EP1079091A2 - Système de régulation pour moteur Diesel - Google Patents

Système de régulation pour moteur Diesel Download PDF

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Publication number
EP1079091A2
EP1079091A2 EP00113354A EP00113354A EP1079091A2 EP 1079091 A2 EP1079091 A2 EP 1079091A2 EP 00113354 A EP00113354 A EP 00113354A EP 00113354 A EP00113354 A EP 00113354A EP 1079091 A2 EP1079091 A2 EP 1079091A2
Authority
EP
European Patent Office
Prior art keywords
diesel engine
load
engine
control system
air
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.)
Granted
Application number
EP00113354A
Other languages
German (de)
English (en)
Other versions
EP1079091A3 (fr
EP1079091B1 (fr
Inventor
Holger Adler
Frank Dr. Duvinage
Michael Lenz
Thomas Liebscher
Ulrich Merten
Norbert Ruzicka
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.)
Mercedes Benz Group AG
Original Assignee
DaimlerChrysler AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by DaimlerChrysler AG filed Critical DaimlerChrysler AG
Publication of EP1079091A2 publication Critical patent/EP1079091A2/fr
Publication of EP1079091A3 publication Critical patent/EP1079091A3/fr
Application granted granted Critical
Publication of EP1079091B1 publication Critical patent/EP1079091B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D21/00—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas
    • F02D21/06—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air
    • F02D21/08—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air the other gas being the exhaust gas of engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
    • F02B29/04—Cooling of air intake supply
    • F02B29/0406—Layout of the intake air cooling or coolant circuit
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
    • F02M26/05—High pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust system upstream of the turbine and reintroduced into the intake system downstream of the compressor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/17—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories in relation to the intake system
    • F02M26/21—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories in relation to the intake system with EGR valves located at or near the connection to the intake system
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
    • F02M26/23—Layout, e.g. schematics

Definitions

  • the invention relates to an engine control system for a Diesel engine with the features of the preamble of the claim 1.
  • rich operation is understood to mean a substoichiometric engine operation in which an excess of fuel in the combustion and thus in the exhaust gas
  • the engine control works with maps for both lean operation and for rich operation, separate maps being stored for lean operation and for rich operation
  • Both a lean operation and a rich operation of the diesel engine are possible, for example, is required to regenerate a storage catalytic converter arranged in the exhaust system of the diesel engine, which absorbs NO x during lean operation, by means of a rich operation carried out as required, in which case the stored nitrates are desorbed.
  • the engine control is determined by comparing the target and Actual values of the engine load the control requirement and varies in Dependent on the amount of fuel injected by this is more or less increased or decreased. So far is a conventional diesel engine So-called fuel-guided load control, in which the Load adjustment and the load control of the diesel engine a load-based attitude and change in the Diesel engine for combustion supplied fuel quantity he follows.
  • This fuel-guided load control has the consequence that the Realization of a fat operation in a diesel engine is not can only be achieved in that the Burning more fuel than is required since the above-described fuel-guided load control then always result in full load operation of the diesel engine would.
  • the present invention addresses the problem an engine control system of the type mentioned above To design that it is also in the rich operation of the diesel engine enables load regulation.
  • the invention is based on the general idea for which Fat operation of the diesel engine with an air-guided load control to provide.
  • the invention uses the knowledge that always with the lean diesel engine in the partial load range there is more air available than to supply the desired engine load is required, with the result that a change in the amount of fuel on the engine load affects while changing the amount of air supplied remains essentially without influence on the engine load.
  • This law applies to fat operation reverses and applies in a reciprocal manner, i.e.
  • Load control in rich operation of the diesel engine can be Knowledge that is used in air-guided Load regulations for Otto engines could be obtained. Accordingly, the diesel engine can also with a Throttle valve and equipped with an air flow meter to form the control loop.
  • the diesel engine has fuel injection means, for example a fuel injection system, in particular with Common Rail Technology ", with the aid of which the fuel quantity supplied to the diesel engine can be adjusted and varied.
  • the diesel engine can be equipped with air quantity adjusting means, such as throttle valve, air quantity meter, exhaust gas recirculation valve, turbocharger, with the aid of which the air quantity supplied to the diesel engine can be adjusted
  • the engine control system actuates both the fuel injection means and the air quantity setting means in the lean mode in accordance with the criteria of the lean mode, ie essentially as a function of the fuel-controlled load control.
  • the engine control system actuates both the fuel injectors and the
  • the air control system operates the air quantity setting device in accordance with the criteria of rich operation, ie essentially depending on the air-guided load control, so that the switch between lean operation and rich operation can be carried out in a load-neutral manner stem the diesel engine at least for a short time in a switchover mode in which the fuel injection means are actuated according to the criteria of lean operation and the air quantity adjusting means according to the criteria of rich operation for the current load state of the diesel engine.
  • the diesel engine works in lean operation with the throttle valve fully open, so that a certain load condition is defined by the amount of fuel supplied.
  • the fuel quantity associated with this load state is maintained; in addition, the throttle valve position provided for this load state is set, the engine load not changing, since the throttled fresh air is not required for combustion anyway.
  • the lambda value can be changed so that the switchover from lean operation to rich operation can take place seamlessly and with the engine load remaining the same.
  • an increase in the quantity of fuel supplied only changes the lambda value without the engine load noticeably changing.
  • an exhaust gas turbocharger 1 draws in fresh air on its compressor inlet side in accordance with arrow a.
  • another charging device for. B. a mechanical loader or a so-called
  • the sucked-in fresh air flows through a heat exchanger 2, which serves as charge air cooler, at a correspondingly increased pressure, and reaches a throttle point 3 in an intake line 4 of a diesel engine 10.
  • a throttle valve 5 is arranged, which via an actuator 6 can be actuated by an auxiliary actuator 7.
  • the fresh air first passes through a suction pipe 16 and then reaches an air collection chamber 8, from where it is fed to the combustion areas of the diesel engine 10 via separate inlet ducts 9.
  • Throttle valves 11 are arranged which, according to the exemplary embodiment, can be actuated by a servo-operated actuator 13 via a common actuator 12.
  • Downstream of the diesel engine 10 are those during combustion Exhaust gases formed in an exhaust gas collection chamber 14 with a Exhaust gas recirculation line 15, which in the intake manifold 16, d. H. here after the throttle 3 and before the air collection chamber 8 in the Air intake line 4 opens.
  • the exhaust gas recirculation line 15 upstream of the Throttle point 3 on the intake tract of the diesel engine 10 be connected.
  • an exhaust gas recirculation valve 17 arranged via an actuator 18 by an auxiliary operator Actuator 19 is actuated.
  • a heat exchanger 20 in heat exchange, so that optionally cooling of the recirculated exhaust gas is achieved can be.
  • the turbine inlet cross-section and / or the turbine Exhaust gas volume flow flowing through is by means of a Actuator 21 changeable by an auxiliary operator Actuator 22 is actuated.
  • a Actuator 21 changeable by an auxiliary operator Actuator 22 is actuated.
  • After flowing through the Turbine of the exhaust gas turbocharger 1 is the exhaust gas according to the Arrow b fed to an exhaust gas purification device 28, which in Fig. 1 shown by a broken line Frame is marked and described in more detail below becomes.
  • the diesel engine 10 is operated by an engine controller or Motor control 23 controlled or regulated, for which purpose this Lines with the corresponding units of the diesel engine 10 is connected. 1 is a line 24, for example shown, which the engine control with a Injection system 25 of the diesel engine 10 connects. Further Lines 34, 35, 36 and 37 connect the controller 23 to the Actuators 22, 13, 19 and 7.
  • the exhaust gas purification device 28 has an adsorber or storage catalytic converter 29, which is preferably designed as a NO x storage catalytic converter. Furthermore, the exhaust gas purification device 28 comprises an oxidation catalytic converter 30 arranged downstream or also upstream of the NO x storage catalytic converter 29.
  • the two catalysts 29 and 30 are optionally connected to one another by at least one heat-insulated pipe 31, which is, for example, air-gap and / or mat insulated. Downstream of the storage catalytic converter 29, a first ⁇ probe 32 is arranged in the exhaust line of the diesel engine 10, which is connected to the controller 23 via a corresponding signal line 33.
  • a first temperature sensor 38 is arranged downstream of the storage catalytic converter 29 and is connected to the controller 23 via a signal line 39.
  • a second ⁇ probe 40 and a second temperature sensor 41 are arranged upstream of the storage catalytic converter 29, which likewise communicate with the controller 23 in a corresponding manner.
  • further ⁇ probes, not shown here, and temperature sensors can be accommodated in the exhaust line of the diesel engine 10.
  • at least one NO x sensor 42 is provided, which communicates with the exhaust line downstream of the storage catalytic converter 29 and is also connected to the controller 23.
  • a secondary air supply 43 is provided Fresh air via a connected to the exhaust system Feed line 44 downstream of the diesel engine 10, here downstream of turbocharger 1, and upstream of storage catalytic converter 29 in initiates the exhaust system.
  • the amount of feed Secondary air is via a controllable supply valve 45 adjustable, via a corresponding control line 46 the motor controller 23 is connected.
  • the secondary air can for example from the pressure side of the exhaust gas turbocharger 1 be branched off.
  • the secondary air can also be set to a other suitable ways are made available.
  • the storage catalytic converter 29 can be equipped with a heating device 27 be equipped, which in Fig. 1 by one in the Storage catalyst symbolizes 29 integrated heating spiral is.
  • the engine control system according to the invention works as follows:
  • the controller 23 operates in the lean operation of the diesel engine 10 according to the principle of a fuel-guided load control. To for this purpose, the controller 23 determines from a load setpoint, e.g. from the driver one with the diesel engine 10 equipped vehicle or from one Cruise control system of this vehicle generated and from a current actual load value Regulation requirement for the fuel injection system 25. About the Change in the amount of fuel supplied to the diesel engine 10 the engine load can then be influenced. When more engine load is required, the diesel engine 10 accordingly more Diesel fuel are supplied. As part of this the fuel-operated load control works the lean one Diesel engine 10 with ⁇ values of ⁇ 1.3 to 10.
  • the Throttle valve 5 is usually not actuated. However, if one higher exhaust gas recirculation rate can be generated at open exhaust gas recirculation valve 17 by actuation the throttle valve 5, the fresh air supply is throttled, which increases the exhaust gas recirculation rate.
  • This Influencing the exhaust gas recirculation can also affect the Engine load impact, however, is not part of the Load control in lean operation. For example, if the Increase the exhaust gas recirculation rate a reduction in Motor load, this is done with the help of the load control a correspondingly increased injection quantity is compensated.
  • the Fuel quantity gradually increases, increasing the lambda value gradually reduced without changing the engine load changed significantly because of the throttle valve position only as much air is supplied to the diesel engine 10 as for Maintaining the current engine load is required.
  • An increase in the amount of fuel does not result in an increase Energy conversion in the diesel engine 10; the engine load therefore remains constant.
  • the lambda value in the substoichiometric The air-guided load control Realize transient load conditions because there is always more Fuel is available to achieve the required engine load is necessary. A change in The throttle valve position then affects the engine load.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
EP00113354A 1999-08-24 2000-06-23 Système de régulation pour moteur Diesel Expired - Lifetime EP1079091B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19939989 1999-08-24
DE19939989A DE19939989C1 (de) 1999-08-24 1999-08-24 Motorregelsystem für einen Dieselmotor

Publications (3)

Publication Number Publication Date
EP1079091A2 true EP1079091A2 (fr) 2001-02-28
EP1079091A3 EP1079091A3 (fr) 2003-01-15
EP1079091B1 EP1079091B1 (fr) 2004-08-18

Family

ID=7919351

Family Applications (1)

Application Number Title Priority Date Filing Date
EP00113354A Expired - Lifetime EP1079091B1 (fr) 1999-08-24 2000-06-23 Système de régulation pour moteur Diesel

Country Status (2)

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EP (1) EP1079091B1 (fr)
DE (2) DE19939989C1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1503065A2 (fr) * 2003-07-30 2005-02-02 Nissan Motor Co., Ltd. Dispositif de purification des gaz d'échappement

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102006015264A1 (de) * 2006-04-01 2007-10-04 Bayerische Motoren Werke Ag Verfahren zum Steuern einer Brennkraftmaschine
DE102008059698A1 (de) * 2008-11-29 2010-06-02 Daimler Ag Verfahren zum Betreiben eines Dieselmotors mit einer einen Stickoxid-Speicherkatalysator aufweisenden Abgasreinigungsanlage

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19750226C1 (de) 1997-11-13 1998-10-29 Daimler Benz Ag Motorregelsystem für einen Dieselmotor

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19543219C1 (de) * 1995-11-20 1996-12-05 Daimler Benz Ag Verfahren zum Betreiben eines Dieselmotors
DE19636790A1 (de) * 1996-09-11 1998-03-12 Volkswagen Ag NOx-Abgasreinigungsverfahren
DE19716275C1 (de) * 1997-04-18 1998-09-24 Volkswagen Ag Verfahren zur Stickoxidreduzierung im Abgas einer Brennkraftmaschine
DE19753718C1 (de) * 1997-12-04 1999-07-08 Daimler Chrysler Ag Verfahren zum Betreiben eines Dieselmotors
DE19847874A1 (de) * 1998-10-16 2000-04-20 Volkswagen Ag Verfahren zur Stickoxidreduzierung im Abgas einer mager betriebenen Brennkraftmaschine

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19750226C1 (de) 1997-11-13 1998-10-29 Daimler Benz Ag Motorregelsystem für einen Dieselmotor

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1503065A2 (fr) * 2003-07-30 2005-02-02 Nissan Motor Co., Ltd. Dispositif de purification des gaz d'échappement
EP1503065A3 (fr) * 2003-07-30 2005-07-06 Nissan Motor Co., Ltd. Dispositif de purification des gaz d'échappement
US6981369B2 (en) 2003-07-30 2006-01-03 Nissan Motor Co., Ltd. Exhaust gas cleaning apparatus
CN100360781C (zh) * 2003-07-30 2008-01-09 日产自动车株式会社 废气清除设备

Also Published As

Publication number Publication date
DE50007446D1 (de) 2004-09-23
EP1079091A3 (fr) 2003-01-15
DE19939989C1 (de) 2000-10-05
EP1079091B1 (fr) 2004-08-18

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