may be several corresponding injection strategies that result in substantially the same effective mean pressure. This leads to undesirable complexity in the calculations.

According to one embodiment, a control action is applied whereby the injection closest in time is treated as a separate injection and subsequent fuel injections are treated as a single additional "virtual" injection so that the heat losses between these two injections can be optimized. This is in 5A explains, with the injection 501 Insp ₁ corresponds, as explained above, the injection 502 insp ₂ corresponds, as previously explained, and wherein the remaining injections 503 to 505 as a single virtual injection 506 be treated. By doing so, the change between insp ₂ and subsequent injections need not be specific between injections 503 to 505 but the distribution takes place at this stage in each case between the injection 502 and the "virtual" injection 506 ,

Once the injection 502 is completed, the method is repeated exactly as described above with a new determination of an injection sequence to achieve a desired effective mean pressure, but with the injection 503 as a separate injection (see 5B ), and the injections 504 . 505 together represent a virtual injection with a distribution as previously described.

In 5A is the virtual injection 506 from three injections; but it is obvious that the virtual injection 506 generally more than three injections, about ten injections or hundreds injections, depending on how many injections are to be made during the combustion cycle, so that the process is repeated until all injections are completed.

It can also according to the invention, a MPC (Model Predictive Control) are used for control.

An example of an MPC is in 6 shown, where the reference curve 603 the expected evolution for the mean effective pressure during the combustion stroke, that is, the result of the equation (6) with the pressure estimated as described above. The curve 603 thus represents the evolution of the mean effective pressure that is sought during the combustion cycle. The specific manifestation of the development of the mean effective pressure may advantageously be determined in advance, for example, with appropriate calculations and / or measurements for the engine type, such data being stored in the memory of the controller as a function of, for example, engine speed and load. This also means that the combustion must not only be controlled in the direction of an effective mean effective pressure at the respective time, but can also be arranged in the direction of an expected development of the mean effective pressure, for example according to the curve 603 in 6 to be controlled, where each injection may have the goal of achieving a mean effective pressure heretofore effective at a given point in time on the curve 603 equivalent.

The solid curve 602 up to time k represents the actual evolution of the mean effective pressure up to the time calculated with actual crank angle-resolved pressure transducer data as described above. The curve 601 represents the predicted evolution of effective mean pressure based on the predicted injection profile and thus represents the expected evolution of effective mean pressure. The dashed injections 605 . 606 . 607 represent the predicted control signal, that is, the injection profile that is likely to be applied, and 608 . 609 represent already completed injections.

The predicted injection profile is updated at appropriate intervals, for example after each completed injection to achieve the target final value, that of the reference curve 603 is predetermined, the next injection being determined based on the prevailing conditions with respect to the estimated development of the mean effective pressure.

Thus, the present invention provides a method that allows very good control of a combustion process and adjusts the combustion during ongoing combustion to achieve very accurate regulation of the output torque.

Thus, according to the foregoing description, a work performed can be estimated for several different alternative injection sequences for the remaining injections, so that an injection sequence leading to a required work can be selected when the following injection is performed. If several injection sequence / control alternatives meet the appropriate conditions, other parameters may be used for selection which of them to use. There may be other reasons for simultaneously performing the control also based on other parameters. For example, injection sequences may also be selected in part based on pressure amplitude, heat loss, exhaust gas temperature, rate of pressure change, and / or oxides of nitrogen generated during combustion as an additional criterion, in addition to being selected based on the work done, the determination being according to any one of following parallel patent applications can be performed.

In particular, the co-pending application describes "method and system for controlling an internal combustion engine V" ( Swedish patent application, application number: 1350508-6 ) a method that controls the following combustion based on an estimated maximum pressure amplitude.

In addition, the parallel application describes "Method and system for controlling an internal combustion engine II" ( Swedish patent application, application number: 1350507-8 ) a method of controlling a following part of the combustion during the first combustion stroke with respect to a temperature resulting in the following combustion.

In addition, the copending application describes "Method and system for controlling an internal combustion engine I" ( Swedish patent application, application number: 1350506-0 ) A method for controlling the following combustion based on an estimated maximum pressure change rate.

Further, the co-pending application "Method and System for Controlling an Internal Combustion Engine IV" describes a method during a first combustion stroke to control combustion during a subsequent portion of the first combustion stroke with respect to a representation of heat loss during combustion.

Further, the co-pending application "Method and System for Controlling an Internal Combustion Engine VI" describes a method during a first combustion stroke for estimating a first level of nitrogen oxides resulting in combustion during the first combustion stroke and controlling combustion during a subsequent portion of the first combustion stroke on the combustion cycle Basis of the first measure.

The invention has been previously explained in a manner in which a pressure sensor 206 is used to determine the pressure in the combustion chamber and then with this pressure the heat losses can be estimated. As an alternative to using pressure sensors, one or more other sensors may be used, for example, high resolution ion current sensors, knock sensors, or strain gauges, wherein the pressure in the combustion chamber may be modeled with sensor signals from such sensors. Various types of sensors may also be combined, for example, to provide a more reliable estimate of the pressure in the combustion chamber, and / or other corresponding sensors may be used, where the sensor signals are converted to corresponding pressures for control as previously described.

Further, in the foregoing description, only the fuel injection was adjusted. Instead of controlling only the amount of fuel supplied, the effective mean pressure during combustion may be arranged to be controlled with exhaust valves, for example, so that the injection may be performed according to a predetermined sequence, however, the exhaust valves may be required to reduce the pressure in the combustion chamber and thus also the effective medium pressure can be used.

Further, the control may be performed with a suitable type of controller or, for example, with state models and state feedback (eg, linear programming, LQR methods, or the like).

The method according to the invention for controlling the internal combustion engine may also be combined with sensor signals from other sensor systems where crank angle resolution is not available, for example pressure sensors, NO _x sensors, NH ₃ sensors, soot sensors, oxygen sensors and / or temperature sensors, etc ., whose input signals can be used, for example, as input parameters in the estimation of, for example, the heat losses with computer-based models instead of the models of the type described above.

In addition, the present invention has been explained above with respect to vehicles. However, the invention is applicable to any transportation means / processes to which the combustion control is applicable as described above, such as watercraft and aircraft with combustion processes as described above.

It should also be understood that the system may be modified according to various embodiments of the method according to the invention (and vice versa) and that the present invention is in no way limited to the previously described embodiments of the method according to the invention, but all embodiments in scope of the appended independent claims.

Claims (44)

Method for controlling an internal combustion engine ( 101 ), wherein the internal combustion engine ( 101 ) at least one combustion chamber ( 201 ) and elements ( 202 ) for the supply of fuel to the combustion chamber ( 201 ), wherein the combustion in the combustion chamber ( 201 ) is carried out in combustion cycles, the method being characterized in that: during a first part of a first combustion cycle with a first sensor element, a first parameter value is determined which has a physical parameter for the combustion in the combustion chamber ( 201 ), and - based on the first parameter value, the combustion is controlled during a subsequent part of the first combustion cycle so that during the control the combustion is controlled during the following part of the first combustion cycle with respect to a work done during the combustion. The method of claim 1, further comprising: Estimating, on the basis of the first parameter value, a representation of a work resulting from the combustion during the subsequent part of the first combustion cycle after the first part of the first combustion cycle, and On the basis of the estimated work, controlling the combustion during the following part of the first combustion cycle. The method of claim 1 or 2, further comprising: Estimating, on the basis of the first parameter value, a representation of an expected resulting work during the first combustion cycle, and On the basis of the estimated resulting work, controlling the combustion during the following part of the first combustion cycle. Method according to one of the preceding claims, also comprising: Determining the first parameter value when a portion of the first combustion stroke has elapsed. Method according to one of the preceding claims, also comprising: Determining the first parameter value when combustion of fuel has begun during the first combustion stroke. Method according to one of the preceding claims, also comprising: Determining a parameter value corresponding to the first parameter value at a number of times / crank angle positions during the first combustion stroke and for the respective determined parameter value estimating a respective expected work resulting from the combustion during the first combustion stroke, and Controlling the combustion during a subsequent part of the first combustion stroke after determining the respective parameter value based on the respective estimated work during the first combustion stroke. The method of claim 6, further comprising: - determining the parameter value corresponding to the first parameter value at a number of times / crank angle positions after the combustion of fuel has started in the first combustion stroke. Method according to one of claims 1 to 7, wherein the work done during the combustion is represented by a mean pressure during the combustion cycle. The method of one of claims 1 to 8, further comprising determining the control parameters for controlling the combustion during the subsequent portion of the first combustion stroke based on the first parameter value. Method according to one of claims 1 to 9, wherein during the control with respect to the work done during the combustion, the combustion is controlled in the direction of a first medium pressure in accordance with the work performed during the combustion cycle. The method of any one of claims 1 to 10, further comprising: - determining a required work done for the combustion cycle, and Controlling the combustion during the following part of the first combustion stroke in the direction of the required work done. The method of claim 11, wherein the work required for the combustion is represented by a demanded average torque for the combustion cycle. Method according to one of the preceding claims, also comprising: Estimating a representation of a hitherto resulting work during the first combustion cycle, and - Controlling the following part of the combustion cycle based on the representation of the hitherto resulting work during the first combustion cycle The method of claim 13, further comprising: Controlling the combustion during the following part of the first combustion cycle based on a comparison between an estimated expected work and a required work to perform the combustion cycle. Method according to one of the preceding claims, also comprising: Comparing a representation of a resulting average pressure to the time / crank angle position at which the first parameter value is determined, representing an expected average pressure up to that time / crank angle position, and controlling the following combustion based on the comparison , The method of any preceding claim, further comprising, in determining control parameters for the subsequent portion of the combustion cycle, estimating an expected pressure change during the subsequent portion of the combustion cycle having the first parameter value. Method according to one of the preceding claims, also comprising determining at least one control parameter for the control of the combustion during the following part of the first combustion cycle, wherein in the determination of the at least one control parameter expected during combustion work to be performed in the following part of the first combustion cycle is estimated using the first parameter value. The method of any one of the preceding claims, wherein during the control, an expected work is estimated during the combustion stroke. The method of claim 18, wherein the expected work is estimated using an estimate of heat release during combustion. Method according to one of the preceding claims, also comprising: Estimating an expected work for at least two control alternatives for the control of the combustion during the following part of the first combustion cycle, and Controlling the combustion during the following part of the first combustion cycle based on the estimates. The method of any of claims 18 to 20, wherein in estimating the expected work done, a pressure change during the remainder of the combustion cycle is estimated by estimating heat release during combustion. Method according to one of the preceding claims, wherein the first parameter value one in the combustion chamber ( 201 ) represents pressure prevailing during the first combustion stroke. Method according to one of the preceding claims, also comprising controlling the combustion during the following part of the first combustion cycle by controlling the fuel for supply to the combustion chamber ( 201 ). The method of one of the preceding claims, further comprising, during control of the combustion in the subsequent part of the combustion, determining expected work done during the combustion cycle for a plurality of control alternatives, and Selecting a control alternative from the number of control alternatives to control the following part of the combustion cycle. Method according to one of the preceding claims, also comprising: During the control, evaluating at least a first and a second control alternative, respectively, so that the first or second control alternative is selected, whichever is faster leading to a required completed task. The method of claim 24 or 25, wherein the control alternative comprises alternatives for the supply of fuel for at least one fuel supply during the subsequent part of the combustion cycle. Method according to one of claims 23 to 25, wherein the fuel for supply to the combustion chamber ( 201 ) by controlling the fuel injection with at least one fuel injector ( 202 ) is controlled. Method according to one of claims 23 to 27, wherein at least one fuel injection during the following part of the combustion cycle is performed, wherein a fuel amount and / or injection time and / or injection duration is controlled for the fuel injection. A method according to any one of claims 23 to 28, wherein at least two fuel injections are performed during the subsequent part of the combustion stroke, with a remainder of the combustion being controlled at least after the first of the at least two fuel injections. A method according to any one of claims 23 to 29, wherein during the combustion control at least three fuel injections are performed during the subsequent part of the combustion process, wherein in determining control parameters for a first of the at least three fuel injections the remaining fuel injections as a total injection during the control be treated. Method according to one of claims 23 to 30, wherein the control of the combustion during the following part of the first combustion stroke at least partially by controlling the fuel for injection into the combustion chamber ( 201 ) during a running fuel injection. Method according to one of claims 23 to 31, further comprising during the control of the fuel for injection into the combustion chamber ( 201 ) changing a distribution of fuel quantities between at least two fuel injections. Method according to one of the preceding claims, further comprising carrying out a first injection of fuel into the combustion chamber ( 201 during the first part of the first combustion stroke and at least a second fuel injection during the following part of the combustion stroke, wherein the second fuel injection control parameters are determined after the first fuel injection. Method according to one of the preceding claims, also comprising controlling the combustion during the following part of the first combustion cycle by controlling one or more valves connected to the combustion chamber ( 201 ). Method according to one of the preceding claims, wherein the control is carried out for a number of successive combustion cycles. Method according to one of the preceding claims, wherein the first parameter value in relation to a physical quantity for the combustion in the combustion chamber ( 201 ) is determined at least at each crank angle, every tenth of each crank angle, or every hundredth of each crank angle. Method according to one of the preceding claims, wherein the first parameter value is determined by using one or more elements from the following group: cylinder pressure sensor, knock sensor, strain gauge, tachometer, ion current sensor. Method according to one of the preceding claims, also comprising performing the control of the combustion when opening / closing a drive train to which the internal combustion engine is selectively connectable. Method according to one of the preceding claims, also comprising prior to determining the first parameter value: Determining, on the basis of a required work, a first fuel injection sequence for the first combustion cycle, the first fuel injection sequence likely to result in the required work. A computer program comprising program code which, upon execution of the program code on a computer, causes the computer to carry out the method of any one of claims 1 to 39. A computer program product comprising a computer readable medium and a computer program according to claim 40, wherein the computer program is contained in the computer readable medium. System for controlling an internal combustion engine ( 101 ), wherein the internal combustion engine ( 101 ) at least one combustion chamber ( 201 ) and elements ( 202 ) for the supply of fuel to the combustion chamber ( 201 ), wherein the combustion in the combustion chamber ( 201 ) takes place in combustion cycles, characterized in that the system comprises elements ( 115 ) for determining: - a first parameter value having a physical size for combustion in the combustion chamber ( 201 during a first part of a first combustion cycle with a first sensor element; and controlling the combustion based on the first parameter value during a subsequent part of the first combustion cycle such that combustion during combustion during the following part of the first combustion cycle is controlled to a work done during the combustion. A system according to claim 42, characterized in that the internal combustion engine is an element from the group consisting of a vehicle engine, a boat engine and an industrial engine. Vehicle ( 100 ), characterized in that it comprises a system according to claim 42 or 43.

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