EP1285159A1 - Procede de fonctionnement d'un moteur diesel, et moteur diesel correspondant - Google Patents

Procede de fonctionnement d'un moteur diesel, et moteur diesel correspondant

Info

Publication number
EP1285159A1
EP1285159A1 EP01931666A EP01931666A EP1285159A1 EP 1285159 A1 EP1285159 A1 EP 1285159A1 EP 01931666 A EP01931666 A EP 01931666A EP 01931666 A EP01931666 A EP 01931666A EP 1285159 A1 EP1285159 A1 EP 1285159A1
Authority
EP
European Patent Office
Prior art keywords
engine torque
setting
operating
diesel engine
engine
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
EP01931666A
Other languages
German (de)
English (en)
Other versions
EP1285159B1 (fr
Inventor
Holger Adler
Nicholas Fekete
Michael Lenz
Thomas Liebscher
Ulrich Merten
Sven PFÖRTSCH
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.)
Daimler 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 EP1285159A1 publication Critical patent/EP1285159A1/fr
Application granted granted Critical
Publication of EP1285159B1 publication Critical patent/EP1285159B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/0807—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents
    • F01N3/0828—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents characterised by the absorbed or adsorbed substances
    • F01N3/0842—Nitrogen oxides
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/027—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus
    • F02D41/0275—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus the exhaust gas treating apparatus being a NOx trap or adsorbent
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1497—With detection of the mechanical response of the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/1002—Output torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/18—Control of the engine output torque
    • F02D2250/21—Control of the engine output torque during a transition between engine operation modes or states
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/32—Air-fuel ratio control in a diesel engine

Definitions

  • the invention relates to a method for operating a diesel engine, in which a switch is made between lean operation with an over-stoichiometric combustion air ratio ⁇ > 1 and rich operation with a substoichiometric combustion air ratio ⁇ ⁇ 1.
  • Adsorption devices for nitrogen oxides are used to clean exhaust gases from diesel engines.
  • NO x adsorber systems store, for example, free storage capacity, active temperature window, the nitrogen oxides of internal combustion engines with lean combustion, ie superstoichiometric combustion with ⁇ > 1 and residual oxygen in the exhaust gas.
  • NO x adsorber systems also store the sulfur contained in the fuel and engine oil in the form of sulfates (S0 X ). Due to the higher chemical binding forces, the sulfates undesirably occupy the storage sites for the nitrogen oxides. For the regeneration of such NO x adsorber systems, i.e.
  • Such regeneration of a NO x adsorber system can be achieved by temporarily running the engine rich, ie with substoichiometric combustion with ⁇ ⁇ 1.
  • the patent DE 195 43 219 Cl describes a method for operating a diesel engine, in which a switch is made between lean operation with an over-stoichiometric combustion air ratio ⁇ > 1 and rich operation with a under-stoichiometric combustion air ratio ⁇ ⁇ 1.
  • the environmental Switching takes place for the regeneration of an exhaust gas cleaning system with a NO x adsorber system. Switching from lean operation to rich operation takes place through electronically controlled exhaust gas recirculation, intake air throttling, additional post-injection of fuel and an increase in exhaust gas back pressure.
  • Patent specification DE 197 53 718 Cl describes a method for operating a diesel engine, in which a switchover from lean operation to rich operation of the diesel engine occurs only when a stationary or quasi-stationary engine operating state is present. This is to ensure that no change is noticed by the driver when switching over with regard to the power delivery of the diesel engine. If there is an unsteady engine operating state in rich operation, the system switches back from rich operation to lean operation. In a memory of the engine control system, maps for both the lean operation and the rich operation of the diesel engine are stored.
  • the published patent application DE 196 36 790 AI describes the setting of a rich exhaust gas mixture of a diesel engine, whereby a loss in performance is to be prevented by the fact that the rich exhaust gas mixture is only set at low loads, in overrun phases or at idle.
  • At higher loads of the internal combustion engine, in particular> 20% of the nominal power it is proposed to reduce the ratio of the recirculated exhaust gas flow to the intake air in order to counteract a drop in performance.
  • the published patent application DE 199 14 787 AI describes an exhaust gas purification system for a diesel engine, in which reducing agent is injected into the exhaust line for the regeneration of an NO x storage device and an exhaust gas flow rate is reduced with an exhaust gas throttle valve. Since such a regeneration operation increases the pumping loss of the engine, reduces the engine output and thereby causes a torque shock, the amount of fuel injected into the combustion chamber and an opening degree of an exhaust gas recirculation valve are increased to ensure the same engine output as before the reduction of the exhaust gas flow rate.
  • the invention is based on the technical problem of specifying a method for operating a diesel engine and a diesel engine, in which a switchover between a lean operation and a rich operation of the diesel engine can occur unnoticed for the driver and without sacrificing driving comfort.
  • a method for operating a diesel engine with the features of claim 1 and a diesel engine with the features of claim 13 are provided.
  • a comparison between rich operation and lean operation is made possible by detecting a driving condition in rich operation, determining an engine torque given in the detected driving condition in lean operation and setting an engine torque given in the detected driving condition in rich operation to the engine torque determined for lean operation.
  • the driving state can be determined by the speed and the accelerator pedal position.
  • a load change can also be achieved in wide ranges in rich operation.
  • the change between fuel-guided mixture formation process and air-mass-guided mixture formation process can take place continuously or discontinuously.
  • the setting of the parameters influencing the engine torque includes the setting of an allocated air mass. This can be done using a throttle device in the intake path, e.g. rically or pneumatically operated valve or a throttle valve.
  • a device for determining the air mass for example a hot-film air mass flow meter, can be provided.
  • Another parameter influencing the engine torque is an exhaust gas recirculation rate that can be set via an electrically or pneumatically operated exhaust gas recirculation valve.
  • An exhaust gas recirculation cooler can also be provided.
  • the engine torque is also influenced by the setting of an intake manifold pressure, which is set, for example, by a throttle device in the intake path, an exhaust gas recirculation system and a charging device, such as a turbocharger.
  • an intake manifold pressure which is set, for example, by a throttle device in the intake path, an exhaust gas recirculation system and a charging device, such as a turbocharger.
  • Further parameters influencing the engine torque are exhaust gas back pressure, start of injection and injection quantity.
  • the injection process can be varied with regard to pre-injection, main injection and post-injection, for example in such a way that post-injected fuel can no longer participate in combustion.
  • Comfortable driving is also achieved by delaying the switch between lean operation and rich operation in the event of unfavorable boundary conditions.
  • a neutral transition is favored in that before the change from the fuel-guided mixture formation process to the air-mass-guided mixture formation process, parameters relating to an air path are set. For example, a throttle valve and an exhaust gas recirculation valve are moved into the position required before the change to the air mass-guided mixture formation process.
  • a diesel engine according to the invention has a speed sensor and / or an engine torque sensor. This provides the basis for an accurate determination of engine torque fluctuations, particularly with a high-resolution speed sensor.
  • a throttle device with a first actuator in the intake path and / or an exhaust gas recirculation device with an exhaust gas recirculation valve with a second actuator With a throttle device with a first actuator in the intake path and / or an exhaust gas recirculation device with an exhaust gas recirculation valve with a second actuator, the allocated air mass, the intake manifold pressure and / or the exhaust gas recirculation rate can be influenced.
  • Engine torque fluctuations and the settings of the parameters influencing the engine torque necessary to keep the engine torque constant are determined in an engine control unit, which also controls the actuators with appropriate signals, switches between lean operation and rich operation, determines engine torque fluctuations and regulates the engine torque.
  • the exhaust gas recirculation valve can be arranged upstream or downstream of the throttle device in the intake path.
  • the diesel engine advantageously has a charging device, for example a turbocharger, which is connected to the intake path and has a third actuator which can be controlled by the engine control unit.
  • a charging device for example a turbocharger
  • a third actuator which can be controlled by the engine control unit.
  • an exhaust gas turbocharger for example, a boost pressure in the intake path, an exhaust gas counterpressure, a cross section through which the flow passes and an exhaust gas volume flowing through can be set via the engine control unit and the third actuator.
  • a precise setting of the allocated air mass is favored by a device for changing an intake cross section of each cylinder with a fourth actuator which can be controlled by the engine control unit.
  • a device for changing an intake cross section of each cylinder with a fourth actuator which can be controlled by the engine control unit can be implemented, for example, as a single throttle valve in the intake tract of each cylinder.
  • Fig. 1 is a schematic representation of a diesel engine according to the present invention.
  • Fig. 2 is a schematic representation of steps of the method according to the invention.
  • the diesel engine 10 shown schematically in FIG. 1 has a speed sensor 12 and an engine torque sensor 14.
  • the torque sensor 12 and the engine torque sensor 14 are connected to an engine control unit 16.
  • the engine control unit 16 determines engine torque fluctuations that may occur.
  • the engine control unit 16 controls an injection system 18, a throttle valve 22 via a first actuator 20, an exhaust gas recirculation valve 26 via a second actuator 24, the exhaust gas turbine 30 of an exhaust gas turbocharger 31 via a third actuator 28, and individual throttle valves 34 in the intake path of each cylinder via a fourth actuator 32.
  • the exhaust gas recirculation valve 26 opens and closes an exhaust gas recirculation channel 36, which starts from an exhaust manifold 38, passes through an exhaust gas recirculation cooler 40 and opens into the intake path 42 of the diesel engine 10. The entry of fresh air into the intake path 42 of the diesel engine 10 is indicated by an arrow 44.
  • the fresh air entering at 44 passes a compressor turbine of the exhaust gas turbocharger 31, passes the throttle valve 22 and the exhaust gas recirculation valve 26 and passes the individual throttle valves 34 in the intake tract of each cylinder and into the combustion chambers of the cylinders.
  • Exhaust gas expelled from the combustion chamber enters the exhaust manifold 38, the exhaust gas turbine 30, passes an NO x adsorber 46 and leaves the diesel engine 10 at the point indicated by an arrow 48.
  • the diesel engine 10 can be switched between lean operation with an over-stoichiometric combustion air ratio ⁇ > 1 and rich operation with a sub-stoichiometric combustion air ratio ⁇ ⁇ 1.
  • the engine control 16 increases, for example, the amount of fuel injected by the injection system 18 and simultaneously reduces the air mass supplied via the actuator 20 and the throttle valve 22.
  • a temporary rich operation of the diesel engine 10 is required for regeneration of the NO x adsorber 46. So that such a switchover between lean operation and rich operation can occur unnoticed for the driver, the engine control 16 determines engine torque fluctuations from the signals of the speed sensor 12 and / or the signals of the engine torque sensor, which fluctuations occur during the changeover. If the engine control unit 16 detects fluctuations in the engine torque, it keeps the engine torque constant during the switchover by sending signals to the first, second, third and fourth actuators 20, 24, 28, 32 and to the injection system in order to set parameters influencing the engine torque 18 issues.
  • Such parameters are an allocated air mass, which can be changed by adjusting the throttle valve 22, the individual throttle valves 34, the exhaust gas recirculation valve 26 and the exhaust gas turbocharger 31.
  • the allocated air mass is measured, for example, via a hot-film air mass flow meter (not shown) in the intake path 42.
  • the engine torque is also influenced by the intake manifold pressure in the intake path 42, which is controlled by the engine control unit 16 by adjusting the exhaust gas recirculation valve 26, the throttle valve 22, and the individual throttle valves 34 and the exhaust gas turbocharger 31 is changed.
  • the engine torque is influenced by the exhaust gas recirculation rate, which can be changed by the engine control unit 16 by adjusting the exhaust gas recirculation valve 26, the throttle valve 22 and the exhaust gas turbocharger 31.
  • the engine control unit 16 uses the injection system 18 to Start of injection and an injection quantity of the fuel of a pre, main and post injection changed. Finally, an exhaust gas back pressure influences the engine torque, which can be set by the engine control unit 16 with the aid of the actuator 28 on the exhaust gas turbine 30.
  • the diesel engine 10 is operated by the engine control unit 16 using a fuel-guided mixture formation process.
  • the engine torque is regulated by adjusting the allocated fuel quantity.
  • the engine control unit 16 changes over to an air mass-guided mixture formation method.
  • the engine torque is controlled by adjusting the allocated air mass. In the rich mode of the diesel engine 10, only such an air mass-guided mixture formation method enables the regulation of the engine torque in the entire operating range of the diesel engine 10, since in the rich mode a change in the load of the diesel engine can hardly be achieved by varying the fuel mass.
  • the engine control unit 16 can thus switch between lean operation and rich operation even in the case of unsteady operating states and / or high engine load, without a torque surge being felt by the changeover.
  • the transition from the fuel-mass-guided to the air-mass-guided mixture formation process and back takes place through continuous tracking of all or individual actuators 20, 24, 28, 32.
  • the engine control unit 16 evaluates the signals from the speed sensor 12 and the engine torque sensor 14 and assigns the engine torque thus determined to the current driving state, for example speed and accelerator pedal position. This engine torque determined in a certain driving condition in rich operation is compared with an engine torque that would be output in lean operation in the detected driving condition. If the engine control unit detects a deviation of the engine torque in rich operation in comparison to lean operation, this will be the case in rich operation Engine state delivered engine torque set to the engine torque determined for the lean operation. By comparing the two operating modes in this way, both manufacturing tolerances of engines and long-term displacements due to aging or wear processes can be detected. A driver also does not notice whether the diesel engine 10 is currently running in lean operation or in rich operation.
  • step 50 the engine control unit 16 checks changeover criteria for the changeover between lean operation and rich operation and vice versa. These relate, for example, to the existing storage capacity of the NO x adsorber 46 and the present exhaust gas temperature, both of which are determined by suitable sensors and transmitted to the engine control unit 16. If the switchover criteria are not met, the diesel engine 10 continues to be operated by the engine control unit 16 in lean operation, as shown in step 52.
  • the control of the engine torque during lean operation is indicated by steps 54, 56 ... 58, in which individual parameters influencing the engine torque, such as intake manifold pressure in the intake path 42 and amount of fuel injected by the injection system 18, are set in accordance with the fuel-guided mixture formation method used in lean operation become.
  • step 50 the engine control unit 16 switches to rich operation of the diesel engine 10 in step 52 and changes over to an air mass-guided mixture formation process.
  • the regulation of the engine torque during the changeover i.e. until a substoichiometric air ratio ⁇ ⁇ 1 is reached, and in rich operation by setting parameters influencing the engine torque, such as the allocated air mass and the exhaust gas recirculation rate, in accordance with the air mass-guided mixture formation process used in rich operation, is through the steps 60, 62 ... 64 indicated.
  • the continuous over- Checking the switchover criteria in step 50 that the switchover criteria are no longer met, the engine control unit 16 switches back to lean operation of the diesel engine 10 in step 52.
  • the engine torque is also kept constant during this reverse switchover, so that the switchover process is not noticed by the driver.
  • the regulation of the engine torque in steps 54, 56, 58 and 60, 62, 64 takes place in an adaptive manner.
  • the parameters to be set are preset to values from an expected range by adaptation, so that small changes are sufficient for control purposes.

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)
  • Exhaust-Gas Circulating Devices (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)

Abstract

La présente invention concerne un procédé de fonctionnement d'un moteur diesel, dans lequel s'effectue une transition entre un fonctionnement à mélange pauvre se caractérisant par une proportion d'air de combustion au-dessus des conditions stoechiométriques μ > 1 et un fonctionnement à mélange riche se caractérisant par une proportion d'air de combustion en-dessous des conditions stoechiométriques μ < 1. Selon l'invention, les étapes de détermination des fluctuations de couple moteur durant la transition de fonctionnement, et de maintien du couple moteur constant durant la transition de fonctionnement, s'effectuent par réglage des paramètres agissant sur le couple moteur. Cette invention concerne également l'utilisation du procédé dans des véhicules automobiles par exemple.
EP01931666A 2000-05-31 2001-04-28 Procede de fonctionnement d'un moteur diesel, et moteur diesel correspondant Expired - Lifetime EP1285159B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10026806 2000-05-31
DE10026806A DE10026806C1 (de) 2000-05-31 2000-05-31 Verfahren zum Betreiben eines Dieselmotors und Dieselmotor
PCT/EP2001/004798 WO2001092706A1 (fr) 2000-05-31 2001-04-28 Procede de fonctionnement d'un moteur diesel, et moteur diesel correspondant

Publications (2)

Publication Number Publication Date
EP1285159A1 true EP1285159A1 (fr) 2003-02-26
EP1285159B1 EP1285159B1 (fr) 2005-03-30

Family

ID=7644109

Family Applications (1)

Application Number Title Priority Date Filing Date
EP01931666A Expired - Lifetime EP1285159B1 (fr) 2000-05-31 2001-04-28 Procede de fonctionnement d'un moteur diesel, et moteur diesel correspondant

Country Status (5)

Country Link
US (1) US6857421B2 (fr)
EP (1) EP1285159B1 (fr)
JP (1) JP2003535261A (fr)
DE (1) DE10026806C1 (fr)
WO (1) WO2001092706A1 (fr)

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Also Published As

Publication number Publication date
DE10026806C1 (de) 2001-09-20
EP1285159B1 (fr) 2005-03-30
JP2003535261A (ja) 2003-11-25
US6857421B2 (en) 2005-02-22
WO2001092706A1 (fr) 2001-12-06
US20030150425A1 (en) 2003-08-14

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