EP1904733A1 - Procede pour faire fonctionner un moteur a combustion interne - Google Patents

Procede pour faire fonctionner un moteur a combustion interne

Info

Publication number
EP1904733A1
EP1904733A1 EP06764061A EP06764061A EP1904733A1 EP 1904733 A1 EP1904733 A1 EP 1904733A1 EP 06764061 A EP06764061 A EP 06764061A EP 06764061 A EP06764061 A EP 06764061A EP 1904733 A1 EP1904733 A1 EP 1904733A1
Authority
EP
European Patent Office
Prior art keywords
fuel
internal combustion
combustion engine
wall film
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Withdrawn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
EP06764061A
Other languages
German (de)
English (en)
Inventor
Ernst Wild
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1904733A1 publication Critical patent/EP1904733A1/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Withdrawn legal-status Critical Current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
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/047—Taking into account fuel evaporation or wall wetting

Definitions

  • the invention relates to a method for operating an internal combustion engine according to the preamble of claim 1.
  • the present invention is also a corresponding computer program, an electrical storage medium, and a control and / or regulating device for an internal combustion engine.
  • a method of the type mentioned is known from DE 102 41 061 Al. It is based on the idea that for a clean, ie low-emission and consumption-optimal combustion in an internal combustion engine with intake manifold injection to the air in the combustion chamber, the right amount of fuel must be added. Upon injection of the fuel into the intake manifold upstream of the intake valve, however, a portion of the injected fuel remains adhered to the wall of the intake manifold. This means that only part of the injected fuel actually gets into the combustion chamber. Part of the fuel flowing past the suction tube wall is entrained by the stream of air flowing past or evaporates out into this air flow. This fuel also enters the combustion chamber, although it was injected much earlier in the intake manifold.
  • Object of the present invention is to further form a method of the type mentioned so that the internal combustion engine operated with it shows a better emission and consumption behavior.
  • transient and transient processes can also be covered very well. Especially in an operating phase of
  • the amounts of fuel entering the wall film and evaporating from it can be determined in a simple manner and yet precisely by multiplying the fuel quantity to be injected by the injector by a corresponding factor.
  • These factors are preferably not fixed values but variable. The most important influencing factors on the said factors are: the pressure in the intake manifold, the temperature of the wall film, the temperature of the wall film, the temperature of the intake air, the temperature of the fuel, the type of fuel (winter or summer fuel), the
  • Flow rate possibly depending on a speed of a crankshaft of the internal combustion engine, a position of a charge movement flap, a position of a camshaft, and an exhaust gas temperature at exhaust gas recirculation and large camshaft overlap. These dependencies can be realized in the form of characteristic curves and maps.
  • a mass balance or mass balance of the fuel entering and coming from the wall film starting from a starting value, the fuel currently present in the wall film can be determined simply and precisely.
  • the advantages mentioned in the transient operation of the internal combustion engine can be easily realized in this way.
  • the starting value at the start of the internal combustion engine is usually 0, since after stopping the internal combustion engine, an existing wall film evaporates very quickly due to the heat conduction from the engine into the intake manifold.
  • the modeling is preferably carried out separately for each cylinder. For this purpose, it is considered that evaporation of fuel from the wall film can not take place until it has already been injected at the respective cylinder. In addition, a cylinder shutdown can be considered in this way. By a separate modeling, the accuracy of the proposed method is thus increased again.
  • a further increase in accuracy occurs when the fact is taken into account that fuel contains different volatiles, resulting in a second order behavior.
  • Figure 1 is a schematic representation of an internal combustion engine
  • Figure 2 is a functional diagram of a first
  • Figure 3 is a functional diagram similar to Figure 2 of a second embodiment.
  • an internal combustion engine carries the reference numeral 10. It comprises a plurality of cylinders, of which in Figure 1, however, only one is shown. This comprises a combustion chamber 12, which can be connected via an inlet valve 14 with an intake pipe 16. The over the
  • Intake manifold 16 into the combustion chamber 12 reaching air quantity is adjusted by a throttle valve 18. Between this and the inlet valve 14, an injector 20 is arranged, which injects fuel 22 into the air flowing in the intake pipe 16 (arrow 23). The introduced into the combustion chamber 12 fuel-air mixture is ignited by a spark plug 24. Hot combustion exhaust gases are discharged from the combustion chamber via an exhaust valve 26 and an exhaust pipe 28.
  • FIG. 1 when fuel 22 is injected into intake manifold 16 upstream of inlet valve 14, part of the injected fuel 22 remains adhered to wall 30 of intake manifold 16 as wall film 32.
  • the procedure shown in FIG. 2 is followed (it should be noted that the term or parameter "quantity" is also used hereinafter by the term or parameter "mass" can be replaced):
  • Input variables of the method shown in FIG. 2 are a setpoint fuel quantity rksol, which is to enter the combustion chamber 12 in the considered intake stroke, a factor fwfe, which represents the proportion of the injected fuel which enters the wall film 32, and a factor fwfa, through which an evaporating amount of fuel from the wall film 32 is shown.
  • the output variable of the method illustrated in FIG. 2 is a modeled quantity of fuel rkbr entering the combustion chamber 12.
  • the method shown in FIG. 2 is designed such that the modeled fuel quantity rkbr entering the combustion chamber 12 is equal to the desired fuel quantity rksol.
  • the factor fwfe is subtracted in 34 of 1, thereby forming a factor frkbr. Through this, that portion of the injected fuel is shown, which does not get into the wall film 32 but flows into the combustion chamber 12.
  • the desired fuel quantity rksol is divided by the factor frkbr, which is a gross fuel injection.
  • Fuel quantity rkev 'results Expressed in figures, a value of factor fwfe of 0.8 means that 80% of the fuel 22 injected into the intake manifold 16 from the injector 20 will adhere to the wall film 32. Conversely, this means it has to be fivefold Amount of fuel relative to the actual combustion chamber requirement are injected from the injector 20 so that the desired amount of fuel arrives in the combustion chamber 12.
  • the fuel quantity rkwf currently "trapped" in the wall film 32 is formed. This is multiplied by the factor fwfa in FIG. 40, which results in a fuel quantity rkbrwf evaporating out of the wall film 32 and reaching the combustion chamber 12. This is divided by the factor frkbr in FIG. 42, which results in a value rkbrwf for the fuel quantity entering the combustion chamber 12. This is in turn divided by the injected gross fuel quantity rkev 'in 44, which results in the fuel quantity rkev actually to be injected from the injector 20 into the intake manifold 16.
  • This actual amount of fuel rkev to be injected by the injector 20 is multiplied by the factor fwfe in FIG. 46, resulting in the amount of fuel rkwfe entering the wall film 32 from the injector 20.
  • the multiplication of the fuel quantity rkev actually to be injected in 47 with frhbr results in the proportion rkbrev of the injected fuel which reaches the combustion chamber 12 directly.
  • the sum formed in 47 leads to the modeled total fuel quantity rkbr entering the combustion chamber 22.
  • the summator 38 may, for example, at a start of the internal combustion engine, as the starting value have the value 0, since it can be assumed that at a standstill of the internal combustion engine in the wall film existing
  • Fuel 22 evaporates, so that when restarting the internal combustion engine 10, a wall film is not present. This is only by the start of the
  • Internal combustion engine 10 incipient injections established by the injector 20.
  • the method illustrated in FIG. 2 results in a value rkwf for the working-time of the internal combustion engine 10 assuming constant factors fwfe and fwfa which initially increases greatly, but then approaches asymptotically to a limit value for the fuel "trapped" in the wall film 32. In this way, the transient behavior of the wall film 32 is imaged very well.
  • the value rkwf is constant, that is, the amount of fuel rkwfe introduced into the wall film 32 from the injector 20 is the same as the amount of fuel rkbrwf evaporating from the wall film 32.
  • the factors fwfe and fwfa relevant for the wall film entry and the wall film discharge are not fixed values but depend on different operating variables of the internal combustion engine 10 from.
  • the dependence is realized in the form of characteristic curves and characteristic diagrams in a control and regulating device 50 which controls or regulates the operation of the internal combustion engine 10. This is in the tax and
  • Control device 50 stored on a memory, a computer program, by which the method shown in Figure 2 is executed.
  • the operating quantities that may affect the factors fwfe and fwfa include the pressure in the draft tube 16, the temperature of the fuel in the wall film 32, the temperature of the air flowing in the intake manifold 16, the temperature of the fuel 22 injected from the injector 20, the grade of the fuel 22, the speed of the air flowing in the intake pipe 16, which in turn depends mainly on the rotational speed of a crankshaft of the internal combustion engine 10, a position of a charge motion flap, not shown in Figure 1, which may be present in the intake pipe 16, the position of an in Figure 1 also not shown camshaft, and / or the temperature of the exhaust gas when it is returned in the context of exhaust gas recirculation into the intake pipe 16.
  • FIG. 1 A variant of a method for operating the internal combustion engine 10 of FIG. 1 is shown in FIG. It is true that those areas which have equivalent functions to areas of Figure 2, the same reference numerals and are not explained again in detail.
  • the two factors fwfel and fwf2 are multiplied together in 52.
  • the compensation of the wall film output rkbrwf reduces the injection quantity rkev by the sum of the individual components rkbrwfl and rkbrwf2 vaporized out of the wall film 32 in FIG. 54.

Abstract

Lors du fonctionnement d'un moteur à combustion interne (10), le carburant d'au moins un injecteur (20) arrive dans un collecteur d'admission (16). Cette invention tient compte de l'influence d'un film de paroi de carburant (32) dans le collecteur d'admission (16) sur la quantité de carburant qui arrive dans la chambre de combustion (12). A cette fin, une première quantité de carburant qui vient de l'injecteur (20) et arrive dans le film de paroi (32) est modélisée.
EP06764061A 2005-07-04 2006-07-04 Procede pour faire fonctionner un moteur a combustion interne Withdrawn EP1904733A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE200510031030 DE102005031030A1 (de) 2005-07-04 2005-07-04 Verfahren zum Betreiben einer Brennkraftmaschine
PCT/EP2006/063865 WO2007003642A1 (fr) 2005-07-04 2006-07-04 Procede pour faire fonctionner un moteur a combustion interne

Publications (1)

Publication Number Publication Date
EP1904733A1 true EP1904733A1 (fr) 2008-04-02

Family

ID=37055941

Family Applications (1)

Application Number Title Priority Date Filing Date
EP06764061A Withdrawn EP1904733A1 (fr) 2005-07-04 2006-07-04 Procede pour faire fonctionner un moteur a combustion interne

Country Status (4)

Country Link
EP (1) EP1904733A1 (fr)
CN (1) CN101253318A (fr)
DE (1) DE102005031030A1 (fr)
WO (1) WO2007003642A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2928417B1 (fr) * 2008-03-06 2010-12-31 Peugeot Citroen Automobiles Sa Procede de determination de la quantite de carburant a injecter au demarrage d'un moteur a injection indirecte
DE102015217730A1 (de) * 2015-09-16 2017-03-16 Robert Bosch Gmbh Verfahren zum Betreiben einer Brennkraftmaschine
DE102017212247A1 (de) * 2017-07-18 2019-01-24 Robert Bosch Gmbh Verfahren und Vorrichtung zum Betreiben eines Verbrennungsmotors mit Saugrohreinspritzung

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3842075A1 (de) * 1988-12-14 1990-06-21 Bosch Gmbh Robert Verfahren zur kraftstoffmengenbestimmung
DE69329668T2 (de) * 1992-07-03 2001-03-15 Honda Motor Co Ltd Brennstoffdosierungsteuersystem und Verfahren zum Schätzen des Zylinderluftstroms in Verbrennungsmotoren
GB9222328D0 (en) * 1992-10-23 1992-12-09 Lucas Ind Plc Method of and apparatus for fuelling an internal combustion engine
US5762054A (en) * 1996-09-13 1998-06-09 Motorola Inc. Ego based adaptive transient fuel compensation for a spark ignited engine

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO2007003642A1 *

Also Published As

Publication number Publication date
CN101253318A (zh) 2008-08-27
DE102005031030A1 (de) 2007-01-18
WO2007003642A1 (fr) 2007-01-11

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