EP2110535B1 - Verfahren zur Steuerung der Temperatur von Abgas in einem Verbrennungsmotor - Google Patents

Verfahren zur Steuerung der Temperatur von Abgas in einem Verbrennungsmotor Download PDF

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EP2110535B1
EP2110535B1 EP20080425252 EP08425252A EP2110535B1 EP 2110535 B1 EP2110535 B1 EP 2110535B1 EP 20080425252 EP20080425252 EP 20080425252 EP 08425252 A EP08425252 A EP 08425252A EP 2110535 B1 EP2110535 B1 EP 2110535B1
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Prior art keywords
exhaust gas
temperature
combustion engine
internal combustion
exhgas
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French (fr)
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EP2110535A1 (de
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Matteo De Cesare
Gabriele Serra
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Marelli Europe SpA
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Magneti Marelli SpA
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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
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories

Definitions

  • the present invention relates to a method for controlling the temperature of the exhaust gas in an internal combustion engine.
  • the exhaust gas produced during combustion in the cylinders reaches high temperatures which in turn cause significant heating of all the components through which said exhaust gas flows, namely the cylinder head, the exhaust manifold, the exhaust system (ducts, catalysts and mufflers) and, if present, the turbine of the turbocharger.
  • the parts that become the hottest are clearly those which are closest to the cylinders and which are not cooled by the fluid cooling system, namely the exhaust manifold and, if present, the turbocharger turbine.
  • One purpose of the engine control system is to control the maximum temperature of the exhaust gas in order to limit the maximum temperature reached by the components through which the exhaust gas flows, particularly with the engine at full power or almost at full power, i.e. with a high exhaust gas flow rate (and thus with a high heating capacity).
  • the inevitable structural leakages and variations that occur over time which affect all the components of an internal combustion engine can lead to errors, which may even be significant, in the strategy adopted to limit the maximum temperature of the exhaust gas and thus despite the intervention of the strategy to limit the maximum temperature of the exhaust gas the effective temperature of the exhaust gas may exceed the maximum limit defined in the design stage so that the components through which the exhaust gas flows may be exposed to excessive heating which can cause mechanical stress and eventually lead to deformations, cracking and even breakage due to fatigue.
  • over-performance by the fuel injectors i.e. if the fuel injectors supply more than the set amount of fuel
  • the pressure sensor in the intake manifold i.e. if the pressure in the intake manifold is underestimated
  • this value is used as a feedback variable for controlling the turbocharger.
  • EP1329627A2 discloses a method for controlling a component protection function for a catalytic converter of a combustion engine with an engine control unit that has an exhaust gas temperature model for determination of the necessary lambda value; according to the method to determine the component critical threshold, an inverse temperature model is used.
  • the purpose of the present invention is to provide a method for controlling the temperature of the exhaust gas in an internal combustion engine, said method of control overcoming the drawbacks described above and, in particular, being easy and inexpensive to produce.
  • number 1 indicates, as a whole, a turbocharged internal combustion engine provided with a turbocharging system.
  • the internal combustion engine 1 comprises four injectors 2 which supply the fuel directly to four cylinders 3, each of which is connected to an intake manifold 4 by means of at least one respective intake valve (not illustrated) and to an exhaust manifold 5 via at least one respective exhaust valve (not illustrated).
  • the intake manifold 4 receives fresh air (i.e. air from the external environment) through an intake duct 6, which is provided with an air filter 7 and is controlled by a butterfly valve 8.
  • An intercooler 9 is arranged along the intake duct 6 for the purpose of cooling the intake air.
  • An exhaust duct 10 is connected to the exhaust manifold 5 and delivers the exhaust gas produced during combustion to an exhaust system, which discharges the combustion gases into the atmosphere and normally comprises at least one catalyst 11 (which may be provided with a particulate filter) and at least one muffler (not illustrated) arranged downstream of the catalyst 11.
  • the turbocharging system 2 of the internal combustion engine 1 comprises a turbocharger 12 provided with a turbine 13, which is arranged along the exhaust duct 10 so as to turn at high speed under the action of the exhaust gas discharged by the cylinders 3, and a compressor 14, which is arranged along the intake duct 6 and is mechanically connected to the turbine 13 so as to be made to turn by said turbine 13 to increase the pressure of the air in the intake duct 6.
  • a bypass duct 15 is provided along the exhaust duct 10 and is connected in parallel to the turbine 13 so that the ends thereof are connected upstream and downstream of said turbine 13; a wastegate valve 16 is arranged along the bypass duct 15 and is suited to regulate the flow rate of the exhaust gas through the bypass duct 15 and is controlled by a solenoid valve 17.
  • a bypass duct 18 is provided along the intake duct 6 and is connected in parallel to the compressor 14 so that the ends thereof are connected upstream and downstream of said compressor 14; a pop-off valve 19 is arranged along the bypass duct 18 and is suited to regulate the flow rate of the exhaust gas through the bypass duct 18 and is controlled by a solenoid valve 20.
  • the internal combustion engine 1 is controlled by an electronic control unit 21, which manages the operation of all the components of the internal combustion engine 1.
  • the electronic control unit 21 is connected to a sensor 22 which measures the temperature T aircol and the pressure P aircol of the air in the intake manifold 4, to a sensor 23 which measures the speed ⁇ mot of rotation of the internal combustion engine, and to a sensor 24 (typically an oxygen linear sensor of the UEGO type) which measures the air/fuel ratio of the exhaust gas upstream of the catalyst 11.
  • One function of the electronic control unit 21 is to implement a control strategy to limit the effective temperature T exhgas of the exhaust gas in order to prevent excessive heating of all the components through which said exhaust gas flows.
  • the method of control used by the electronic control unit 21 to limit the effective temperature T exhgas of the exhaust gas will now be described.
  • the electronic control unit 21 estimates the effective temperature T exhgas of the exhaust gas essentially as a function of the air/fuel ratio ⁇ of the exhaust gas.
  • the increase ⁇ T in temperature is calculated as a function of the air/fuel ratio ⁇ of the exhaust gas and as a function of the speed ⁇ mot of rotation of the internal combustion engine 1; it is important to note that in calculating the increase ⁇ T in temperature the main variable is the air/fuel ratio ⁇ of the exhaust gas while the speed ⁇ mot of rotation of the internal combustion engine 1 is merely a correction variable.
  • the electronic control unit 21 only estimates the effective temperature T exhgas of the exhaust gas as a function of the air/fuel ratio ⁇ of the exhaust gas as described above when the speed ⁇ mot of rotation of the internal combustion engine 1 exceeds a threshold value determined in the design stage; the relationship between the effective temperature T exhgas of the exhaust gas and the air/fuel ratio ⁇ of the exhaust gas is in actual fact only reliable at high or medium-high engine speeds.
  • the variation in the effective temperature T exhgas of the exhaust gas is inversely proportional to the air/fuel ratio ⁇ of the exhaust gas so that when the air/fuel ratio ⁇ of the exhaust gas increases the effective temperature T exhgas of the exhaust gas falls and vice versa.
  • the law whereby the effective temperature T exhgas of the exhaust gas is a function of the air/fuel ratio ⁇ of the exhaust gas and a function of the speed ⁇ mot of rotation of the internal combustion engine 1 is determined on the basis of tests performed in the design stage and during set-up of the internal combustion engine 1 and is stored by points in a memory of the electronic control unit 21.
  • the internal combustion engine 1 is provided with a temperature sensor that directly and extremely precisely measures the effective temperature T exhgas of the exhaust gas; it is thus possible to associate the various air/fuel ratio ⁇ and speed ⁇ mot of rotation combinations with the corresponding effective temperature T exhgas of the exhaust gas.
  • figure 2 illustrates the result of a test on an internal combustion engine at full load: the continuous line represents the pattern in the air/fuel ratio ⁇ (on the abscissa axis with right scale) as the speed of rotation (on the ordinate axis) changes, while the dashed line represents the trend in the effective temperature T exhgas of the exhaust gas (on the abscissa axis with left scale) when the speed of rotation (on the ordinate axis) changes. It is clear that at high speeds of rotation, the variation in the effective temperature T exhgas of the exhaust gas is inversely proportional to the air/fuel ratio ⁇ of the exhaust gas.
  • T exhgas T aircol + k ⁇ mot ⁇ m fuel / m air
  • T exhgas T aircol + k ⁇ mot / ⁇
  • Figure 3 is a block diagram illustrating an engine control logic implemented in the electronic control unit 21.
  • the electronic control unit 21 determines a request T request for torque as a function of the position of an accelerator pedal; based on the request T request for torque the electronic control unit 21 determines a request m fuelrequest for fuel that is limited according to a fuel limit m fuellimit .
  • the amount m fuelinj of fuel to be injected consists of the lower between the request m fuelrequest for fuel and the fuel limit m fuellimit so that the amount m fuelinj of fuel to be injected can never exceed the fuel limit m fuemimit ; the amount m fuelinj of fuel to be injected is used by the electronic control unit 21 to determine (essentially as a function of a fuel delivery pressure P rail ) a signal ET to control the fuel injectors 2.
  • the electronic control unit 21 determines the maximum acceptable temperature T max of the exhaust gas that must not be exceeded to avoid damage to the components through which the exhaust gas flows. Moreover, the electronic control unit 21 estimates the effective temperature T exhgas of the exhaust gas as a function of the air/fuel ratio ⁇ of the exhaust gas and as a function of the speed ⁇ mot of rotation of the internal combustion engine 1 as described above. Thus, the electronic control unit 21 compares the maximum acceptable temperature T max of the exhaust gas with the effective temperature T exhgas of the exhaust gas and defines the fuel limit m fuellimit on the basis of the result of said comparison. In other words, the electronic control unit 21 uses the fuel limit m fuellimit to limit, if necessary, the torque generated by the internal combustion engine 1 in order to maintain the effective temperature T exhgas of the exhaust gas at no more than the maximum acceptable temperature T max of the exhaust gas.
  • the method for controlling the temperature of the exhaust gas as described above has numerous advantages.
  • the method for controlling the temperature of the exhaust gas described above is particularly accurate and reliable in that it allows the effective temperature T exhgas of the exhaust gas to be estimated when necessary and to an adequate degree of precision and thus allows the engine control system implemented in the electronic control unit 21 to intervene rapidly and effectively to maintain the maximum temperature of the exhaust gas within the limit set in the design stage.
  • the effective temperature T exhgas of the exhaust gas can be calculated extremely precisely when the internal combustion engine 1 is at full power or almost at full power i.e. when there is most need to effectively limit the maximum temperature of the exhaust gas.
  • the method for controlling the temperature of the exhaust gas described above is particularly simple and economical to implement in the electronic control unit 21, in that it uses components that are already present in a modern internal combustion engine 1 and therefore does not involve the installation of any specific components.

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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)

Claims (6)

  1. Verfahren zur Steuerung der Temperatur (Texhgas) des Abgases in einem Verbrennungsmotor (1); wobei das Steuerungsverfahren folgende Schritte beinhaltet:
    Bestimmen der Temperatur (Taircol) der Luft in einem Saugrohr (4):
    Bestimmen des Luft-Kraftstoff-Verhältnisses (λ) des Abgases;
    Bestimmen der Drehzahl (ωmot) des Verbrennungsmotors (1); und
    überschlägiges Ermitteln der effektiven Temperatur (Texhgas) des Abgases;
    wobei das Steuerungsverfahren dadurch gekennzeichnet ist, dass es folgenden zusätzlichen Schritt beinhaltet:
    nur wenn die Drehzahl (ωmot) des Verbrennungsmotors (1) den Schwellenwert überschreitet, überschlägiges Ermitteln der effektiven Temperatur (Texhgas) des Abgases in Abhängigkeit von dem Luft-Kraftstoff-Verhältnis (λ) des Abgases, in Abhängigkeit von der Drehzahl (ωmot) des Verbrennungsmotors (1) und in Abhängigkeit von der Temperatur (Taircol) der Luft im Saugrohr (4) nach folgender Gleichung: T exhgas = T aircol + ΔT
    Figure imgb0006
    mit ΔT = f(λ,ωmot)
    Texhgas effektive Temperatur des Abgases
    Taircol Temperatur der Luft im Saugrohr (4);
    ΔT Temperaturanstieg;
    λ Luft-Kraftstoff-Verhältnis des Abgases;
    ωmot Drehzahl des Verbrennungsmotors (1).
  2. Steuerungsverfahren nach Anspruch 1, wobei für die überschlägige Ermittlung der effektiven Temperatur (Texhgas) des Abgases das Luft-Kraftstoff-Verhältnis (λ) des Abgases in Strömungsrichtung vor einem Katalysator (11) gemessen wird.
  3. Steuerungsverfahren nach Anspruch 1 oder 2, mit folgenden zusätzlichen Schritten:
    Bestimmen einer maximalen akzeptablen Temperatur (Tmax) des Abgases;
    Vergleichen der effektiven Temperatur (Texhgas) des Abgases mit der maximalen akzeptablen Temperatur (Tmax) des Abgases; und
    Begrenzen, wenn nötig, des von der Verbrennungsmaschine (1) erzeugten Drehmoments, um die effektive Temperatur (Texhgas) des Abgases unter der maximalen akzeptablen Temperatur (Tmax) des Abgases aufrechtzuerhalten.
  4. Steuerungsverfahren nach Anspruch 3, mit folgenden zusätzlichen Schritten:
    Bestimmen einer Last des Verbrennungsmotors (1); und
    Bestimmen der maximalen akzeptablen Temperatur (Tmax) des Abgases in Abhängigkeit von der Drehzahl (ωmot) des Verbrennungsmotors (1) und der Last des Verbrennungsmotors (1).
  5. Steuerungsverfahren nach Anspruch 3 oder 4, mit dem zusätzlichen Schritt des Begrenzens des vom Verbrennungsmotor (1) erzeugten Drehmoments durch Reduzieren der einzuspritzenden Menge (mfuelinj) des Kraftstoffs.
  6. Steuerungsverfahren nach Anspruch 5, mit folgenden zusätzlichen Schritten:
    Bestimmen einer Kraftstoffgrenze (mfuellimit) in Abhängigkeit von der Differenz zwischen der effektiven Temperatur (Texhgas) des Abgases und der maximalen akzeptablen Temperatur (Tmax) des Abgases; und
    Begrenzen der einzuspritzenden Menge (mfueilinj) des Kraftstoffs entsprechend der Kraftstoffgrenze (mfuellimit).
EP20080425252 2008-04-15 2008-04-15 Verfahren zur Steuerung der Temperatur von Abgas in einem Verbrennungsmotor Active EP2110535B1 (de)

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EP2708726B1 (de) 2012-09-17 2021-03-17 Magneti Marelli S.p.A. Verfahren zur Schätzung der Abgasdurchflussrate für einen Verbrennungsmotor

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DE4433631B4 (de) * 1994-09-21 2004-06-17 Robert Bosch Gmbh Verfahren zur Bildung eines Signals bezüglich einer Temperatur im Abgassystem einer Brennkraftmaschine
US6295808B1 (en) * 1999-06-29 2001-10-02 Hereaus Electro-Nite International N.V. High driveability index fuel detection by exhaust gas temperature measurement
WO2002018935A1 (en) * 2000-08-29 2002-03-07 Epiq Sensor-Nite N.V. High driveability index fuel detection by exhaust gas temperature measurement
DE10201465B4 (de) * 2002-01-16 2004-02-19 Bayerische Motoren Werke Ag Verfahren und Vorrichtung zum Steuern einer Bauteilschutzfunktion

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