EP2191118A1 - Procédé pour faire fonctionner un moteur à combustion interne - Google Patents

Procédé pour faire fonctionner un moteur à combustion interne

Info

Publication number
EP2191118A1
EP2191118A1 EP08784645A EP08784645A EP2191118A1 EP 2191118 A1 EP2191118 A1 EP 2191118A1 EP 08784645 A EP08784645 A EP 08784645A EP 08784645 A EP08784645 A EP 08784645A EP 2191118 A1 EP2191118 A1 EP 2191118A1
Authority
EP
European Patent Office
Prior art keywords
engine
internal combustion
combustion engine
rpm
exhaust gas
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Withdrawn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
EP08784645A
Other languages
German (de)
English (en)
Inventor
Dirk Hagelstein
Jens Kühlmeyer
Paul Gnegel
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.)
Volkswagen AG
Original Assignee
Volkswagen AG
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 Volkswagen AG filed Critical Volkswagen AG
Publication of EP2191118A1 publication Critical patent/EP2191118A1/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Withdrawn legal-status Critical Current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
    • F02D13/0269—Controlling the valves to perform a Miller-Atkinson cycle
    • 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
    • F02D13/0223—Variable control of the intake valves only
    • F02D13/0234—Variable control of the intake valves only changing the valve timing only
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D23/00—Controlling engines characterised by their being supercharged
    • 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
    • F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/12—Control of the pumps
    • F02B37/24—Control of the pumps by using pumps or turbines with adjustable guide vanes
    • 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
    • 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

Definitions

  • the invention relates to a method for operating an internal combustion engine, in particular Otto engine or diesel engine, in particular a motor vehicle, wherein the closing times of intake valves of working cylinders of the internal combustion engine are selected according to a Miller cycle and wherein a variable turbine geometry of an exhaust gas turbocharger for varying a compression capacity of the exhaust gas turbocharger is actuated , according to the preamble of claim 1.
  • VTG turbochargers with variable turbine geometry (VTG or VGT) also promises great potential for gasoline engines.
  • VTG technology There are two main ways of improving VTG technology: On the one hand, the low-end torque (LET) of the engine can be significantly improved compared to a conventional ATL, or on the other hand, a significant increase in power compared to a conventional ATL can be achieved. ATL, whereby the engine has a comparable LET thanks to the VTG technology.
  • VTG turbochargers which also have an integrated wastegate, are particularly suitable because they can be optimized very strongly for the lower engine speed range.
  • the well-known Miller / Atkinson process offers significant advantages in terms of full-load fuel consumption in gasoline engines.
  • the internal compression work of the engine is reduced by a late or early intake closing time related to the bottom dead center of a working piston. Since in the internal compression of the sucked cylinder filling one of the pressure increase occurring in the working cylinder corresponding heat arises, the compressed mixture has a high temperature at the ignition. The higher this temperature, the more sensitive the mixture is and the later it has to be ignited. However, the later the ignition angle has to be selected, the worse the engine efficiency becomes, which in turn leads to higher fuel consumption.
  • the typical Miller control times reduce the internal compression work of the engine, resulting in less heating and firing angles. To ensure that the engine delivers the same power, a higher charge pressure must be applied in front of the intake valves. This external compression work has the advantage that the charge air to be cooled in a charge air cooler
  • the "intake valve closes" (ES) time is delayed, for example.
  • ES intake valve closes
  • the charge pressure in the volume between the loader outlet and the engine inlet is to be controlled so that the boost pressure at each Miller operating point, i. each operating point in which the "Miller cycle” is used, the theoretical compression end pressure in the working cylinders of the internal combustion engine at the time intake valve closes corresponds.
  • control optionally also control, come pressure and / or temperature and / or mass flow sensors or useful combination sensors of the three types of sensor used.
  • DE 10 2006 003 842 A1 an internal combustion engine with an exhaust gas turbocharger with variable turbine geometry is known, which can also be operated with a Miller cycle.
  • DE 199 05 636 A1 discloses a method for operating an internal combustion engine according to the Miller cycle, which can also take place in conjunction with a variable turbine geometry.
  • the invention is based on the object, a method of o.g. To improve the way of exploiting the benefits of the Miller cycle
  • a reduction of the effective compression ratio with correspondingly reduced combustion chamber temperature before ignition is achieved by selecting the closing time according to the Miller cycle such that at least one of the intake valves is closed after reaching a bottom dead center in the charge cycle of a working piston associated with this intake valve.
  • a phase length of the opening time of at least one inlet valve 190 is 0 KW to 220 0 KW.
  • a rotational speed n in [U / mi ⁇ ] is plotted on a horizontal axis 10
  • a related effective engine load in [%] is plotted on a vertical axis 12.
  • a first graph 14 limits a possible operating range of a conventional engine with the Miller cycle toward lowest engine load
  • a second graph 16 limits a possible operating range of a conventional engine with the Miller cycle in the direction of highest engine load for the respective speed.
  • the two graphs 14 and 16 enclose therebetween a first region 18 in which a conventional Miller cycle internal combustion engine can be operated such that the benefits of the Miller cycle, in particular reduced fuel consumption by offloading the compression work from the working cylinder, are usable.
  • the internal combustion engine with such closing times for respective intake valves of working cylinders of the internal combustion engine according to a Miller cycle and at the same time with such a setting for the variable turbine geometry of a Turbine of an exhaust gas turbocharger is operated, that in the speed range from 1000 rev / min to 3500 rev / min and operating points above the second graph 16 in a second region 20 can be achieved.
  • the Miller cycle and the VTG technology are optimally interconnected. Due to the potential for high boost pressures, which can be provided at a corresponding VTG design by a more efficient utilization of the exhaust gas energy compared to a conventional turbocharger, even from very low engine speeds ( ⁇ 1500 U / min), it is possible throughout Engine speed range to use the positive effects of the Miller cycle.
  • a camshaft valve with fixed valve lift is provided on the intake side, the cam shape being adapted to the corresponding Miller method.
  • the Miller method comes with late inlet closure (after UT of the working piston in the charge cycle), which leads to a phase length of 19O 0 KW to 220 0 KW.
  • inlet side gas exchange phase length up to 240 ° CA, cam switching device, etc.
  • the region 20 in the direction of low engine load 12 is limited by a first straight line 22, which corresponds to the equation

Landscapes

  • 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)
  • Supercharger (AREA)

Abstract

L'invention concerne un procédé pour faire fonctionner un moteur à combustion interne, en particulier un moteur à essence ou un moteur diesel, sachant que les temps de fermeture de soupapes d'admission de cylindres de travail du moteur à combustion interne sont choisis d'après un cycle de Miller, et sachant qu'une géométrie de turbine variable d'un turbocompresseur à gaz d'échappement est actionnée pour modifier une puissance de compression du turbocompresseur. Pour une vitesse de rotation n [tr/min] du moteur à combustion interne égale à 1.000 tr/min ≤ n ≤ 3.000 tr/min, en fonction de la charge demandée, les temps de fermeture des soupapes d'admission sont ici choisis d'après le cycle de Miller de telle sorte, et la géométrie de turbine variable du turbocompresseur réglée de telle sorte, qu'on obtient une charge moteur effective meff, rapportée à la charge moteur maximale, qui est conforme à la relation (I) de la charge moteur maximale.
EP08784645A 2007-08-20 2008-07-08 Procédé pour faire fonctionner un moteur à combustion interne Withdrawn EP2191118A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102007039210A DE102007039210A1 (de) 2007-08-20 2007-08-20 Verfahren zum Betreiben einer Brennkraftmaschine
PCT/EP2008/005552 WO2009024213A1 (fr) 2007-08-20 2008-07-08 Procédé pour faire fonctionner un moteur à combustion interne

Publications (1)

Publication Number Publication Date
EP2191118A1 true EP2191118A1 (fr) 2010-06-02

Family

ID=39739450

Family Applications (1)

Application Number Title Priority Date Filing Date
EP08784645A Withdrawn EP2191118A1 (fr) 2007-08-20 2008-07-08 Procédé pour faire fonctionner un moteur à combustion interne

Country Status (3)

Country Link
EP (1) EP2191118A1 (fr)
DE (1) DE102007039210A1 (fr)
WO (1) WO2009024213A1 (fr)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102010043920B4 (de) * 2010-11-15 2014-09-11 Ford Global Technologies, Llc Verfahren zum Vermeiden von Turboladerschäden
EP2837804A1 (fr) * 2013-08-13 2015-02-18 Caterpillar Motoren GmbH & Co. KG Moteurs à combustion interne en fonctionnement
DE102014006032A1 (de) 2014-04-24 2015-10-29 Mtu Friedrichshafen Gmbh Verfahren zum Betrieb eines Verbrennungsmotors
DE102018212247A1 (de) 2018-07-24 2020-01-30 Volkswagen Aktiengesellschaft Verfahren zum Steuern und/oder Regeln des Betriebs eines Verbrennungsmotors, insbesondere eines Verbrennungsmotors eines Kraftfahrzeugs, insbesondere zumindest teilweise arbeitend nach dem Miller-Verfahren

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19905636A1 (de) 1999-02-11 2000-03-30 Daimler Chrysler Ag Verfahren zur Brennraum-Ladungstemperaturabsenkung
US7201121B2 (en) * 2002-02-04 2007-04-10 Caterpillar Inc Combustion engine including fluidically-driven engine valve actuator
US6651618B1 (en) * 2002-05-14 2003-11-25 Caterpillar Inc Air and fuel supply system for combustion engine
US7437874B2 (en) * 2005-03-10 2008-10-21 Detroit Diesel Corporation System and method for backpressure compensation for controlling exhaust gas particulate emissions

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO2009024213A1 *

Also Published As

Publication number Publication date
DE102007039210A1 (de) 2009-02-26
WO2009024213A1 (fr) 2009-02-26

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