EP1913244A1 - Procede et dispositif pour faire fonctionner un moteur a combustion interne avec mise hors circuit de cylindres - Google Patents

Procede et dispositif pour faire fonctionner un moteur a combustion interne avec mise hors circuit de cylindres

Info

Publication number
EP1913244A1
EP1913244A1 EP06764232A EP06764232A EP1913244A1 EP 1913244 A1 EP1913244 A1 EP 1913244A1 EP 06764232 A EP06764232 A EP 06764232A EP 06764232 A EP06764232 A EP 06764232A EP 1913244 A1 EP1913244 A1 EP 1913244A1
Authority
EP
European Patent Office
Prior art keywords
internal combustion
combustion engine
cylinder
charge
change
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Withdrawn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
EP06764232A
Other languages
German (de)
English (en)
Inventor
Dirk Hartmann
Werner Mezger
Andreas Roth
Juergen Rappold
Georg Mallebrein
Nikolas Poertner
Henri Barbier
Ingo Fecht
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 EP1913244A1 publication Critical patent/EP1913244A1/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Withdrawn legal-status Critical Current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
    • F02D13/06—Cutting-out cylinders
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D33/00—Controlling delivery of fuel or combustion-air, not otherwise provided for
    • F02D33/02—Controlling delivery of fuel or combustion-air, not otherwise provided for of combustion-air
    • 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
    • F02D41/0002—Controlling intake air
    • F02D41/0005—Controlling intake air during deceleration
    • 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
    • F02D41/008—Controlling each cylinder individually
    • F02D41/0087—Selective cylinder activation, i.e. partial cylinder operation
    • 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
    • F02D41/12—Introducing corrections for particular operating conditions for deceleration
    • 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
    • F02D41/12—Introducing corrections for particular operating conditions for deceleration
    • F02D41/123—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D45/00—Electrical control not provided for in groups F02D41/00 - F02D43/00
    • 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
    • F02D41/0002—Controlling intake air
    • F02D2041/001—Controlling intake air for engines with variable valve actuation
    • F02D2041/0012—Controlling intake air for engines with variable valve actuation with selective deactivation of cylinders
    • 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
    • F02D41/0002—Controlling intake air
    • F02D2041/002—Controlling intake air by simultaneous control of throttle and variable valve actuation
    • 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
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/1433—Introducing closed-loop corrections characterised by the control or regulation method using a model or simulation of the system
    • 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
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • 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
    • 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
    • Y02T10/40—Engine management systems

Definitions

  • the invention is based on a method and a device for operating a combustion engine, in particular in an unfired state, according to the preamble of the independent claims.
  • the charge cycle is suspended in half of the cylinders.
  • the method according to the invention and the device according to the invention for operating an internal combustion engine, in particular in an unfired state, having the features of the independent claims, have the advantage that the position of the actuator in the air supply is changed as the change of charge state of the at least one cylinder changes. In this way, with a suitable change in the position of the actuator, it is possible to change the state of charge change the at least one cylinder with reduced pressure and thus perform more comfortable. A change in the state of charge change of at least one cylinder of the internal combustion engine is thus less noticed in the case of the drive of a vehicle by the internal combustion engine by the driver of the vehicle.
  • the described change in the charge cycle state of at least one cylinder of the internal combustion engine can be easily made more comfortable in the case of suspension of a previously activated charge exchange via the at least one cylinder, if the position of the actuator in the air supply in the sense of reducing the amount of air supplied to the engine is changed ,
  • the change in the charge cycle state of at least one cylinder of the internal combustion engine can be made particularly comfortable in the case of activation of a previously exposed charge exchange via the at least one cylinder by the position of the actuator in the air supply in the sense of increasing the internal combustion engine supplied amount of air is changed.
  • a defined improvement in comfort results when the position of the actuator in the air supply is changed by a predetermined value.
  • a maximum of comfort and a minimum of jolt with change of the charge alternation state of at least one cylinder of the internal combustion engine results when the predetermined value is determined such that after the change of the charge exchange state of the at least one cylinder and the simultaneous change of the position of the actuator, the clutch torque remains constant.
  • the predefined value can be determined simply by application or modeling.
  • the charge cycle is changed in half of the cylinders, in particular in every second cylinder of the firing order. That way A change in the charge cycle state can be implemented particularly simply by switching off or suspending the charge cycle, for example, for a complete cylinder bank of the internal combustion engine, in the event that the internal combustion engine has two such cylinder banks. In general, in the case of an even number of cylinder banks, half of the cylinder banks can be switched off completely with respect to the change of charge of their cylinders.
  • the charge change over the at least one cylinder can be particularly easily exposed by deactivating the valve gear on the intake and / or exhaust side or activated by activating the valve train on the inlet and / or outlet side.
  • FIG. 1 shows a block diagram of an internal combustion engine with two cylinder banks
  • FIG. 2 shows a functional diagram for changing the state of charge change of at least one cylinder of the internal combustion engine as a function of a request
  • FIG. 3 shows a functional diagram for explaining the method according to the invention and the device according to the invention for changing the position of an actuator in an air supply of the internal combustion engine as a function of the change in the state of charge of the at least one cylinder and
  • FIGS. 4a) to 4i) show the time profile of various operating variables of the internal combustion engine before and after a change in the state of charge change of at least one cylinder of the internal combustion engine. - A -
  • 1 denotes an internal combustion engine which, for example, drives a vehicle.
  • the internal combustion engine 1 can be designed, for example, as a gasoline engine or as a diesel engine.
  • the internal combustion engine 1 comprises an even number in this example
  • the invention can also be implemented with an odd number of cylinder banks, for example, only with a single one.
  • Each cylinder bank in the present example comprises the same number of cylinders.
  • the internal combustion engine 1 comprises a first cylinder bank 55 having a first cylinder 11, a second cylinder 12, a third cylinder 13 and a fourth cylinder 14.
  • the internal combustion engine 1 according to FIG. 1 comprises a second cylinder bank 60 with a fifth cylinder 15, a sixth cylinder 16, a seventh cylinder 17 and an eighth cylinder 18.
  • the cylinders 11, ..., 18 of the two cylinder banks 55, 60 are supplied with fresh air via an air supply 10.
  • In the air supply 10 is a
  • the actuator 5 is designed as a throttle valve.
  • the flow direction of the air in the air supply 10 is indicated by arrows in FIG.
  • the position of the throttle flap or the opening angle is determined by a controller 25 in the art, for example, depending on the operation of an accelerator pedal, not shown in Figure 1 or depending on the requirement of another vehicle system, not shown in Figure 1, such as an anti-lock braking system. a traction control, a vehicle dynamics control, a cruise control or the like driven.
  • the exhaust gas formed during the combustion of the air / fuel mixture in the combustion chambers of the cylinders 11,..., 18 is expelled via the exhaust valves of the cylinders 11,..., 18 into an exhaust line 65.
  • the flow direction of the exhaust gas in the exhaust line 65 is also marked in FIG. 1 by arrows.
  • an optional one is also marked in FIG. 1 by arrows.
  • Exhaust aftertreatment device 45 arranged, for example in the form of a catalyst in order to avoid the emission of undesirable pollutants by conversion as possible.
  • the functional diagram 70 can be implemented in the engine control 25, for example software and / or hardware.
  • the functional diagram 70 includes a receiving unit 40 for receiving a request from a request generating unit 80 located outside of the functional chart 70.
  • a request may be, for example, a request for changing the temperature gradient of the exhaust gas after-treatment apparatus 45.
  • Such a request can be generated by the engine controller 25.
  • the engine controller 25 compares, for example, an actual temperature of the catalytic converter 45 with a setpoint temperature of the catalytic converter 45 and derives from this deviation a request for changing the temporal temperature gradient of the catalytic converter 45.
  • the engine control unit 25 may request a reduction in the temperature gradient of the catalyst 45.
  • the requirement for the change of the temperature gradient is predetermined by the request generating unit 80, which may also be implemented in the motor controller 25 software and / or hardware.
  • a request is a deceleration request for decelerating the vehicle driven by the internal combustion engine 1.
  • Such a deceleration request is received by the controller 25, for example, due to an actuation of a brake pedal by the driver or as a deceleration request of a vehicle system, such as an antilock brake system, for example. a traction control, a vehicle dynamics control, etc.
  • the request generating unit 80 represents the corresponding vehicle system or the brake pedal module.
  • the receiving unit 40 receives from the request generating unit 80 the described request and forwards it to a converting unit 85 in the functional diagram.
  • the conversion unit 85 converts the received request into a request for the change of charge state of the cylinders 11, 12,..., 18 and forwards this request to means 30 for changing the state of charge of the cylinders 11, 12,..., 18.
  • the means 30 comprise an actuator which adjust the valve train of the intake and / or exhaust valves of each cylinder 11, 12,..., 18 according to the request supplied by the transfer unit 85.
  • the inlet and / or outlet valves of each cylinder 11, 12, ..., 18 individually adjusted by the means 30, d. H. be opened or closed.
  • Each cylinder 11,..., 18 comprises one or more inlet valves and one or more outlet valves.
  • FIG. 2 shows eight outputs of the means 30. A change in the state of charge change of at least one of the cylinders 11,..., 18 thus results in that the charge exchange is suspended via the at least one cylinder 11, ..., 18 from an activated state by permanently closing all of its intake valves and / or all of its exhaust valves.
  • the charge exchange state of the at least one cylinder 11,..., 18 can be changed by reactivating the charge exchange via the at least one cylinder 11,..., 18, starting from the suspended state, by changing the intake and / or or exhaust valves of the at least one cylinder 11, ..., 18 are alternately opened and closed alternately depending on the cylinder cycle to carry out the charge exchange in a conventional manner.
  • two operating states of the internal combustion engine 1 are distinguished with regard to the charge-changing state of the cylinders 11,.
  • the charge cycle is suspended over half of the cylinders 11,..., 18 by permanently closing their intake and / or exhaust valves.
  • either the charge cycle across all cylinders one of the two Cylinder banks 55, 60a are exposed, whereas the charge cycle over all cylinders of the other two cylinder banks 55, 60 is activated.
  • half of the cylinders of the first cylinder bank 55 and half of the cylinders of the second cylinder bank 60, or generally half of the cylinders, independently of which they are on the soft cylinder bank, may be deactivated with respect to the gas exchange, whereas the gas exchange over the remaining cylinders is activated .
  • the change in the charge-changing state of the cylinders 11,..., 18 now takes place simply by switching between the first operating state and the second operating state.
  • the first operating state is also referred to as a half-engine operation and the second operating state as a full engine operation.
  • This switching between the two operating states can take place both in the fired and in the non-fired operation of the internal combustion engine 1.
  • In the unfired operation is the Fuel injection via the injection valve 50 permanently hidden in contrast to the fired operation, during which fuel is injected regularly.
  • the fired operation of the internal combustion engine 1 for example, characterizes a train operation and the unfired operation, for example, in a coasting operation of the internal combustion engine 1 before.
  • the unfired overrun operation of the internal combustion engine 1 is also called
  • the change of the charge exchange state of the at least one cylinder 11, ..., 18 is represented by the switching between the first operating state and the second operating state.
  • This measure has the purpose of avoiding as far as possible jerking the internal combustion engine 1 or the vehicle driven by it when switching between the first operating state and the second operating state and thus making the operation of the internal combustion engine more comfortable.
  • it is provided, with the suspension of a previously activated charge exchange via at least one cylinder 11, ..., 18 to change the position of the throttle valve 5 in the sense of reducing the amount of air supplied to the internal combustion engine 1. This means that when switching from the second operating state to the first operating state, the throttle valve is actuated in the closing direction.
  • the position of the throttle valve 5 is changed in the sense of an increase in the amount of air supplied to the internal combustion engine 1. This means that when switching from the first operating state to the second operating state, the throttle valve 5 is actuated in the opening direction.
  • the predetermined value is determined such that after the change in the state of charge change of the at least one cylinder 11, 12,..., 18 and the changing of the position of the throttle valve 5 at the same time to change the state of charge change, the clutch torque of the internal combustion engine 1 compared to the change of the charge change state of the at least one cylinder 11, ..., 18 remains constant. In this way, namely the
  • the predetermined value for changing the position of the throttle valve 5 can be determined by application, for example, on a test bench depending on the current operating state of the internal combustion engine 1, in particular depending on the engine speed and the engine load of the internal combustion engine 1.
  • the predetermined value can alternatively be determined by modeling. An example of such a modeling of the predetermined value for the change in the position of the throttle valve 5 is explained with reference to the functional diagram 75 in FIG.
  • a loss torque is formed due to the engine friction and the charge cycle losses.
  • the loss torque therefore corresponds to the sum of the friction torque and the charge cycle torque loss.
  • the current charge cycle torque loss value is determined in a manner known to those skilled in the art. in the
  • the target must correspond to the current charge cycle torque loss value in the first operating state to that in the second operating state. Since the charge cycle loss torque in the first operating state is only half as high as in the second operating state, the current charge cycle torque loss value in a multiplier element 95 must be multiplied by a factor of two. From the product formed in this way, in a subtraction element 105 of the function diagram 75, the charge cycle loss torque value is subtracted, which results for the cylinders in which the charge change is suspended. This value is determined in a second torque detection unit 92 and is zero in the first operating state of the internal combustion engine 1, because in the cylinders in which the charge change is exposed, no
  • the difference at the output of the subtraction element 105 thus corresponds to the charge cycle torque loss value of those cylinders whose charge change is activated.
  • This charge cycle torque value of the cylinders with activated is due to an inverse integral function * dV of the pV-
  • the intake pipe pressure p s associated with the charge cycle torque loss value of the cylinder with activated charge change is then obtained.
  • the ambient pressure p u can be determined, for example, by means of a pressure sensor, not shown in FIG. 1, in a manner known to those skilled in the art.
  • the inverse integral function it is also possible to use a characteristic diagram or a characteristic curve which has been applied for example on a test stand.
  • the inverse integral function is identified by the reference numeral 110 in FIG.
  • the intake manifold pressure p s at the output of the inverse integral function 110 is supplied to a characteristic curve 115, which converts the intake manifold pressure p s into the assigned value for the cylinder charge rl.
  • a multiplication element may be used which multiplies the intake manifold pressure p s by a conversion factor fupsrl in order to obtain the value for the inflation rate.
  • the conversion factor or the characteristic curve 115 can also be applied, for example, on a test bench as a function of the operating state of the internal combustion engine 1, that is to say in particular of engine speed and engine load.
  • the charge rl determined from the characteristic curve 115 or by means of the conversion is fed to an actuation unit 35 of the function diagram 75 which determines the opening angle of the throttle valve 5 associated with the charge rl.
  • the actuating unit 35 then causes an adjustment of the opening angle of the throttle valve 5 to the determined opening angle and thus a change in the opening angle of the throttle valve 5 by an opening angle determined by the operating unit 35 and the opening present before the switching between the first and the second operating state. given angle.
  • the actuating unit 35 causes an actuation of the throttle valve 5 in the closing direction to the determined opening angle when a switchover from the second operating state was detected in the first operating state.
  • the actuating unit 35 causes an actuation of the throttle valve 5 in the opening direction to the determined opening angle.
  • the detection of the actuating unit 35, whether switched from the first operating state to the second operating state or from the second operating state to the first operating state is effected by supplying a corresponding signal B hmb, which is shown in Figure 4h).
  • This signal is set in the first operating state and reset in the second operating state and is generated and delivered by the means 30 as required to the charge cycle state of the cylinders. This signal is then supplied to the actuator 35.
  • the charge cycle torque loss value at the output of the first torque detection unit 90 is labeled MdLW.
  • the output of the second torque detection unit 92 as the charge loss torque value of the cylinder not activated with respect to the charge exchange with MdLWHMB, the output of the subtractor 105 as Ladungs facial supplementmomentenwert the cylinder with respect to the charge exchange activated with MdLWVMB, the output of the inverse integral function 110 as intake manifold pressure p s , the output of the characteristic 115th as a filling with rl and the value at the output of the actuator 35 with wdk.
  • the charge cycle torque value MdLWHMB determined by the second torque determination unit 92 is equal to zero and thus MdLWVMB is equal to 2 * MdLW.
  • the charge cycle torque loss value MdLWHMB determined by the second torque determination unit 92 is the charge cycle torque loss value of those cylinders which have previously been switched off with respect to the charge cycle and are now activated.
  • a signal B SU is constantly set over the considered time period and thus indicates that overrun fuel cutoff has occurred. If signal B SU is reset, there is no fuel cut-off.
  • the signal B SU is generated by the engine controller 25.
  • FIG. 4h) shows the course of the signal B hmb which is generated by the means 30 as described. This signal B hmb is reset until a first time ti and is set at the time ti, in order subsequently to be in the set state remain. This means that the internal combustion engine 1 is in the second operating state until the first time ti and then in the first operating state. So at the first time ti is switched from full engine operation in the half-engine operation. According to FIG.
  • the degree of opening of the throttle flap 5 is the value wdkl up to the first time point ti. Without the described function of the second function diagram 75, the degree of opening of the throttle flap 5 would continue to remain constant after the first time t.sub.i, provided that there are constant boundary conditions, in particular in the form of a constant driver request or constant requests from other vehicle systems, such as For example, anti-lock system, traction control, vehicle dynamics control, cruise control or the like. Due to the deactivated after the first time ti cylinder in semi-motor operation and the lack of charge change there, the outflow in the intake manifold, which characterizes the part of the air supply downstream of the throttle valve 5, in the sense of reducing this outflow. Thus, the intake manifold pressure p s rises asymptotically from the first time ti starting from a first value p s i to a second value
  • the total charge cycle loss MdLWg is always the average of the charge cycle torque loss of the two cylinder banks 55, 60.
  • the charge cycle loss torque MdLWHMB the first time ti with regard to the change of charge deactivated cylinder bank to the value zero. Due to the increasing intake pipe pressure p s from the first time ti on, the charge cycle loss torque MdLWVMB of the cylinder bank, whose cylinders are still activated with respect to the charge exchange even after the first time ti, falls asymptotically down to a value Md3.
  • loss torque MdLWg as the mean value between the charge cycle loss moments MdLWHMB, MdLWVMB of the two cylinder banks as shown in FIG. 4b).
  • the charge rl according to FIG. 4d) also rises asymptotically from a first time ti starting from a first value r11 to a second value rl2.
  • the air mass flow msdk via the throttle valve 5 remains constant over the entire time considered, provided that the internal combustion engine 1 is operated in the supercritical operating range in which the air in the air supply 10 moves at the speed of sound.
  • the frictional torque MdR according to FIG. 4f) is also assumed to be constant over the entire time duration.
  • the clutch torque MdK as the difference between the internal torque Mi and the total torque loss Mv of the internal combustion engine 1 jumps from a value Md6 to a value Md7> Md6 at the first time ti and increases from the value Md7 for times t> ti to a value Md4 according to the dashed line Line in Figure 4g).
  • the loss torque Mv of the internal combustion engine 1 is equal to the sum of the friction torque MdR and the total charge cycle loss torque MdLWg.
  • the profile of the clutch torque MdK is inverse to the course of the total charge-exchange torque MdLWg.
  • the charge cycle torque MdLWVMB is detected in the described manner, in particular beginning with the first time ti, and from this with the aid of the pV diagram the associated intake manifold pressure p s and therefrom the associated charge rl and therefrom the required position of the throttle valve 5 for compensation of said changes in the filling rl, the intake manifold pressure p s and the charge exchange torque MdLWVMB determined.
  • This position of the throttle valve 5 is set at the first time ti by the actuating means 35, which manifests itself in a change from the opening degree wdkl to the opening degree wdk2 ⁇ wdkl at the first time ti in accordance with the solid curve of the opening degree wdk according to FIG. 4a).
  • the Saugrohr- pressure increase from the first time ti is approximately completely compensated by the inventive measure described. Consequently, the intake manifold pressure p s remains approximately constant as described. If the intake manifold pressure p s remains approximately constant, then the pressure ratio intake manifold pressure p s to the ambient pressure p u will remain constant. As described, this leads to the fact that the entire charge cycle loss torque MdLWg asymptotically returns to the original value MdI after the jump at time ti, as a result of which the clutch torque MdK returns asymptotically to the original value Md6 after the jump at the first time ti.
  • the suspension of the charge exchange via the at least one cylinder 11, 12, ..., 18 takes place by permanently closing its intake and / or exhaust valves or in other words by deactivating its valve drive on the intake and / or exhaust side.
  • the activation of the charge exchange via the at least one cylinder 11, 12, ..., 18 takes place by operating the intake and / or exhaust valves of this at least one cylinder 11, 12, ..., 18 in a conventional manner and described above, with In other words, as activation of the valve train of this at least one cylinder on the inlet and / or outlet side is called.
  • Operation of the internal combustion engine 1 makes it possible, in particular in an unfired state of the internal combustion engine 1, to carry out largely smooth switching between two operating states of the internal combustion engine 1, which differ with regard to the number of cylinders that are activated with regard to the charge exchange.

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  • 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)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)

Abstract

L'invention concerne un procédé et un dispositif pour faire fonctionner un moteur à combustion interne (1), en particulier à l'état non allumé, permettant une commutation largement sans à-coups entre deux états de fonctionnement du moteur à combustion interne (1), états dans lesquels le nombre de cylindres (11, 12, ..., 18) activés en fonction de l'alternance de charge est différent. L'air est amené au moteur à combustion interne par l'intermédiaire d'un actionneur (5) dans un conduit d'amenée d'air (10) et la position de cet actionneur (5) influe sur la quantité d'air amenée au moteur à combustion interne (1). Un état d'alternance de charge d'au moins un cylindre (11, 12, ..., 18) du moteur à combustion interne (1) est modifié. La modification de cet état d'alternance de charge dudit au moins un cylindre (11, 12, ..., 18) entraîne un changement de position de l'actionneur (5) dans le conduit d'amenée d'air (10).
EP06764232A 2005-08-03 2006-07-20 Procede et dispositif pour faire fonctionner un moteur a combustion interne avec mise hors circuit de cylindres Withdrawn EP1913244A1 (fr)

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DE102005036440A DE102005036440A1 (de) 2005-08-03 2005-08-03 Verfahren und Vorrichtung zum Betreiben einer Brennkraftmaschine
PCT/EP2006/064433 WO2007014860A1 (fr) 2005-08-03 2006-07-20 Procede et dispositif pour faire fonctionner un moteur a combustion interne avec mise hors circuit de cylindres

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EP1913244A1 true EP1913244A1 (fr) 2008-04-23

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US (1) US20100198482A1 (fr)
EP (1) EP1913244A1 (fr)
JP (1) JP2009503355A (fr)
KR (1) KR20080034138A (fr)
DE (1) DE102005036440A1 (fr)
WO (1) WO2007014860A1 (fr)

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JP5885401B2 (ja) 2010-07-07 2016-03-15 キヤノン株式会社 固体撮像装置および撮像システム
JP5643555B2 (ja) 2010-07-07 2014-12-17 キヤノン株式会社 固体撮像装置及び撮像システム
JP5751766B2 (ja) 2010-07-07 2015-07-22 キヤノン株式会社 固体撮像装置および撮像システム
JP5645513B2 (ja) 2010-07-07 2014-12-24 キヤノン株式会社 固体撮像装置及び撮像システム
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KR20080034138A (ko) 2008-04-18
JP2009503355A (ja) 2009-01-29
US20100198482A1 (en) 2010-08-05
WO2007014860A1 (fr) 2007-02-08
DE102005036440A1 (de) 2007-02-08

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