EP2620625A2 - Procédé de commande d'un moteur à combustion interne - Google Patents

Procédé de commande d'un moteur à combustion interne Download PDF

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Publication number
EP2620625A2
EP2620625A2 EP13000061.5A EP13000061A EP2620625A2 EP 2620625 A2 EP2620625 A2 EP 2620625A2 EP 13000061 A EP13000061 A EP 13000061A EP 2620625 A2 EP2620625 A2 EP 2620625A2
Authority
EP
European Patent Office
Prior art keywords
combustion engine
internal combustion
emission
exhaust gas
amount
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.)
Granted
Application number
EP13000061.5A
Other languages
German (de)
English (en)
Other versions
EP2620625B1 (fr
EP2620625A3 (fr
Inventor
Ekkehard Pott
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 EP2620625A2 publication Critical patent/EP2620625A2/fr
Publication of EP2620625A3 publication Critical patent/EP2620625A3/fr
Application granted granted Critical
Publication of EP2620625B1 publication Critical patent/EP2620625B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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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
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • 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
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/1452—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being a COx content or concentration
    • 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
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/1454—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an oxygen content or concentration or the 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
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/146—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an NOx content or concentration
    • 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

Definitions

  • the present invention relates to a method for operating an internal combustion engine, in particular a method for operating the internal combustion engine while maintaining predetermined emission conditions to save fuel.
  • the adjustment of operating parameters is such that in the entire map of the internal combustion engine, i. In all its operating areas, an optimal compromise between consumption and emission is found. For example, in a diesel engine in wide map ranges, a reduction in NOx emission can be achieved by raising an exhaust gas recirculation rate, but at the same time the specific fuel consumption increases.
  • This finding is taken into account in the adjustment of the operating parameters by setting a corresponding compromise for each operating point in the engine map and a corresponding Bedatung is stored in the engine control unit. In particular, it is taken into account that, due to legal driving cycles and driver-specific behavior, there are characteristic map areas with higher and lower probability of residence.
  • the DE10333933 A1 discloses in this context a method and an apparatus for controlling an internal combustion engine. Emissions from the internal combustion engine are detected in the exhaust gas and, depending on a comparison of the detected emissions with a desired value, a manipulated variable influencing combustion in the internal combustion engine is corrected. As emissions, the nitrogen oxide concentration and / or the particle concentration in the exhaust gas are preferably detected.
  • the DE 102009029586 A1 relates to a method and a control device for operating an internal combustion engine.
  • a nitrogen oxide emission value of the internal combustion engine is determined and it is judged whether the nitrogen oxide emission value exceeds a predefinable first threshold value.
  • the engine is switched from a first mode to a second mode.
  • the internal combustion engine is operated with a lean combustion air ratio and in the second operating mode with a substantially stoichiometric combustion air ratio.
  • the DE 102009026556 A1 relates to a method for limiting the nitrogen oxide emissions of an internal combustion engine in order to keep the nitrogen oxide emissions within admissible limits.
  • the current nitrogen oxide content in the exhaust gas is monitored.
  • at least one basic set point of the internal combustion engine is modified in dependence on the deviation of the monitored wicking nitrogen content from the stored setpoint value.
  • the WO 01/51792 A1 relates to a device for controlling an exhaust gas recirculation rate of an exhaust gas recirculation device for internal combustion engines during a lean operation.
  • a deviation of a calculated pollutant emission from a pollutant emission measured by a pollutant sensor in the exhaust gas line of the internal combustion engine is determined and a correction value for the manipulated variable of an actuating means of the exhaust gas recirculation device is determined as a function of a magnitude of the deviation.
  • a pollutant sensor a NOx emission measuring NO x sensor can be used as a pollutant sensor.
  • an emission average of a pollutant in the exhaust gas of the internal combustion engine is determined by determining an amount of the pollutant in the exhaust gas while the internal combustion engine outputs a predetermined amount of carbon dioxide.
  • an operating parameter of the internal combustion engine is set.
  • the pollutant includes, for example, nitrogen oxide or soot particles.
  • the ratio of nitrogen oxide to soot particles can be adjusted, for example, via a change in an exhaust gas recirculation rate. Since the soot particles in a diesel engine with a diesel particulate filter are generally almost completely removed from the exhaust gases by the diesel particulate filter, emission spikes can be changed to the detriment of the particulate so that the amount of soot particulates increases, whereas the amount of nitrogen oxide decreases. Behind the diesel particulate filter limit values with respect to the soot particles can be maintained despite the increased amount of soot particulate matter. A regeneration of the diesel particulate filter can be carried out in a later operation of the internal combustion engine.
  • the internal combustion engine can thus be operated with relatively low fuel consumption.
  • the regeneration of the diesel particulate filter which additionally costs fuel, can be carried out in an operating range of the internal combustion engine in which the additional fuel consumption for the diesel particulate filter regeneration is as low as possible. Overall, thus, the fuel consumption of the engine can be reduced.
  • the emission average may include a moving average. This can ensure that, for example, in a test of a vehicle with the
  • the internal combustion engine may be operated during determination of the emission average at one or more operating points of the combustion engine.
  • the PEMS method can be carried out independently of predetermined driving cycles during a normal everyday use of the vehicle without the emission mean value exceeding the predetermined limit value.
  • the emission average is determined by determining an amount of fuel to be supplied to the internal combustion engine to produce the predetermined amount of carbon dioxide in the exhaust gas and determining the amount of the pollutant in the exhaust gas while supplying the predetermined amount of fuel to the internal combustion engine .
  • a fuel such as diesel, gasoline or LPG
  • the predetermined amount of carbon dioxide which is to be expected in the exhaust gas, can be converted into an amount of fuel to be supplied to the internal combustion engine.
  • a measurement of the amount of fuel supplied to the internal combustion engine is relatively easily determinable in most engines via, for example, an injection pressure and an injection time, so that the method can be realized cost-effectively.
  • the predetermined amount of carbon dioxide may be, for example, an amount in a range of 600 g to 2500 g.
  • Corresponding amounts of fuel are accordingly in the range of about 0.2 to 1 liter.
  • Carbon dioxide quantities or quantities of fuel in this range are customary in PEMS processes and offer the previously described method sufficient possibilities to achieve the required emission average while ensuring fuel-saving operation of the internal combustion engine.
  • the amount of pollutant in the exhaust gas is determined by estimating the amount of the pollutant model-based as a function of operating parameters and / or operating variables of the internal combustion engine.
  • the amount of the pollutant in the exhaust gas may be determined by means of an exhaust gas sensor. This makes it possible to determine the emissions more accurately and, if necessary, to review or adapt a model.
  • an injection timing of fuel in a combustion chamber of the internal combustion engine as an operating parameter, an injection timing of fuel in a combustion chamber of the internal combustion engine, an injection pressure of fuel in the combustion chamber of the internal combustion engine, a boost pressure of combustion air, which is supplied to the internal combustion engine, an exhaust gas recirculation rate of an exhaust gas recirculation, a setting of a variable intake manifold or a swirl flap in an air supply of the internal combustion engine, a setting of a turbine geometry of an exhaust gas turbine of Internal combustion engine, an ignition timing for igniting the fuel in the internal combustion engine or an adjustment of valve timing of the intake and exhaust valves of the internal combustion engine to be changed.
  • the aforementioned parameters may contribute to, for example, reducing fuel consumption of the vehicle, but may increase the amount of pollutants in the exhaust or, conversely, reduce the amount of emissions as fuel consumption increases. Furthermore, by changing the above-mentioned parameters, it can be achieved that certain pollutants in the exhaust gas are reduced, possibly by accepting an increase in another pollutant content or an increase in fuel consumption. For example, by adjusting the exhaust gas recirculation rate, the amount of soot particles in the exhaust gas may be reduced, whereby, for example, the amount of nitrogen oxides in the exhaust gas may increase. Thus, by properly setting the aforementioned operating parameters, the emission average for all pollutants can be kept below the predetermined limit.
  • the emission mean value is given with the predetermined. Limit value is compared and depending on the comparison of the emission mean value with the predetermined limit, the operating parameter of the internal combustion engine is set. If the emission average value is below the predetermined limit value or equal to the predetermined limit value, the operating parameter is set such that a fuel consumption of the internal combustion engine is reduced. If the emission average is above the preset limit, the operating parameter is adjusted to reduce emissions in the exhaust.
  • an activation of the internal combustion engine can be simplified by providing two setting values for the operating parameter for each operating point of the internal combustion engine, a consumption-optimized and an emission-optimized one. By setting the operating parameter to the emission-optimized setting value, it can be achieved that the emission mean value can be brought back below the specified limit value as soon as possible when the predetermined limit value is exceeded.
  • the operating parameter of the internal combustion engine is set as a function of the emission mean value and the predetermined limit by weighting a consumption-optimized value for the operating parameter and an emission-optimized value for the operating parameter as a function of the emission mean value and the predetermined limit value, the operating parameter then becomes adjusted to a combination of the weighted consumption-optimized value and the weighted emission-optimized value.
  • the weighting can be determined, for example, by means of a characteristic curve and a deviation of the emission mean value from the prescribed limit value respectively.
  • the operating parameter can be continuously changed so that the Emisslonsmittalwert is kept just below the predetermined limit, so that fuel consumption of the engine can be optimized.
  • an internal combustion engine having a control device.
  • the control device is capable of determining an emission average value of a pollutant in the exhaust gas of the internal combustion engine by determining an amount of the pollutant in the exhaust gas while the internal combustion engine outputs a predetermined amount of carbon dioxide.
  • the control device is further configured to set an operating parameter of the internal combustion engine as a function of the emission mean value and a predetermined limit value.
  • the internal combustion engine can also be designed to carry out the method described above and therefore also includes the advantages described in connection with the method.
  • Fig. 1 shows a first embodiment of a method for operating an internal combustion engine.
  • the controlled or controlled operation of an internal combustion engine is also referred to as a motor application.
  • a current emission status (ES) of the vehicle is determined. This can be done, in particular, independently of a driving cycle, ie in the case of emission-related emission monitoring. With such a map-wide emission monitoring, pollutant emissions can be set in relation to an emitted carbon dioxide mass. This means, for example, that no more than a predetermined mass of nitrogen oxides (NOx) or soot particles may be produced per kilogram of emitted or emitted carbon dioxide.
  • NOx nitrogen oxides
  • Whether the internal combustion engine or the vehicle complies with prescribed limits for pollutant emissions can be determined, for example, by means of portable emission measuring systems in, for example, an everyday operation of the vehicle. Such monitoring methods are referred to as PEMS (Portable Emission Measurement System).
  • the emission status can be determined in particular as a moving average of the pollutant emissions over the given amount of carbon dioxide.
  • these quantities can also be modeled with sufficient accuracy from operating data of the vehicle as well as various sensor signals. For example, the emitted carbon dioxide mass from an injection pressure, for example, a so-called. Rail pressure, and a. Control duration of injectors of an internal combustion engine are calculated.
  • particle and NOx emissions can be determined.
  • a second step 12 it is checked whether the emission status ES exceeds a predefined or predefinable limit value GW1 or not. If the limit value is exceeded, an adjustment of the engine operation is performed in step 13 such that compared to a control operation or normal operation, a reduced emissions emission adjusted operation.
  • This emissions-reduced operation can also be at the expense of consumption or carbon dioxide emissions, ie this engine operation is not consumption-neutral, but can contribute to an increase in fuel consumption.
  • step 14 the normal or normal operation for the engine is set in step 14, which is characterized by a favorable consumption compared to the emission-reduced operation.
  • the method steps described above are carried out continuously, ie after a change in the engine application, the emission status ES is again determined and evaluated. In particular, it can be taken into account that a moving average of the emission status ES does not exceed the limit value GW1, so that the vehicle also always complies with the values for the required pollutant emissions in a PEMS process.
  • the amount of carbon dioxide over which the pollutants are determined when determining the emission status ES may be adjustable depending on test methods.
  • Fig. 2 shows a further embodiment of the method according to the invention, in which the motor application is provided with a hysteresis.
  • a second limit value GW2 is defined below the limit value GW1. If the emission status ES determined in step 11 exceeds the first limit value GW1, the engine is operated in an emission-reduced manner (step 13). Only when falling below the second limit value GW2, which is checked in step 21, the internal combustion engine is reset to the normal operation in step 14.
  • Fig. 3 shows a further embodiment, which has a sliding consideration of the emission status in the adjustment of the internal combustion engine.
  • the emission status ES is determined.
  • the emission status ES includes, for example, a moving average of a mass of nitrogen oxides released during a given amount of carbon dioxide released. Additionally, the emission status may include a moving average of an amount of particulates emitted during the given amount of carbon dioxide.
  • an emission weighting (EG) is determined in step 31 from the emission status ES, which weighted a consumption-optimized setting and an emission-optimized setting of the internal combustion engine.
  • the emission weighting EG determined in step 31 may include a factor between 0 and 1, which may be low for low emission statuses in favor of consumption and high for emission reduction in high emission statuses.
  • the emission weighting factor EG the data of a consumption-optimized application 32 and an emission-optimized application 33 are weighted and added, and the combustion engine is adjusted accordingly in step 34. As a result, consumption-optimized operation without exceeding required emission limit values can be achieved.
  • the methods described above are suitable for internal combustion engines with characteristic-wide emission monitoring, in particular for vehicle engines after diesel or Otto methods.
  • Fig. 4 shows a vehicle 41 according to an embodiment of the present invention.
  • the vehicle 41 comprises an internal combustion engine 42 and a control device 43.
  • the control device 43 is used to carry out the in the Figures 1-3 described method suitable.
  • the control device 43 may be part of an engine electronics of the vehicle 41.
  • the control device 43 can ensure that during operation of the vehicle 41 pollutant emissions of the vehicle 41 does not exceed a ratio to a predetermined carbon dioxide mass.

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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)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
EP13000061.5A 2012-01-26 2013-01-08 Procédé de commande d'un moteur à combustion interne Active EP2620625B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102012001477A DE102012001477A1 (de) 2012-01-26 2012-01-26 Verfahren zum Betreiben eines Verbrennungsmotors

Publications (3)

Publication Number Publication Date
EP2620625A2 true EP2620625A2 (fr) 2013-07-31
EP2620625A3 EP2620625A3 (fr) 2018-04-04
EP2620625B1 EP2620625B1 (fr) 2021-10-20

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP13000061.5A Active EP2620625B1 (fr) 2012-01-26 2013-01-08 Procédé de commande d'un moteur à combustion interne

Country Status (2)

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EP (1) EP2620625B1 (fr)
DE (1) DE102012001477A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR3036739A1 (fr) * 2015-05-27 2016-12-02 Bosch Gmbh Robert Procede d'optimisation des emissions d'un moteur

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102016001367A1 (de) * 2016-02-06 2017-08-10 GM Global Technology Operations LLC (n. d. Gesetzen des Staates Delaware) Verfahren und System zum Ansteuern eines Verbrennungsmotors und/oder einer Abgasnachbehandlungseinrichtung eines Fahrzeugs, Fahrzeug mit einem solchen System sowie Computerprogrammprodukt zum Durchführen eines solchen Verfahren und Steuerungs- und/oder Regelungsvorrichtung mit einem derartigen Computerprogrammprodukt

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6308130B1 (en) * 1999-07-23 2001-10-23 Clean Air Technologies International, Inc. Portable on-board mass emissions measuring system
DE10000339A1 (de) 2000-01-07 2001-08-16 Volkswagen Ag Vorrichtung und Verfahren zur Steuerung einer Abgasrückführrate einer Abgasrückführeinrichtung für Verbrennungskraftmaschinen während eines Magerbetriebs
DE10111586A1 (de) * 2001-03-10 2002-09-12 Volkswagen Ag Verfahren zum Betrieb von Brennkraftmaschinen
DE10333933A1 (de) 2002-09-03 2005-02-24 Robert Bosch Gmbh Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
DE102007042749A1 (de) * 2007-09-07 2009-03-12 Testo Ag Verfahren und Vorrichtung zur Motorabgasmessung
DE102009006466A1 (de) * 2009-01-28 2009-09-24 Daimler Ag Verfahren und Anordnung zur Anzeige von aktuellen Energieverbrauchsinformationen eines Kraftfahrzeugs
DE102009026556A1 (de) 2009-05-28 2010-12-02 Ford Global Technologies, LLC, Dearborn Verfahren zur Begrenzung der Stickoxidemissionen eines Verbrennungsmotors sowie Steuerung zur Durchführung des Verfahrens
DE102009029586A1 (de) 2009-09-18 2011-03-24 Robert Bosch Gmbh Verfahren und Steuervorrichtung zum Betreiben einer Brennkraftmaschine

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR3036739A1 (fr) * 2015-05-27 2016-12-02 Bosch Gmbh Robert Procede d'optimisation des emissions d'un moteur

Also Published As

Publication number Publication date
EP2620625B1 (fr) 2021-10-20
DE102012001477A1 (de) 2013-08-01
EP2620625A3 (fr) 2018-04-04

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