EP2029872B1 - Procédé d'exploitation d'un moteur à combustion - Google Patents

Procédé d'exploitation d'un moteur à combustion Download PDF

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Publication number
EP2029872B1
EP2029872B1 EP07728784A EP07728784A EP2029872B1 EP 2029872 B1 EP2029872 B1 EP 2029872B1 EP 07728784 A EP07728784 A EP 07728784A EP 07728784 A EP07728784 A EP 07728784A EP 2029872 B1 EP2029872 B1 EP 2029872B1
Authority
EP
European Patent Office
Prior art keywords
cylinder
torque
specific
differences
rotational
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.)
Expired - Fee Related
Application number
EP07728784A
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German (de)
English (en)
Other versions
EP2029872A1 (fr
Inventor
Jens Damitz
Horst Wagner
Michael Kessler
Thomas Bossmeyer
Simon Wunderlin
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
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Robert Bosch GmbH
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Publication date
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Publication of EP2029872A1 publication Critical patent/EP2029872A1/fr
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Expired - Fee Related 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
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • 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
    • F02D41/1498—With detection of the mechanical response of the engine measuring engine roughness
    • 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
    • F02D41/0085—Balancing of cylinder outputs, e.g. speed, torque or air-fuel ratio
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D43/00—Conjoint electrical control of two or more functions, e.g. ignition, fuel-air mixture, recirculation, supercharging or exhaust-gas treatment
    • 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
    • F02D2200/1012—Engine speed gradient
    • 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
    • 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
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0047—Controlling exhaust gas recirculation [EGR]
    • F02D41/005—Controlling exhaust gas recirculation [EGR] according to engine operating conditions
    • F02D41/0057—Specific combustion modes
    • 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
    • F02D41/30—Controlling fuel injection
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
    • F02D41/3035—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the premixed charge compression-ignition mode
    • 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
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/401—Controlling injection timing

Definitions

  • the invention relates to a method for operating an internal combustion engine according to the preamble of claim 1.
  • the present invention has the object, a method of the type mentioned in such a way that it allows quiet and consumption and emission-optimal operation of the internal combustion engine in as many operating conditions without great effort.
  • the method according to the invention it is possible by an adaptation of the timing of the fuel injection and / or a fresh air amount and / or an exhaust gas recirculation rate to influence the ignition delay and thus also the combustion position and thus to reduce the said differences and / or variations in the rotational size.
  • This is possible in contrast to the prior art without a pressure measurement in a master cylinder or the complex evaluation of a structure-borne noise signal, whereby the costs are low when using the method according to the invention.
  • the cost of calculating a heating process can be omitted. Instead, the already present rotary variable is evaluated accordingly.
  • the invention is further based on the finding that differences and fluctuations of the combustion position in conventional operation of the internal combustion engine can be neglected.
  • differences in the rotational quantity are caused mainly by differences in injection mass.
  • the quantity compensation control required on the basis of injector tolerances can be carried out, and then, at least indirectly, the combustion position can be optimized in the operating state described above.
  • the correction values previously determined by the quantity compensation control are applied unchanged. In this way, a particularly uniform and emission-optimized and fuel-optimal operation becomes possible.
  • a torque, a torque derived from a cylinder pressure in a guide cylinder, a torque determined from a lambda value and an air charge, or a torque determined from the rotational quantity be used as the reference value for the absolute value.
  • the adaptation of the time of the fuel injection and / or the amount of fresh air and / or the exhaust gas recirculation rate can be effected by the cylinder-specific combustion position or the cylinder-specific torque is tracked to a desired value. This is programmatically easy to implement.
  • the combustion position can be set to a temporal and / or local mean value, for example, by the difference between a cylinder-specific actual rotary variable and averaged over the cylinder actual rotary variable is fed directly to a controller.
  • FIG. 1 An internal combustion engine carries in FIG. 1 overall, the reference numeral 10. In the present case, it comprises a total of four cylinders 12a, 12b, 12c and 12d. These are in turn provided with combustion chambers 14a to d, into which fresh air passes via an inlet valve 16a to d and an intake pipe 18. Fuel is injected into the combustion chambers 14a-d through injectors 20a-d which are connected to a common high-pressure fuel accumulator 22, also referred to as a "rail".
  • a common high-pressure fuel accumulator 22 also referred to as a "rail".
  • Combustion exhaust gases are directed from the combustion chambers 14a-d via exhaust valves 24a-d to an exhaust pipe 26 to an exhaust aftertreatment device 28.
  • a fresh air mass flowing via the intake pipe 18 to the combustion chambers 14a to d is detected by an HFM sensor 34.
  • a combustion chamber pressure sensor 36 is arranged, which detects the pressure in the combustion chamber 14d.
  • the corresponding cylinder 12d is so far a "master cylinder".
  • a lambda sensor 37 is arranged before the exhaust aftertreatment device 28 arranged.
  • the internal combustion engine 10 can be operated with exhaust gas recirculation.
  • an exhaust gas recirculation valve (not shown in the drawing) may be present (external exhaust gas recirculation), or it may be possible to work with internal exhaust gas recirculation through appropriate valve opening times.
  • the operation of the internal combustion engine 10 is controlled and regulated by a control and regulating device 38.
  • This receives signals from, inter alia, the crankshaft sensor 32, the HFM sensor 34 and the combustion chamber pressure sensor 36.
  • FIG. 2 is the time high-resolution signal n (speed or rotational speed) of the crankshaft sensor 32 plotted against the time t. It can be seen that even with “global” constant speed n, the "microscopically", ie temporally high resolution, considered n varies cyclically. This results from the individual burns in the individual cylinders 12, which each lead to a brief rotational acceleration of the crankshaft 30. One recognizes FIG. 2 in that these rotational accelerations and the maximum or minimum rotational speeds from cylinder 12 to cylinder 12, but also from working cycle to working cycle (in FIG. 2 denoted by reference numerals 40a and 40b).
  • the acceleration which is indicated by the dot-dashed slope line 42c in FIG. 2 is indicated for the cylinder 12c is less than the corresponding acceleration 42d for the cylinder 12d.
  • the acceleration 42d in the working cycle 40a for the cylinder 12d is lower than for the same cylinder 12d in the working cycle 40b.
  • the variation of the rotational acceleration from one cylinder 12 to the other cylinder 12 is referred to as “difference”, the variation of Spin of the same cylinder 12 from one working game 40 to another referred to as "fluctuation”.
  • a first operating state comprises a "conventional" operating mode, in which a comparatively low exhaust gas recirculation rate of at most 30% is used.
  • Another operating state includes a "non-conventional" mode of operation in which a comparatively high exhaust gas recirculation rate of usually more than 35% is present.
  • Such a high exhaust gas recirculation rate leads to a so-called “partially homogeneous” operation, in which there is a comparatively strong mixing and homogenization of the cylinder charge, with a comparatively high ignition delay (the ignition delay is the time elapsing from the injection of the fuel until it ignites ).
  • combustion position is understood to be the crank angle at which a certain proportion, usually 50%, of the total heat is converted during fuel combustion.
  • a conventional "leveling control” can be applied.
  • the injected fuel masses for each injector 20a to 20d are adapted so that the most uniform possible speed or torque curve is achieved.
  • corresponding fuel correction amounts are determined and applied for each injector 20a to 20d.
  • This "learning process” is operating point dependent and takes place continuously, so that changes that occur during the lifetime of the Set internal combustion engine 10, can be compensated.
  • changes in the cylinder 12a to d for example in the form of different leakages and friction losses, can also occur.
  • the combustion position in turn, depends mainly on the time (usually expressed by a crank angle) of a fuel injection and the amount of fresh air supplied via the intake pipe 18 and the intake valves 16a to d and the exhaust gas recirculation rate.
  • FIG. 3 A general method for operating the internal combustion engine 10 of FIG. 1 is in FIG. 3 Thereafter, in block 44, the fuel correction amounts are initially adapted in the conventional operating mode in the sense of a quantity compensation control, so that the most uniform possible course of the rotational speed signal is obtained in this operating mode. In 46, these correction values are applied, and in Subsequent block 48 determines the torque contribution for each individual cylinder 12a to d for each working cycle, for example from the detected cylinder-individual and work-game-individual rotational acceleration of the crankshaft 30. In 50 it is queried whether continued to work in the conventional mode or in the non-conventional mode, ie For example, a partially homogeneous combustion process is to be changed.
  • a desired uniformity of the rotational speed signal is brought about individually by adapting the time of the fuel injection, the supplied fresh air quantity or the exhaust gas recirculation rate, ie ultimately by an at least indirect regulation of the combustion position.
  • the corresponding correction values are then applied again in 46, and so on.
  • FIG. 4 A very simple procedure for the combustion position control emerges FIG. 4 : In this method, the combustion position is not determined directly. Instead, a measured cylinder-individual rotational acceleration dn / dt_ist is fed to a mean value generator 54, which forms a temporal and spatial mean value. This is set equal to the desired spin, ie the setpoint dn / dt_soll. In 56, the difference between this setpoint dn / dt_soll and the cylinder-specific actual value dn / dt_ist is formed and supplied to a controller 58.
  • a measured cylinder-individual rotational acceleration dn / dt_ist is fed to a mean value generator 54, which forms a temporal and spatial mean value. This is set equal to the desired spin, ie the setpoint dn / dt_soll.
  • a correction value AB_korr as the manipulated variable, which is added in 62 to an activation start AB_St for the respective injector 20a to d.
  • the actuation start AB_St is determined in 64 on the basis of the current operating point, for example the current rotational speed n and the current torque MD.
  • the method shown basically corresponds to the principle of a "compensation control", because this method ultimately equates the combustion position of all cylinders 12a to d. This is based on the consideration that the deviation of the actual rotational acceleration dn / dt_ist from the target rotational acceleration dn / dt_soll is equal to the deviation of the cylinder-specific combustion positions from an average value.
  • This reference torque may be an applied value for the respective operating point if it can be assumed that the sum of the cylinder-specific deviations from the setpoint torque is equal to zero, ie the actual motor-global actual torque coincides with the setpoint torque.
  • the absolute "global" engine torque may also be calculated, for example, from the combustion chamber pressure sensor 36 by calculating the indicated torque from the measured pressure, or from the crankshaft rotational speed and spin detected by the crankshaft sensor 32, or based on Signals from the lambda sensor 37 and the HFM sensor 34 and recalculation of the fuel mass actually injected from the injectors 20a to d.
  • the signal of the crankshaft sensor 32 that is, for example, the rotational acceleration dn / dt_ist
  • an actual value calculation block 66 which determines an explicit actual combustion position VL_ist using the torque M determined in the manner just described.
  • a target combustion position VL_soll is determined.
  • the difference between the actual combustion position VL_ist and the target combustion position VL_soll is formed and fed to the controller 58, which outputs a correction value AB_korr.
  • a target torque of the entire internal combustion engine 10th specifies the actual torque and supplies the difference to a controller.
  • the controller could, for example, by a change in the amount of fuel, the fresh air mass, the exhaust gas mass, a boost, etc., balance the difference.

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  • 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)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Claims (9)

  1. Procédé d'exploitation d'un moteur à combustion interne (10), dans lequel au moins une grandeur de rotation (n, dn/dt) caractérisant le mouvement de rotation d'un arbre de vilebrequin (30) est détectée individuellement pour chaque cylindre, caractérisé en ce que dans un état de fonctionnement dans lequel les différences et/ou les écarts de grandeur de rotation (n, dn/dt) dépendent pour l'essentiel d'une position de combustion (VL), le moment (AB_St) d'une injection de carburant et/ou une quantité d'air frais et/ou une vitesse de reflux des gaz d'échappement est/sont adaptés (52) individuellement pour chaque cylindre en vue de réduire les différences et/ou les écarts et qu'à une première étape dans un état de fonctionnement en sortie dans lequel les différences ou écarts de grandeur de rotation (n, dn/dt) ne dépendent pour l'essentiel pas de la position de combustion (VL), une quantité de carburant injectée est adaptée (53) individuellement pour chaque cylindre en vue de réduire les différences ou les écarts.
  2. Procédé selon la revendication 1, caractérisé en ce que l'état de fonctionnement comprend un mode de fonctionnement non conventionnel, notamment une mode de fonctionnement avec formation d'un mélange partiellement homogène et/ou un mode de fonctionnement de régénération pour un dispositif de post-traitement des gaz d'échappement (28).
  3. Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce qu'une position de combustion (VL) individuelle de chaque cylindre ou un couple de rotation individuel de chaque cylindre est calculé comme valeur absolue à l'aide de la grandeur de rotation (n, dn/dt) individuelle de chaque cylindre.
  4. Procédé selon la revendication 3, caractérisé en ce que la grandeur de référence de la valeur absolue (n, dn/dt) est un couple de rotation (M), notamment un couple de rotation déduit à partir d'une pression de cylindre régnant dans un maître-cylindre (12d), un couple de rotation calculé à partir d'une valeur lambda et d'un remplissage d'air ou un couple de rotation calculé à partir de la grandeur de rotation (n, dn/dt).
  5. Procédé selon l'une quelconque des revendications 2 à 4, caractérisé en ce que la position de combustion (dn/dt_ist) individuelle de chaque cylindre ou le couple de rotation individuel de chaque cylindre est asservi à une valeur théorique (dn/dt_soll).
  6. Procédé selon l'une quelconque des revendications 2 à 5, caractérisé en ce que la position de combustion (VL) est réglée sur une valeur moyenne dans le temps et/ou l'espace.
  7. Procédé selon la revendication 6, caractérisé en ce que pour régler la position de combustion (VL), la différence entre une grandeur de rotation réelle (dn/dt_ist) individuelle de chaque cylindre et une grandeur de rotation réelle (dn/dt_soll) moyennée pour l'ensemble des cylindres (12) est directement envoyée à un système de régulation (58).
  8. Programme informatique, caractérisé en ce qu'il est programmé pour mettre en oeuvre un procédé selon l'une quelconque des revendications précédentes.
  9. Dispositif de commande et/ou de régulation (38) pour un moteur à combustion interne (10), caractérisé en ce qu'il est programmé pour mettre en oeuvre un procédé selon l'une quelconque des revendications 1 à 7.
EP07728784A 2006-06-08 2007-05-04 Procédé d'exploitation d'un moteur à combustion Expired - Fee Related EP2029872B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102006026640A DE102006026640A1 (de) 2006-06-08 2006-06-08 Verfahren zum Betreiben einer Brennkraftmaschine
PCT/EP2007/054331 WO2007141096A1 (fr) 2006-06-08 2007-05-04 Procédé d'exploitation d'un moteur à combustion

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EP2029872A1 EP2029872A1 (fr) 2009-03-04
EP2029872B1 true EP2029872B1 (fr) 2012-10-31

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US (1) US8141540B2 (fr)
EP (1) EP2029872B1 (fr)
JP (1) JP4971439B2 (fr)
KR (2) KR20110088582A (fr)
CN (1) CN101460727B (fr)
DE (1) DE102006026640A1 (fr)
WO (1) WO2007141096A1 (fr)

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DE102008000552A1 (de) * 2008-03-07 2009-09-10 Robert Bosch Gmbh Verfahren zum Betreiben eines selbstzündenden Verbrennungsmotors und entsprechende Steuervorrichtung

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CN101460727B (zh) 2011-11-16
EP2029872A1 (fr) 2009-03-04
CN101460727A (zh) 2009-06-17
KR20090015109A (ko) 2009-02-11
US20090320787A1 (en) 2009-12-31
DE102006026640A1 (de) 2007-12-13
KR20110088582A (ko) 2011-08-03
JP2009540177A (ja) 2009-11-19
WO2007141096A1 (fr) 2007-12-13
JP4971439B2 (ja) 2012-07-11
KR101070937B1 (ko) 2011-10-06
US8141540B2 (en) 2012-03-27

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