EP2108802B1 - Verfahren zur Bestimmung der Kraftstoffmenge, die beim Anlassen eines indirekten Einspritzmotors eingespritzt werden soll - Google Patents

Verfahren zur Bestimmung der Kraftstoffmenge, die beim Anlassen eines indirekten Einspritzmotors eingespritzt werden soll Download PDF

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Publication number
EP2108802B1
EP2108802B1 EP20090153430 EP09153430A EP2108802B1 EP 2108802 B1 EP2108802 B1 EP 2108802B1 EP 20090153430 EP20090153430 EP 20090153430 EP 09153430 A EP09153430 A EP 09153430A EP 2108802 B1 EP2108802 B1 EP 2108802B1
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Prior art keywords
fuel
engine
chemical composition
injected
phase
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Expired - Fee Related
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EP20090153430
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English (en)
French (fr)
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EP2108802A1 (de
Inventor
Jean-Florent Genies
Sabine Guichaoua
Philippe Versaevel
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PSA Automobiles SA
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Peugeot Citroen Automobiles SA
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    • 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 present invention relates to a method for determining the amount of fuel to be injected at the start of an indirect injection engine.
  • the amount of fuel injected is greater than the amount just needed which should ideally be injected.
  • probes located in the vehicle's exhaust line can detect that too much fuel is injected into the vehicle. engine. This defect is corrected by progressively decreasing the quantity of fuel injected until the detection of the fault by the probes disappears.
  • This technique implies an over-consumption of fuel at start-up compared to an optimized situation. This over-consumption generates an emission of a larger quantity of pollutants compared to the optimal situation.
  • the subject of the present invention is therefore a method for determining the quantity of fuel to be injected at the start of an indirect injection engine, a mixture of an air and fuel gas phase and a liquid fuel phase. being injected into the engine, the method comprising calculating the chemical composition of the gas phase and the liquid phase at the interface between the gas phase and the liquid phase, using a model and, with the aid of the chemical composition of the gas phase, the calculation of the transport rate of the gas phase, using a model.
  • the model for calculating the chemical composition of the gas phase and the liquid phase takes into account the chemical composition of the fuel previously determined.
  • the number of fuel species for determining the chemical composition of the fuel is reduced, preferably to fifteen.
  • the chemical composition of the fuel is preferably determined by a laboratory analysis member or by an on-board analysis unit on board a vehicle, preferably an on-board sensor type of on-board sensor using near-field spectroscopy. infrared.
  • the model for calculating the chemical composition of the gas phase and the liquid phase is based on the ideal gas hypothesis and Raoult's law.
  • the model for calculating the chemical composition of the gas phase and of the liquid phase takes into account the fugacity coefficient of each of the fuel species, the fugacity coefficient being calculated or obtained in tables.
  • the method further comprises calculating the richness of the mixture obtained by the ratio between the value of the integral of the transport rate of the gas phase and the value of the volume of air injected.
  • the transport rate calculation model takes into account the mass of fuel to be injected, the method further comprising determining the amount of fuel to be injected at startup in the engine to achieve a predetermined richness of the mixture by use of tables or by iteration of the mass of fuel to be injected.
  • the method according to the invention is more particularly used in a control member of an engine or in a tool for assisting the development of a motor.
  • a method for determining the amount of fuel to be injected at startup is proposed. This method applies to an indirect injection engine in which a mixture of air and fuel gas phase and a liquid fuel phase is injected into the engine.
  • the method comprises calculating the chemical composition of the gas phase and the liquid phase at the interface between the gas phase and the liquid phase, using a model.
  • the process calculates the transport rate of the gas phase, using a model.
  • the method thus makes it possible, from the detailed chemical composition of a fuel, to determine the chemical composition of the gas phase that is injected into the combustion chamber of the indirect injection controlled ignition engine. As a result, the amount of fuel required to start an indirect injection controlled ignition engine can be determined.
  • the quantity of fuel injected at startup can therefore be optimized.
  • the process makes it possible to reduce the polluting emissions of the car, which reduces the precious metal charge of the catalytic post-treatment. The cost of manufacturing the car is reduced.
  • the method may comprise a number of steps as shown in figure 1 .
  • the figure 1 is an example of a flowchart of the method for determining the amount of fuel to be injected at startup.
  • the method may comprise a step 2 of determining the detailed chemical composition of the fuel.
  • the detailed chemical composition gives access to the different species of fuel as well as their proportion in the fuel.
  • the detailed chemical composition can come from an analysis carried out for example at the level of the vehicle fuel tank by one or any combination of the following techniques: gas chromatography, mass spectrometry, nuclear magnetic resonance (NMR), ultraviolet spectroscopy or infrared spectroscopy.
  • the fuel analysis can be performed by a laboratory analysis unit. Chromatography and mass spectrometry can be used in the laboratory. Such instruments make it possible to obtain a very precise chemical composition of the fuel for the development of the engines.
  • the chemical composition of the fuel can also be determined by an onboard analysis unit on board a vehicle. This makes it possible to obtain the composition of the gasoline in the vehicle.
  • an opto-electronic sensor that exploits near-infrared spectroscopy (“near infrared spectroscopy” or “NIR spectroscopy”) can be used. Such a sensor has the advantage of being compact.
  • the detailed chemical composition of the fuel may involve a calculation time too important to perform the calculation of the composition in the gas phase. In order to reduce the calculation time, it may thus be advantageous to proceed to a step 4 of using a reduced number of fuel species found in step 2.
  • a chemical composition reduced to 15 species can be used: 12 hydrocarbons and 3 oxygenated compounds.
  • the following table gives the 15 species classified by increasing boiling temperature (T ° eb): Chemical species T ° eb (K) n -Butane 273 isopentane 301 n -Pentane 310 methylbutene 312 MTBE (Methyltertiobutyl ether) 328 2-methylpentane 334 hexene 337 ETBE (Ethyltertiobutyl ether) 346 Ethanol 351 cyclohexane 354 n- Heptane 372 2,2,4-Trimethylpentane 372 Toluene 384 m -Xylene 412 1,2,4-trimethylbenzene 443
  • composition of the air can also be simplified and be reduced to two species: di-oxygen (02), di-nitrogen (N2).
  • Step 6 is a step in which the chemical composition of the gaseous phase of the fuel is calculated at any time.
  • the calculation is done using a model.
  • the model is a thermodynamic model and more precisely a model of chemical thermodynamic equilibrium.
  • the thermodynamic model makes it possible both to determine the compositions of the liquid phase and of the gaseous phase of the fuel at thermodynamic equilibrium.
  • thermodynamic model is based on the use of a thermodynamic equilibrium condition and uses thermodynamic data (temperature, pressure, etc.) as well as the chemical composition of the mixture between air and fuel produced in the duct. engine intake.
  • thermodynamics two phases (for example liquid, gas or solid) are in equilibrium when the free enthalpy noted G of the system composed of the two phases reaches its minimum, or when the differential of the free enthalpy noted dG is zero.
  • equation E 2 can be considered as fulfilled in the case of the fuel contained in the fuel tank of the vehicle.
  • thermodynamic equilibrium condition of the thermodynamic model becomes: ⁇ [ ⁇ i , gas ⁇ ⁇ i , liq [ dn i , gas ⁇ 0
  • thermodynamic model can result in the equality of the chemical potentials of each species i in each of the liquid or gaseous phases.
  • thermodynamic equilibrium condition of the thermodynamic model results in the equality of the fugacities of each species i in each of the phases.
  • f i , x ⁇ i , x . P . X i , x with ⁇ i, x the fugacity coefficient of species i in phase x (gaseous gas, liq for liquid), X i the molar fraction of species i in phase x (gas for gaseous, liq for liquid ) and P the pressure in the engine intake duct.
  • the resolution of the equation E 7 for all the species under consideration makes it possible to obtain the chemical composition of the gaseous and liquid phases at the interface between the gas phase and the liquid phase.
  • the resolution of equation E 7 can be done in several different ways.
  • a first method consists of calculating the fugacity coefficient of each fuel species.
  • the fugacity coefficients are deduced from the system equation of the system considered by derivation with respect to the number of moles.
  • a state equation is an algebraic relation between the pressure P, the temperature T and the volume V.
  • Cubic equations of state are among the few types of state equations that exist. Strongly used in industry, the cubic equations are quite simple and can be expressed in the form of third-degree polynomials in Z. The cubic equations have the advantage of making volumetric resolution optional, which is an iterative method requiring a certain amount of time. not negligible calculation.
  • the two most used equations in engineering are the equation of Peng and Robinson (noted equation PR in the following) and the equation of Soave, Redlich and Kwong (denoted equation SRK in the following).
  • the calculation of the parameters a and b involves knowing additional physical properties of the hydrocarbon species and in particular their critical temperature noted T c , their critical pressure noted P c and the acentric factor of the pure body noted ⁇ .
  • the method by calculating the fugacity coefficients of each species of the fuel is relatively precise since this method makes it possible to take into account the gas dissolution phenomenon in the liquid phase.
  • the calculation of the fugacity coefficients requires a lot of computation time and the knowledge of many different coefficients for each species.
  • the calculation of the fugacity coefficient implies the knowledge of the critical temperature, the critical pressure and if possible the binary interaction coefficient with each of the other gaseous species.
  • Another example of a simpler method to implement than the method of calculating the coefficients of fugacity is a method where two hypotheses are previously performed.
  • the two hypotheses are the perfect gas hypothesis and the ideal mixing hypothesis in the liquid phase.
  • the coefficients A i , B i and C i are specific for the hydrocarbon i considered and are obtained by correlations.
  • the method is valid for hydrocarbon mixtures. This method based on the ideal gas hypothesis and Raoult's law is simpler than the method of calculating the fugacity coefficients. As a result, the method is particularly suitable for use in onboard car computers.
  • a mixture comprising polar species such as alcohols is an example of a mixture to which the method based on the ideal gas assumption and Raoult's law can not be applied.
  • step 6 makes it possible to obtain the chemical composition of the liquid phase at the interface of the gas phase and the liquid phase at step 8 as well as the chemical composition of the gas phase at the interface of the gas phase and the liquid phase at step 10.
  • the information of the chemical composition is not a physicochemical parameter that is too reducing like the vapor pressure.
  • the knowledge of the chemical composition in the two phases makes it possible to know the essential characteristics of the system.
  • the following table presents the chemical compositions of the gaseous and liquid phases obtained in steps 8 and 10 of the process for a commercial gasoline.
  • Current European lead 95 at a pressure of 1 atm and a temperature of 20 ° C.
  • the calculation of step 6 is performed by the method of calculating the fugacity coefficients.
  • the table shows that some species have started to evaporate, such as n-Butane or n-Pentane, while other species such as m-Xylene or 1,2,4-Trimethylbenzene have a molar fraction in phase. gaseous zero or almost zero.
  • the chemical composition of the gaseous and liquid phases at the interface between the gas phase and the liquid phase corresponds to the chemical composition at the intake duct of the engine. However, it is not the chemical composition of the mixture between the fuel and the air that is burned at the level of the candle of the combustion chamber. Indeed, the passage of the gaseous phase of the interface between the gas phase and the liquid phase towards the core of the intake duct and towards the heart of the combustion chamber modifies the chemical composition of the mixture because the species do not have the same speed of movement in the gas phase. As a result, the amount of species present at the interface between the gas phase and the liquid phase is not the same in the combustion chamber.
  • the method further comprises a step 12 wherein the gas phase transport is studied.
  • This analysis consists of calculating the transport rate of the gas phase using the chemical composition of the gas phase at the interface between the gas phase and the liquid phase.
  • the calculation is done using a model.
  • the model is a transport model that is valid for engines with indirect injection ie engines where the fuel / air mixture is made before admission into the combustion chamber. This means that the fuel / air mixture is produced before an intake valve of one of the engine cylinders.
  • the transport model is based on several hypotheses successively presented in the following paragraphs.
  • the temperature of the liquid film is assumed to be the temperature of the intake duct during the first cycle of the engine.
  • the transport model then models the transport of species i in the gaseous phase by a relation derived from the theory of fluid mechanics.
  • the parameter m Evaporation , i • is the time derivative of the mass of species i and represents the transport rate of species i in the gas phase, from the interface between the gas phase and the liquid phase to the core of the gas mixture.
  • the coefficient ⁇ is a coefficient to adjust to calibrate the model on the engine considered.
  • the constant Re is the Reynolds number.
  • the constant Re is calculated with the average speed in the intake duct.
  • D FA is the binary diffusion coefficient between fuel and air. It is possible to consider an overall coefficient D FA for the fuel or a coefficient D FA, i by species.
  • Y i, GAZ is the mass fraction of species i in the gas phase at the interface between the gas phase and the liquid phase.
  • the mass fraction of species i is linked to the molar fraction calculated previously by applying the thermodynamic model of step 6.
  • step 12 makes it possible to determine, from the mass of fuel injected, the transport rate m Evaporation , i • each species i in the gaseous phase, from the interface between the gas phase and the liquid phase to the core of the gas mixture.
  • An additional step 14 of the method may further allow to deduce the richness of the air / fuel mixture obtained using a calculation.
  • the richness of the fuel mixture in the cylinder is obtained by the ratio between the value of the integral of the sum of the transport rates in the gas phase.
  • the wealth obtained in step 14 corresponds to the wealth at the ignition point.
  • the method thus makes it possible to determine the richness at the ignition point from given pressure conditions, given temperature and a given injected fuel mass.
  • the method may further comprise a step 16 of determining the amount of fuel to be injected.
  • the wealth obtained in step 14 is compared with a predetermined value of wealth to be achieved.
  • the value of the wealth to achieve to ensure a good start of the vehicle depends in particular on the engine and the power of the candle.
  • the literature usually agrees around a richness of 0.75 to 0.8 to allow the first combustion.
  • the quantity of fuel to be injected at startup can be obtained by successive iteration on the mass of fuel to be injected.
  • An initial injection mass is arbitrarily chosen. If this initial mass leads to a greater wealth than the predetermined value of wealth to be achieved, it means that the mass to be injected is too great.
  • the calculation of step 12 is repeated with a smaller injection mass. On the contrary, if this initial mass corresponds to a lower value than the predetermined value of the wealth to be achieved, the calculation of step 12 is repeated with the increased injection mass. The process is reiterated until a satisfactory wealth is obtained.
  • the amount of fuel to be injected can also be obtained by using tables giving the amount of liquid fuel to be used at startup.
  • a convenient way to implement this method computerically may be to use a database in an on-board computer of the vehicle.
  • step 18 of the process The minimum amount of fuel to be injected is thus known in step 18 of the process. This reduces pollutant emissions, including CO 2 emissions. As a result, the precious metal load of the catalyst placed in post-treatment of the exhaust line can be decreased. The cost of catalytic post-treatment is therefore reduced. The cost of manufacturing the car is thus reduced.
  • start-up / start-up service The quality and robustness of the start-up / start-up service is also improved. In addition, this service no longer depends on fuel, whether from one country to another or from one season to another.
  • the method can be used in an engine control member.
  • the information "detailed composition of the fuel” is obtained by an on-board sensor, for example a sensor using near-infrared spectroscopy, immersed in the fuel tank of the vehicle.
  • the output data of the modeling tool (quantity of liquid fuel to be injected at startup) is an input data of the control laws of the engine control.
  • the method can also be used in a tool for assisting the development of an engine, especially in a laboratory.
  • the debugging time of the models is thus reduced.
  • the number of tests needed to debug can be decreased.
  • this makes it possible to calibrate the initial mass of fuel used in step 16 of the process.
  • the method for determining the quantity of fuel to be injected at the start of an indirect injection engine according to the invention therefore makes it possible to determine the quantity of fuel necessary for starting an indirect injection controlled ignition engine.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Claims (11)

  1. Verfahren zum Bestimmen der beim Starten eines Motors mit indirekter Einspritzung einzuspritzenden Kraftstoffmenge, wobei ein Gemisch aus einer Luftgas- und Kraftstoffphase und einer Kraftstoffflüssigphase in den Motor eingespritzt wird,
    wobei das Verfahren Folgendes aufweist:
    - die Berechnung der chemischen Zusammensetzung der Gasphase und der Flüssigkeitsphase an der Schnittstelle zwischen der Gasphase und der Flüssigkeitsphase durch den Gebrauch eines Modells,
    - mit Hilfe der chemischen Zusammensetzung der Gasphase die Berechnung der Transportrate der Gasphase durch Gebrauch eines Modells.
  2. Verfahren nach Anspruch 1, wobei der Motor eine Brennkammer und eine Einlassleitung in den Motor eines Gemischs aufweist, wobei die Flüssigkeitsphase auf den Wänden der Einlassleitung abgelagert wird.
  3. Verfahren nach Anspruch 1 oder 2, bei dem das Rechenmodell der chemischen Zusammensetzung der Gasphase und der Flüssigkeitsphase die chemische Zusammensetzung des zuvor bestimmten Kraftstoffs berücksichtigt.
  4. Verfahren nach Anspruch 3, bei dem die Anzahl von Arten des Kraftstoffs für das Bestimmen der chemischen Zusammensetzung des Kraftstoffs verringert ist, vorzugsweise auf fünfzehn.
  5. Verfahren nach Anspruch 3 oder 4, bei dem die chemische Zusammensetzung des Kraftstoffs durch ein Laboranalyseorgan oder durch ein an Bord des Kraftfahrzeugs mitgeführtes Analyseorgan bestimmt wird.
  6. Verfahren nach Anspruch 5, bei dem das mitgeführte Analyseorgan ein opto-elektronischer Sensor ist, der die Spektroskopie im nahen Infrarotbereich verwendet.
  7. Verfahren nach einem der Ansprüche 1 bis 6, bei dem das Rechenmodell der chemischen Zusammensetzung der Gasphase und der Flüssigkeitsphase auf der Annahme der perfekten Gase und des Gesetzes von Raoult beruht.
  8. Verfahren nach einem der Ansprüche 1 bis 6, bei dem das Rechenmodell der chemischen Zusammensetzung der Gasphase und der Flüssigkeitsphase den Flüchtigkeitskoeffizienten jeder der Arten des Kraftstoffs berücksichtigt, wobei der Flüchtigkeitskoeffizient in Tabellen berechnet oder erzielt wird.
  9. Verfahren nach einem der Ansprüche 1 bis 8, das ferner das Berechnen der Reichhaltigkeit des erzielten Gemischs durch das Verhältnis zwischen dem Wert des Integrals der Transportrate der Gasphase und dem Wert des eingespritzten Luftvolumens erzielt wird.
  10. Verfahren nach Anspruch 9, wobei das Rechenmodell der Transportrate die einzuspritzende Kraftstoffmasse berücksichtigt, wobei das Verfahren ferner das Bestimmen der Kraftstoffmenge, die beim Starten in den Motor einzuspritzen ist, aufweist, um zu einer vorbestimmten Reichhaltigkeit des Gemischs durch Gebrauch von Tabellen oder durch Iteration der einzuspritzenden Kraftstoffmasse zu gelangen.
  11. Einsatz des Verfahrens nach einem der Ansprüche 1 bis 10 in einem Steuerorgan eines Motors oder in einem Werkzeug zur Unterstützung der Optimierung eines Motors.
EP20090153430 2008-03-06 2009-02-23 Verfahren zur Bestimmung der Kraftstoffmenge, die beim Anlassen eines indirekten Einspritzmotors eingespritzt werden soll Expired - Fee Related EP2108802B1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
FR0851477A FR2928417B1 (fr) 2008-03-06 2008-03-06 Procede de determination de la quantite de carburant a injecter au demarrage d'un moteur a injection indirecte

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EP2108802A1 EP2108802A1 (de) 2009-10-14
EP2108802B1 true EP2108802B1 (de) 2011-09-07

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EP20090153430 Expired - Fee Related EP2108802B1 (de) 2008-03-06 2009-02-23 Verfahren zur Bestimmung der Kraftstoffmenge, die beim Anlassen eines indirekten Einspritzmotors eingespritzt werden soll

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JP4581038B2 (ja) * 2001-02-05 2010-11-17 株式会社デンソー 内燃機関の燃料噴射量制御装置
DE102005031030A1 (de) * 2005-07-04 2007-01-18 Robert Bosch Gmbh Verfahren zum Betreiben einer Brennkraftmaschine

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FR2928417A1 (fr) 2009-09-11
FR2928417B1 (fr) 2010-12-31
EP2108802A1 (de) 2009-10-14

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