EP1226345A1 - Procede pour actionner un moteur a combustion interne presentant au moins un piston moteur - Google Patents

Procede pour actionner un moteur a combustion interne presentant au moins un piston moteur

Info

Publication number
EP1226345A1
EP1226345A1 EP00967747A EP00967747A EP1226345A1 EP 1226345 A1 EP1226345 A1 EP 1226345A1 EP 00967747 A EP00967747 A EP 00967747A EP 00967747 A EP00967747 A EP 00967747A EP 1226345 A1 EP1226345 A1 EP 1226345A1
Authority
EP
European Patent Office
Prior art keywords
compression ratio
internal combustion
combustion engine
period
amount
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP00967747A
Other languages
German (de)
English (en)
Inventor
Bernd Stiebels
Ekkehard Pott
Leo Spiegel
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.)
Volkswagen AG
Original Assignee
Volkswagen 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 Volkswagen AG filed Critical Volkswagen AG
Publication of EP1226345A1 publication Critical patent/EP1226345A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0223—Variable control of the intake valves only
    • F02D13/0234—Variable control of the intake valves only changing the valve timing only
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0269—Controlling the valves to perform a Miller-Atkinson cycle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D15/00—Varying compression ratio
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the invention relates to a method for operating an internal combustion engine with at least one working piston and having a variable compression ratio according to the preamble of claim 1.
  • DE 41 08 454 C2 discloses a device with which the closing time of the inlet valve of an internal combustion engine can be varied in order to be able to change the compression ratio depending on the operating state of the internal combustion engine.
  • a knock sensor is provided, which is arranged on the engine housing in the known internal combustion engine. If the knock sensor responds, ie if the compression ratio is too high, the closing time for the inlet valve is changed by means of an adjustment mechanism. If the operating state changes again in such a way that a higher compression ratio could be achieved, provision is made in the known internal combustion engine to detect the temperature of the wall of the combustion chamber.
  • DE 198 04 988 C1 discloses a method for operating a four-stroke internal combustion engine.
  • the compression ratio is varied by changing the opening and / or closing time of the intake and / or exhaust valve.
  • various sensors are provided that monitor the combustion.
  • an ion current sensor is provided within the combustion chamber.
  • a knock sensor designed as a structure-borne noise sensor is attached to the motor housing. It shows it turns out that due to the large number of sensors, in particular in the case of multi-cylinder internal combustion engines, a high information content has to be processed or processed by the sensors.
  • the evaluation electronics or control device is therefore relatively complex.
  • This object is achieved with a method for operating an internal combustion engine having at least one working piston, which has the features mentioned in claim 1.
  • This internal combustion engine has a variable compression ratio, which can be changed as a function of the operating state of the internal combustion engine, a compression ratio which is too high being determined by means of a knock sensor in order to then reduce the compression ratio below the knock limit. It is then planned to increase the compression ratio again.
  • the method is characterized in that the compression ratio is reduced by a predefinable first amount over a predeterminable first time period when the knock limit is exceeded or reached, and in that the compression ratio is then reduced by a predefinable second amount over a predefinable second time period until Reaching or exceeding the knock limit is increased.
  • the compression is preferably reduced by the first amount and / or the compression is increased by the second amount.
  • the graph of the compression ratio is obtained with a sawtooth-like course.
  • the compression ratio is reduced and increased again as a function of the operating state of the internal combustion engine.
  • the compression ratio thus "oscillates" constantly around the knock limit or is below it.
  • the fact that the compression ratio is constantly lowered and raised in the area of the knock limit results in the maximum possible compression ratio in every operating state of the internal combustion engine.
  • the advantage of the method is that only the measured values of the knock sensor have to be evaluated, that is to say complex ones Combustion monitoring sensors within the combustion chamber are not necessary.
  • the control effort is simplified since only the knock sensor signal has to be processed.
  • the first amount and / or the first time period is determined as a function of the load requirement of the internal combustion engine. Depending on the load range in which the internal combustion engine is operated, the first amount and / or the first period of time changes, so that overall steeper or less steep curve sections - considered in the coordinate system - of the sawtooth-like course of the compression ratio are present.
  • the second amount and / or the second time period is determined as a function of the load requirement of the internal combustion engine.
  • the first amount and / or the first period and / or the second amount and / or the second period must be changed in order to be able to follow the demand for a quick reduction in compression. It can therefore be provided that the first amount is increased and / or the first period is shortened in order to achieve a rapid reduction in compression with subsequent increase in compression. If, for example, a response of the knock sensor is observed again, in particular at the end, of the first time period, the first amount of compression reduction is increased, namely until the knock sensor no longer responds within the first time period. The first amount is then reset to its basic amount, which is dependent on the operating state.
  • the compression increase by the second amount within the second period may not be sufficient to be able to follow the demand for a faster compression increase. If no response of the knock sensor is observed within, especially at the end of, the second time period, the compression is increased with a higher second amount until the knock sensor increases the Actuation ratio responds again. This in turn leads to the withdrawal of the second amount of compression increase to the basic amount assigned to the operating state of the internal combustion engine.
  • operating parameters of the internal combustion engine and / or of a motor vehicle driven by the internal combustion engine are taken into account when determining the first amount, the first time period, the second amount and / or the second time period. These include, for example, the speed of the internal combustion engine, the fuel injection quantity, position of the pedal sensor, air, coolant and / or oil temperature, exhaust gas and / or catalyst temperatures, ambient air pressure, boost pressure, suction air mass flow, driving speed and / or the ignition point.
  • the invention is used particularly advantageously in direct-injection internal combustion engines, in particular in gasoline internal combustion engines. Furthermore, the invention is particularly applicable to internal combustion engines equipped with a NOx storage catalytic converter, preferably for motor vehicles.
  • the invention is explained in more detail below using an exemplary embodiment with reference to the drawing.
  • the single figure shows the compression ratio over time in a two-axis orthogonal coordinate system.
  • the compression ratio V is shown over time t. It can be seen that the time course of the compression ratio V with the curve K is sawtooth-like, ie there are curve sections with, preferably constant, positive and, preferably constant, negative slopes. The individual curve sections of curve K can thus be formed by straight lines.
  • a dotted line L is also shown, which shows as a curve the knock limit of the internal combustion engine, which is dependent on the operating state, not shown here.
  • the line L thus represents the knock limit at which the knock sensor, not shown here, responds.
  • the knock sensor determines that the compression ratio V is below the knock limit, that is, there is good combustion. Therefore, in a first period t, - t 0, the compression ratio V is increased by an operating point-dependent amount V1, so that there is a section of the curve K with a constant positive slope.
  • the compression ratio V is reduced in the subsequent second period t 2 -t 1 by a second amount V2, so that a section of the curve K sets with a constant negative slope.
  • the second time period t 2 -t 1 is followed by a first time period t 3 -t 2 , in which the compression ratio V is increased again by an amount dependent on the operating point, as is also done during the time period t, -to.
  • first and second time periods follow alternately at time t 3 , curve sections being present in which the slope, that is to say the quotient of ⁇ V and ⁇ t, is different, in particular depending on the operating state of the internal combustion engine.
  • the compression ratio V is increased by a first amount V1 '. It can be seen that the knock limit L has not yet been reached at the time t n + 1 .
  • a compression withdrawal by an operating point-dependent second magnitude during a second period again a compression withdrawal by an operating point-dependent second magnitude during a second period....
  • the point in time at which the intake valve of the combustion chamber of the internal combustion engine closes is changed. If the compression is to be withdrawn, this point in time is shifted from the base point in the direction of "late”. For the purpose of increasing the compression, it is provided that the point in time for closing the intake valve is adjusted in the "early” direction. That is, the closing timing of the intake valve is changed depending on the response of the knock sensor. This makes it possible to always achieve the highest possible compression ratio, especially in the upper, knock-prone load range of the internal combustion engine, so that the efficiency of the internal combustion engine is favorably influenced.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

L'invention concerne un procédé permettant d'actionner un moteur à combustion interne présentant au moins un piston moteur, dont le taux de compression est variable et peut être modulé en fonction de l'état de marche du moteur à combustion interne. Un détecteur de cliquetis permet de détecter un taux de compression trop élevé, ledit taux de compression étant alors ramené en dessous du seuil de cliquetis. Le taux de compression peut ensuite être à nouveau augmenté. Il est prévu, lorsque le seuil de cliquetis (L) est dépassé ou atteint, de réduire le taux de compression (V) d'une première valeur (V1) prédéterminable dépendant de l'état de marche, pendant une première période (t1 - t0), puis de l'augmenter d'une seconde valeur (V2) prédéterminable, pendant une seconde période (t2 - t1) prédéterminable, jusqu'à ce que le seuil de cliquetis (L) soit atteint ou dépassé.
EP00967747A 1999-10-21 2000-09-22 Procede pour actionner un moteur a combustion interne presentant au moins un piston moteur Withdrawn EP1226345A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19950682 1999-10-21
DE19950682A DE19950682A1 (de) 1999-10-21 1999-10-21 Verfahren zum Betreiben einer zumindest einen Arbeitskolben aufweisenden Brennkraftmaschine
PCT/EP2000/009281 WO2001029385A1 (fr) 1999-10-21 2000-09-22 Procede pour actionner un moteur a combustion interne presentant au moins un piston moteur

Publications (1)

Publication Number Publication Date
EP1226345A1 true EP1226345A1 (fr) 2002-07-31

Family

ID=7926377

Family Applications (1)

Application Number Title Priority Date Filing Date
EP00967747A Withdrawn EP1226345A1 (fr) 1999-10-21 2000-09-22 Procede pour actionner un moteur a combustion interne presentant au moins un piston moteur

Country Status (6)

Country Link
US (1) US6666177B1 (fr)
EP (1) EP1226345A1 (fr)
JP (1) JP2003512572A (fr)
CN (1) CN100366878C (fr)
DE (1) DE19950682A1 (fr)
WO (1) WO2001029385A1 (fr)

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DE10220598B3 (de) * 2002-05-08 2004-03-04 Siemens Ag Verfahren zum Anpassen des Zündwinkels an das Verdichtungsverhältnis einer Brennkraftmaschine
DE10220597B3 (de) * 2002-05-08 2004-02-26 Siemens Ag Verfahren zum Anpassen einer Klopfregelung an das veränderliche Verdichtungsverhältnis einer Brennkraftmaschine
DE10220596B3 (de) * 2002-05-08 2004-01-22 Siemens Ag Verfahren zum Regeln des Verdichtungsverhältnisses einer Brennkraftmaschine
JP2004100561A (ja) * 2002-09-09 2004-04-02 Toyota Motor Corp 内燃機関の動弁装置
US6860244B2 (en) * 2002-11-08 2005-03-01 Ford Global Technologies, Llc Engine control with operating mode detection
DE10319666A1 (de) 2003-05-02 2004-11-18 Robert Bosch Gmbh Verfahren und Vorrichtung zur Einstellung einer variablen Verdichtung bei einem Verbrennungsmotor
JP4858287B2 (ja) * 2007-04-20 2012-01-18 トヨタ自動車株式会社 内燃機関の制御装置
DE102016003695B4 (de) 2016-03-24 2020-01-23 Audi Ag Verfahren zum Betreiben einer Brennkraftmaschine mit einer Stelleinrichtung zum Verstellen des Istverdichtungsverhältnisses sowie entsprechende Brennkraftmaschine
US10378458B2 (en) 2017-10-19 2019-08-13 Ford Global Technologies, Llc System and method for variable compression ratio engine
US10415493B2 (en) 2017-10-19 2019-09-17 Ford Global Technologies, Llc System and method for variable compression ratio engine

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Also Published As

Publication number Publication date
JP2003512572A (ja) 2003-04-02
CN100366878C (zh) 2008-02-06
CN1382247A (zh) 2002-11-27
DE19950682A1 (de) 2001-04-26
US6666177B1 (en) 2003-12-23
WO2001029385A1 (fr) 2001-04-26

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