EP2620625B1 - Method for operating a combustion engine - Google Patents

Method for operating a combustion engine Download PDF

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Publication number
EP2620625B1
EP2620625B1 EP13000061.5A EP13000061A EP2620625B1 EP 2620625 B1 EP2620625 B1 EP 2620625B1 EP 13000061 A EP13000061 A EP 13000061A EP 2620625 B1 EP2620625 B1 EP 2620625B1
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EP
European Patent Office
Prior art keywords
combustion engine
internal combustion
emissions
mean value
value
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EP13000061.5A
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German (de)
French (fr)
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EP2620625A3 (en
EP2620625A2 (en
Inventor
Ekkehard Pott
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Volkswagen AG
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Volkswagen AG
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Publication of EP2620625A2 publication Critical patent/EP2620625A2/en
Publication of EP2620625A3 publication Critical patent/EP2620625A3/en
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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 in a fuel-efficient manner while maintaining predetermined emission conditions.
  • the operating parameters are set in such a way that an optimal compromise between consumption and emissions is found in the entire map of the internal combustion engine, i.e. in all of its operating ranges.
  • a reduction in NOx emissions can be achieved over a wide range of characteristics by increasing an exhaust gas recirculation rate, but the specific fuel consumption increases at the same time.
  • This knowledge is taken into account when the operating parameters are set by defining a corresponding compromise for each operating point in the engine map and storing appropriate data in the engine control unit. In particular, it is taken into account that, due to legal driving cycles and driver-specific behavior, there are map areas with a higher and lower probability of presence.
  • the DE10333933 A1 discloses in this context a method and a device for controlling an internal combustion engine. Emissions from the internal combustion engine are recorded in the exhaust gas and, depending on a comparison of the recorded emissions with a target value, a manipulated variable influencing combustion in the internal combustion engine is corrected.
  • the nitrogen oxide concentration and / or the particle concentration in the exhaust gas are preferably recorded as emissions.
  • 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 an assessment is made as to whether the nitrogen oxide emission value exceeds a predeterminable first threshold value. If the nitrogen oxide emission value exceeds the first threshold value, the internal combustion engine is switched from a first operating mode to a second operating mode. In the first operating mode, the internal combustion engine is operated with a lean combustion air ratio and in the second operating mode with an essentially stoichiometric combustion air ratio.
  • the DE 102009026556 A1 relates to a method for limiting nitrogen oxide emissions from an internal combustion engine in order to keep nitrogen oxide emissions within permissible limits. To do this, the current nitrogen oxide content in the exhaust gas is monitored. If a deviation of the monitored nitrogen oxide content from a stored target value by more than a preset value is determined, at least one basic setting point of the internal combustion engine is modified as a function of the deviation of the monitored nitrogen oxide content from the stored target 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 lean operation.
  • a deviation of a calculated pollutant emission from a pollutant emission measured by a pollutant sensor in the exhaust system of the internal combustion engine is determined and a correction value for the manipulated variable of an adjusting means of the exhaust gas recirculation device is determined as a function of the amount of the deviation.
  • a pollutant sensor is a NOx emission measuring NOx sensor can be used.
  • the object of the present invention is therefore to provide a method for operating an internal combustion engine which enables predetermined emission limit values to be adhered to with the lowest possible consumption.
  • a method of operating an internal combustion engine is provided.
  • an average emission value 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 emits a predetermined amount of carbon dioxide.
  • the mean emissions value is determined as a sliding mean value of the pollutant emissions in relation to the specified amount of carbon dioxide.
  • An operating parameter of the internal combustion engine is set as a function of the mean emission value and a predetermined limit value.
  • emission peaks from previous or subsequent operation of the internal combustion engine with lower emissions can be compensated, so that temporary emissions above the specified limit value can be tolerated in favor of lower fuel consumption without the specified limit value as a whole exceed. Only when the average emissions value approaches the specified limit value or when the specified limit value is exceeded are the operating parameters of the internal combustion engine changed in such a way that the average emissions value overall remains below the specified limit value while the internal combustion engine emits the specified amount of carbon dioxide.
  • the pollutant includes, for example, nitrogen oxide or soot particles.
  • the ratio of nitrogen oxide to soot particles can be adjusted, for example, by changing an exhaust gas recirculation rate. Since the soot particles in a diesel engine with a diesel particle filter are generally almost completely removed from the exhaust gases by the diesel particle filter, emission peaks can be changed to the detriment of the amount of soot particles, so that the raw amount of soot particles increases whereas the amount of nitrogen oxide decreases. Downstream of the diesel particulate filter, limit values for soot particles can be adhered to despite the increased raw amount of soot particles. The diesel particulate filter can be regenerated when the internal combustion engine is operated later.
  • the internal combustion engine can thus be operated with relatively low fuel consumption.
  • the regeneration of the diesel particulate filter which also 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, the fuel consumption of the internal combustion engine can thus be reduced.
  • the mean emission value is determined as a sliding mean value. It can thereby be ensured that, for example, when a vehicle is tested with the internal combustion engine according to a PEMS method, the specified limit values can be complied with at any time.
  • the internal combustion engine can be operated in one or more operating points of the internal combustion engine while the average emission value is being determined.
  • the PEMS method can be carried out independently of predetermined driving cycles during normal everyday use of the vehicle without the mean emission value exceeding the predetermined limit value.
  • the mean emission value is determined by determining an amount of fuel that is to be supplied to the internal combustion engine in order to generate the predetermined amount of carbon dioxide in the exhaust gas, and determining the amount of the pollutant in the exhaust gas while the previously determined amount of fuel is supplied to the internal combustion engine .
  • the predefined amount of carbon dioxide that is to be expected in the exhaust gas can be converted into a fuel amount to be supplied to the internal combustion engine.
  • a measurement of the amount of fuel supplied to the internal combustion engine can be determined relatively easily via, for example, an injection pressure and an injection time, so that the method can be implemented cost-effectively.
  • the predetermined amount of carbon dioxide can be, for example, an amount in a range from 600 g to 2500 g. Corresponding amounts of fuel are accordingly in the range from approx. 0.2 to 1 liter. Carbon dioxide quantities or fuel quantities in this range are common in PEMS processes and offer the previously described process sufficient possibilities to achieve the required mean emission value and at the same time ensure fuel-saving operation of the internal combustion engine.
  • the amount of the pollutant in the exhaust gas is determined by estimating the amount of the pollutant in a model-based manner as a function of operating parameters and / or operating variables of the internal combustion engine. An inexpensive and robust determination of the pollutant in the exhaust gas is thus possible.
  • the amount of the pollutant in the exhaust gas can be determined by means of an exhaust gas sensor. This allows the emissions to be determined more precisely and, if necessary, a model can be checked or adapted.
  • an injection time of fuel into a combustion chamber of the internal combustion engine, an injection pressure of fuel into 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 the internal combustion engine, an ignition point for igniting the fuel in the Internal combustion engine or a setting of valve timing of intake and exhaust valves of the internal combustion engine can be changed.
  • the aforementioned parameters can, individually or in combination, contribute to reducing fuel consumption of the vehicle, for example, although the amount of pollutants in the exhaust gas may increase or, conversely, the amount of emissions may be reduced while fuel consumption increases. Furthermore, by changing the aforementioned parameters, it can be achieved that certain pollutants in the exhaust gas are reduced, possibly while 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 can be reduced, as a result of which, for example, the amount of nitrogen oxides in the exhaust gas can increase. Thus, by suitably setting the aforementioned operating parameters, the average emission value for all pollutants can be kept below the specified limit value.
  • the average emission value is compared with the predefined limit value and the operating parameter of the internal combustion engine is set as a function of the comparison of the average emission value with the predefined limit value. If the average emission value is below the predefined limit value or equal to the predefined limit value, the operating parameter is set in such a way that fuel consumption of the internal combustion engine is reduced. If the average emission value is above the predefined limit value, the operating parameter is set in such a way that the emissions in the exhaust gas are reduced.
  • control of the internal combustion engine can be simplified by providing two setting values for the operating parameters for each operating point of the internal combustion engine, one that is optimized for consumption and one that is optimized for emissions. By setting the operating parameter to the emission-optimized setting value, it can be achieved that the average emission value can be brought back below the predetermined limit value as quickly as possible when the predetermined limit value is exceeded.
  • the operating parameter of the internal combustion engine is set as a function of the average emission value and the predetermined limit value by adding a consumption-optimized value for the operating parameter and an emission-optimized value for the operating parameters are weighted.
  • the operating parameter is then set to a combination of the weighted consumption-optimized value and the weighted emission-optimized value.
  • the weighting can take place, for example, by means of a characteristic curve and a deviation of the mean emission value from the predetermined limit value.
  • the operating parameter can thus be changed continuously in such a way that the average emission value is just kept below the predetermined limit value, so that fuel consumption of the internal combustion engine can be optimized.
  • an internal combustion engine having a control device.
  • the control device is able to carry out the method according to the invention for operating the internal combustion engine. It can thus be ensured during operation of the internal combustion engine that the predetermined limit value is not exceeded, at least on average, and that consumption of the internal combustion engine is optimized at the same time.
  • Fig. 1 shows a first embodiment of a method for operating an internal combustion engine.
  • the regulated or controlled operation of an internal combustion engine is also referred to as engine application.
  • a current Emission status (ES) of the vehicle determined. This can in particular take place independently of a driving cycle, ie with a map-wide emission monitoring. With such a map-wide emission monitoring system, pollutant emissions can be related to an emitted carbon dioxide mass. This means, for example, that no more than a specified mass of nitrogen oxides (NOx) or soot particles may be generated per kilogram of carbon dioxide released or emitted.
  • NOx nitrogen oxides
  • Whether the internal combustion engine or the vehicle complies with specified limits for pollutant emissions can be determined, for example, by means of portable emission measurement systems in, for example, everyday operation of the vehicle. Monitoring methods of this type are referred to as PEMS methods (Portable Emission Measurement System).
  • the emission status can in particular be determined as a moving average of the pollutant emissions over the specified amount of carbon dioxide.
  • these amounts can also be modeled with sufficient accuracy from the vehicle's operating data and various sensor signals.
  • the released carbon dioxide mass can be calculated from an injection pressure, for example what is known as a rail pressure, and an activation duration of injectors of an internal combustion engine.
  • Particle and NOx emissions can also be determined with the aid of suitable models.
  • 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, then in step 13 an adaptation of the engine operation is carried out in such a way that an operation with reduced pollutant emissions is set compared to normal operation or normal operation.
  • This pollutant emission-reduced operation can also take place 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 control or normal operation is set for the engine, which is characterized by a favorable consumption compared to the operation with reduced emissions.
  • the process steps described above are carried out continuously, i.e. after a change in the engine application, the emission status ES is determined and evaluated again. In particular, it can be taken into account that a sliding mean value of the emission status ES does not exceed the limit value GW1, so that the vehicle always adheres to the values for the required pollutant emissions even with a PEMS method.
  • the specified mass of carbon dioxide, via which the amount of nitrogen oxides and particles to determine the emission status are determined in step 11, can, for example, be in a range of 600-2500 g, or, for example, correspond to a fuel amount of approx. 0.2-1 liter .
  • the amount of carbon dioxide that the pollutants use in determining the Emission status ES are determined, can also be adjustable depending on the test method.
  • Fig. 2 shows a further embodiment of the method according to the invention, in which the engine application is provided with a hysteresis.
  • a second limit value LV2 is defined below the limit value LV1. If the emission status ES determined in step 11 exceeds the first limit value GW1, the engine is operated with reduced emissions (step 13). Only when the second limit value GW2 is undershot, which is checked in step 21, is the internal combustion engine reset to normal or normal operation in step 14.
  • Fig. 3 shows a further embodiment, which has a sliding consideration of the emission status when setting the internal combustion engine.
  • the emission status ES is determined in step 11.
  • the emission status ES includes, for example, a moving average value of a mass of nitrogen oxides which is emitted during a predetermined amount of emitted carbon dioxide.
  • the emission status can comprise a moving average of an amount of particles which is emitted during the predetermined amount of carbon dioxide.
  • an emissions weighting (EG) is determined in step 31 from the emission status ES, which weights a consumption-optimized setting and an emission-optimized setting of the internal combustion engine.
  • the emission weighting EG determined in step 31 can include, for example, a factor between 0 and 1, which can be low in favor of consumption in the case of low emission status values and high in favor of emission reduction in the case of high emission status values.
  • the emission weighting factor EG With 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 internal combustion engine is adjusted accordingly in step 34. As a result, consumption-optimized operation can be achieved without exceeding the required emission limit values.
  • the methods described above are suitable for internal combustion engines with emission monitoring across the map, in particular for vehicle engines based on the diesel or Otto process.
  • FIG. 4 Figure 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 for performing the in the Figures 1-3 described method suitable.
  • the control device 43 can be part of engine electronics of the vehicle 41 be.
  • the control device 43 can ensure that when the vehicle 41 is operating, pollutant emissions of the vehicle 41 do 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)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Description

Die vorliegende Erfindung betrifft ein Verfahren zum Betreiben eines Verbrennungsmotors, insbesondere ein Verfahren, um den Verbrennungsmotor unter Einhaltung vorgegebener Emissionsbedingungen Kraftstoff sparend zu betreiben.The present invention relates to a method for operating an internal combustion engine, in particular a method for operating the internal combustion engine in a fuel-efficient manner while maintaining predetermined emission conditions.

Bei Verbrennungsmotoren, wie zum Beispiel einem Dieselmotor für einen Fahrzeugantrieb, erfolgt die Einstellung von Betriebsparametern derart, dass im gesamten Kennfeld des Verbrennungsmotors, d.h. in allen seinen Betriebsbereichen, ein optimaler Kompromiss zwischen Verbrauch und Emission gefunden wird. Beispielsweise kann bei einem Dieselmotor in weiten Kennfeldbereichen eine Senkung der NOx-Emission durch Anheben einer Abgasrückführrate erreicht werden, wobei jedoch der spezifische Kraftstoffverbrauch gleichzeitig zunimmt. Diese Erkenntnis wird bei der Einstellung der Betriebsparameter berücksichtigt, indem für jeden Betriebspunkt im Motorkennfeld ein entsprechender Kompromiss festgelegt und eine entsprechende Bedatung im Motorsteuergerät hinterlegt wird. Dabei wird insbesondere berücksichtigt, dass es, bedingt durch gesetzliche Fahrzyklen und fahrerspezifisches Verhalten, Kennfeldbereiche mit höherer und niedriger Aufenthaltswahrscheinlichkeit gibt.In internal combustion engines, such as a diesel engine for a vehicle drive, the operating parameters are set in such a way that an optimal compromise between consumption and emissions is found in the entire map of the internal combustion engine, i.e. in all of its operating ranges. For example, in the case of a diesel engine, a reduction in NOx emissions can be achieved over a wide range of characteristics by increasing an exhaust gas recirculation rate, but the specific fuel consumption increases at the same time. This knowledge is taken into account when the operating parameters are set by defining a corresponding compromise for each operating point in the engine map and storing appropriate data in the engine control unit. In particular, it is taken into account that, due to legal driving cycles and driver-specific behavior, there are map areas with a higher and lower probability of presence.

Die DE10333933 A1 offenbart in diesem Zusammenhang ein Verfahren und eine Vorrichtung zur Steuerung einer Brennkraftmaschine. Emissionen der Brennkraftmaschine werden im Abgas erfasst und abhängig von einem Vergleich der erfassten Emissionen mit einem Soll-Wert wird eine für eine Verbrennung in der Brennkraftmaschine beeinflussende Stellgröße korrigiert. Als Emissionen werden bevorzugt die Stickoxidkonzentration und/oder die PartikelKonzentration im Abgas erfasst.the DE10333933 A1 discloses in this context a method and a device for controlling an internal combustion engine. Emissions from the internal combustion engine are recorded in the exhaust gas and, depending on a comparison of the recorded emissions with a target value, a manipulated variable influencing combustion in the internal combustion engine is corrected. The nitrogen oxide concentration and / or the particle concentration in the exhaust gas are preferably recorded as emissions.

Die DE 102009029586 A1 betrifft ein Verfahren und eine Steuervorrichtung zum Betreiben einer Brennkraftmaschine. Bei dem Verfahren wird ein Stickstoffoxid-Emissionswert der Brennkraftmaschine ermittelt und beurteilt, ob der Stickstoffoxid-Emissionswert einen vorgebbaren ersten Schwellenwert überschreitet. Wenn der Stickstoffoxid-Emissionswert den ersten Schwellenwert überschreitet, wird die Brennkraftmaschine von einer ersten Betriebsart auf eine zweite Betriebsart umgeschaltet. In der ersten Betriebsart wird die Brennkraftmaschine mit einem mageren Verbrennungsluftverhältnis betrieben und in der zweiten Betriebsart mit einem im Wesentlichen stöchiometrischen Verbrennungsluftverhältnis.the DE 102009029586 A1 relates to a method and a control device for operating an internal combustion engine. In the method, a nitrogen oxide emission value of the internal combustion engine is determined and an assessment is made as to whether the nitrogen oxide emission value exceeds a predeterminable first threshold value. If the nitrogen oxide emission value exceeds the first threshold value, the internal combustion engine is switched from a first operating mode to a second operating mode. In the first operating mode, the internal combustion engine is operated with a lean combustion air ratio and in the second operating mode with an essentially stoichiometric combustion air ratio.

Die DE 102009026556 A1 betrifft ein Verfahren zur Begrenzung der Stickoxidemissionen eines Verbrennungsmotors, um die Stickoxidemissionen innerhalb zulässiger Grenzen zu halten. Dazu wird der aktuelle Stickoxidgehalt im Abgas überwacht. Wenn eine Abweichung des überwachten Stickoxidgehalts von einem gespeicherten Sollwert um mehr als einen voreingestellten Wert festgestellt wird, wird mindestens ein Grundeinstellpunkt des Verbrennungsmotors in Abhängigkeit von der Abweichung des überwachten Sickoxidgehalts von dem gespeicherten Sollwert modifiziert.the DE 102009026556 A1 relates to a method for limiting nitrogen oxide emissions from an internal combustion engine in order to keep nitrogen oxide emissions within permissible limits. To do this, the current nitrogen oxide content in the exhaust gas is monitored. If a deviation of the monitored nitrogen oxide content from a stored target value by more than a preset value is determined, at least one basic setting point of the internal combustion engine is modified as a function of the deviation of the monitored nitrogen oxide content from the stored target value.

Die WO 01/51792 A1 betrifft eine Vorrichtung zur Steuerung einer Abgasrückführrate einer Abgasrückführeinrichtung für Verbrennungskraftmaschinen während eines Magerbetriebs. Eine Abweichung einer berechneten Schadstoffemission von einer durch einen Schadstoffsensor im Abgasstrang der Verbrennungskraftmaschine gemessenen Schadstoffemission wird ermittelt und in Abhängigkeit von einer Höhe der Abweichung ein Korrekturwert für die Stellgröße eines Stellmittels der Abgasrückführeinrichtung bestimmt. Als Schadstoffsensor kann ein die NOx-Emission messender NOx-Sensor eingesetzt werden.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 lean operation. A deviation of a calculated pollutant emission from a pollutant emission measured by a pollutant sensor in the exhaust system of the internal combustion engine is determined and a correction value for the manipulated variable of an adjusting means of the exhaust gas recirculation device is determined as a function of the amount of the deviation. As a pollutant sensor is a NOx emission measuring NOx sensor can be used.

Im Fall einer kennfeldweiten ungewichteten Emissionsüberwachung ist die eingangs beschriebene Kompromisseinstellung in Abhängigkeit von dem Betriebspunkt des Verbrennungsmotors und der durch beispielsweise gesetzliche Fahrzyklen wahrscheinlicheren Kennfeldbereiche nicht mehr möglich. Vielmehr ist unabhängig vom Fahrzyklus das Einhalten von vorgegebenen Emissionsgrenzwerten sicherzustellen. Bei einem fest vorgegebenen Verbrauchs-Emissions-Verhältnis muss daher der Kompromiss zwischen Verbrauch und Emissionen stark in Richtung Emissionssicherheit verschoben werden, wodurch sich der Verbrauch erhöhen kann. Derartige fest vorgegebene Verbrauchs-Emissionsverhältnisse sind beispielsweise bei sogenannten PEMS-Verfahren einzuhalten. Bei einem PEMS-Verfahren (Portable Emission Measurement System) werden Emissionen eines Fahrzeugs bei einem normalen Alltagsbetrieb des Fahrzeug mit Hilfe eines an dem Fahrzeug angebrachten tragbaren Emissionsmesssystem erfasst.In the case of a map-wide, unweighted emission monitoring, the compromise setting described above is no longer possible depending on the operating point of the internal combustion engine and the map areas that are more likely due to, for example, statutory driving cycles. Rather, regardless of the driving cycle, compliance with specified emission limit values must be ensured. With a fixed, predetermined consumption-emissions ratio, the compromise between consumption and emissions must therefore be shifted significantly in the direction of emission security, which can increase consumption. Such fixed, predetermined consumption-emission ratios are to be observed, for example, in so-called PEMS processes. In a PEMS (Portable Emission Measurement System) method, emissions from a vehicle are recorded during normal everyday operation of the vehicle with the aid of a portable emission measurement system attached to the vehicle.

Aufgabe der vorliegenden Erfindung ist es daher, ein Verfahren zum Betreiben eines Verbrennungsmotors bereitzustellen, welches das Einhalten vorgegebener Emissionsgrenzwerte bei einem möglichst geringen Verbrauch ermöglicht.The object of the present invention is therefore to provide a method for operating an internal combustion engine which enables predetermined emission limit values to be adhered to with the lowest possible consumption.

Diese Aufgabe wird gemäß der vorliegenden Erfindung durch ein Verfahren zum Betreiben eines Verbrennungsmotors nach Anspruch 1, einen Verbrennungsmotor mit einer Steuervorrichtung nach Anspruch 12 und ein Fahrzeug nach Anspruch 13 gelöst. Die abhängigen Ansprüche definieren bevorzugte und vorteilhafte Ausführungsformen der Erfindung.According to the present invention, this object is achieved by a method for operating an internal combustion engine according to claim 1, an internal combustion engine with a control device according to claim 12 and a vehicle according to claim 13. the dependent claims define preferred and advantageous embodiments of the invention.

Gemäß der vorliegenden Erfindung wird ein Verfahren zum Betreiben eines Verbrennungsmotors bereitgestellt. Bei dem Verfahren wird ein Emissionsmittelwert eines Schadstoffs im Abgas des Verbrennungsmotors bestimmt, indem eine Menge des Schadstoffs in dem Abgas bestimmt wird, während der Verbrennungsmotor eine vorgegebene Kohlendioxidmenge abgibt. Dabei wird der Emissionsmittelwert als ein gleitender Mittelwert der Schadstoffemission im Verhältnis zu der vorgegebenen Kohlendioxidmenge bestimmt. In Abhängigkeit von dem Emissionsmittelwert und einem vorgegebenen Grenzwert wird ein Betriebsparameter des Verbrennungsmotors eingestellt. Indem ein Emissionsmittelwert des Schadstoffs im Abgas bestimmt wird, können Emissionsspitzen durch einen vorhergehenden oder nachfolgenden Betrieb des Verbrennungsmotors mit geringeren Emissionen kompensiert werden, so dass zeitlich begrenzte Emissionen über dem vorgegebenen Grenzwert zu Gunsten eines geringeren Kraftstoffverbrauchs toleriert werden können, ohne den vorgegebenen Grenzwert insgesamt zu überschreiten. Erst bei einer Annäherung des Emissionsmittelwerts an den vorgegebenen Grenzwert oder bei einem Überschreiten des vorgegeben Grenzwertes werden die Betriebsparameter des Verbrennungsmotors derart geändert, dass der Emissionsmittelwert insgesamt unter dem vorgegebenen Grenzwert bleibt, während der Verbrennungsmotor die vorgegebene Kohlenstoffdioxidmenge abgibt.In accordance with the present invention, a method of operating an internal combustion engine is provided. In the method, an average emission value 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 emits a predetermined amount of carbon dioxide. The mean emissions value is determined as a sliding mean value of the pollutant emissions in relation to the specified amount of carbon dioxide. An operating parameter of the internal combustion engine is set as a function of the mean emission value and a predetermined limit value. By determining an average emission value of the pollutant in the exhaust gas, emission peaks from previous or subsequent operation of the internal combustion engine with lower emissions can be compensated, so that temporary emissions above the specified limit value can be tolerated in favor of lower fuel consumption without the specified limit value as a whole exceed. Only when the average emissions value approaches the specified limit value or when the specified limit value is exceeded are the operating parameters of the internal combustion engine changed in such a way that the average emissions value overall remains below the specified limit value while the internal combustion engine emits the specified amount of carbon dioxide.

Der Schadstoff umfasst beispielsweise Stickoxid oder Rußpartikel. Bei einem Dieselmotor lässt sich das Verhältnis von Stickoxid zu Rußpartikeln beispielsweise über eine Änderung einer Abgasrückführungsrate einstellen. Da die Rußpartikel bei einem Dieselmotor mit einem Dieselpartikelfilter im Allgemeinen nahezu vollständig von dem Dieselpartikelfilter aus den Abgasen entfernt werden, können Emissionsspitzen zu Ungunsten der Rußpartikelmenge verändert werden, so dass die Rußpartikelrohmenge ansteigt wohingegen die Stickoxidmenge sinkt. Hinter dem Dieselpartikelfilter können Grenzwerte bzgl. der Rußpartikel trotz der erhöhten Rußpartikelrohmenge eingehalten werden. Eine Regeneration des Dieselpartikelfilters kann bei einem späteren Betrieb des Verbrennungsmotors durchgeführt werden. Während der Spitzenemission kann der Verbrennungsmotor somit mit verhältnismäßig geringem Kraftstoffverbrauch betrieben werden. Die Regeneration des Dieselpartikelfilters, welche zusätzlich Kraftstoff kostet, kann in einem Betriebsbereich des Verbrennungsmotors durchgeführt werden, in dem der Kraftstoffmehrverbrauch für die Dieselpartikelfilterregeneration möglichst gering ist. Insgesamt kann somit der Kraftstoffverbrauch des Verbrennungsmotors verringert werden.The pollutant includes, for example, nitrogen oxide or soot particles. In a diesel engine, the ratio of nitrogen oxide to soot particles can be adjusted, for example, by changing an exhaust gas recirculation rate. Since the soot particles in a diesel engine with a diesel particle filter are generally almost completely removed from the exhaust gases by the diesel particle filter, emission peaks can be changed to the detriment of the amount of soot particles, so that the raw amount of soot particles increases whereas the amount of nitrogen oxide decreases. Downstream of the diesel particulate filter, limit values for soot particles can be adhered to despite the increased raw amount of soot particles. The diesel particulate filter can be regenerated when the internal combustion engine is operated later. During peak emissions, the internal combustion engine can thus be operated with relatively low fuel consumption. The regeneration of the diesel particulate filter, which also 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, the fuel consumption of the internal combustion engine can thus be reduced.

Der Emissionsmittelwert wird erfindungsgemäß als gleitender Mittelwert bestimmt. Dadurch kann sichergestellt werden, dass beispielsweise bei einem Test eines Fahrzeugs mit dem Verbrennungsmotor gemäß einem PEMS-Verfahren jederzeit die vorgegebenen Grenzwerte eingehalten werden können.According to the invention, the mean emission value is determined as a sliding mean value. It can thereby be ensured that, for example, when a vehicle is tested with the internal combustion engine according to a PEMS method, the specified limit values can be complied with at any time.

Weiterhin kann der Verbrennungsmotor während des Bestimmens des Emissionsmittelwerts in einem oder mehreren Betriebspunkten des Vebrennungsmotors betrieben werden. Dadurch kann das PEMS-Verfahren unabhängig von vorbestimmten Fahrzyklen während eines normalen Alltagseinsatzes des Fahrzeugs durchgeführt werden, ohne dass der Emissionsmittelwert den vorgegebenen Grenzwert überschreitet.Furthermore, the internal combustion engine can be operated in one or more operating points of the internal combustion engine while the average emission value is being determined. As a result, the PEMS method can be carried out independently of predetermined driving cycles during normal everyday use of the vehicle without the mean emission value exceeding the predetermined limit value.

Gemäß einer Ausführungsform wird der Emissionsmittelwert bestimmt, indem eine Kraftstoffmenge bestimmt wird, welche dem Verbrennungsmotor zuzuführen ist, um die vorgegebene Kohlenstoffdioxidmenge in dem Abgas zu erzeugen, und die Menge des Schadstoffs in dem Abgas bestimmt wird, während dem Verbrennungsmotor die zuvor bestimmte Kraftstoffmenge zugeführt wird. In Abhängigkeit einer Kraftstoffart, wie zum Beispiel Diesel, Benzin oder Autogas, kann die vorgegebene Kohlenstoffdioxidmenge, welche in dem Abgas zu erwarten ist, in eine dem Verbrennungsmotor zuzuführende Kraftstoffmenge umgerechnet werden. Eine Messung der dem Verbrennungsmotor zugeführten Kraftstoffmenge ist bei den meisten Motoren über beispielsweise einen Einspritzdruck und eine Einspritzzeit verhältnismäßig einfach bestimmbar, so dass das Verfahren kostengünstig realisiert werden kann. Die vorgegebene Kohlendioxidmenge kann beispielsweise eine Menge in einem Bereich von 600 g bis 2500 g sein. Entsprechende Kraftstoffmengen liegen dementsprechend im Bereich von ca. 0,2 bis 1 Liter. Kohlendioxidmengen bzw. Kraftstoffmengen in diesem Bereich sind bei PEMS-Verfahren üblich und bieten dem zuvor beschriebenen Verfahren ausreichend Möglichkeiten, den geforderten Emissionsmittelwert zu erreichen und gleichzeitig einen Kraftstoff sparenden Betrieb des Verbrennungsmotors sicherzustellen.According to one embodiment, the mean emission value is determined by determining an amount of fuel that is to be supplied to the internal combustion engine in order to generate the predetermined amount of carbon dioxide in the exhaust gas, and determining the amount of the pollutant in the exhaust gas while the previously determined amount of fuel is supplied to the internal combustion engine . Depending on a type of fuel, such as diesel, gasoline or LPG, for example, the predefined amount of carbon dioxide that is to be expected in the exhaust gas can be converted into a fuel amount to be supplied to the internal combustion engine. In most engines, a measurement of the amount of fuel supplied to the internal combustion engine can be determined relatively easily via, for example, an injection pressure and an injection time, so that the method can be implemented cost-effectively. The predetermined amount of carbon dioxide can be, for example, an amount in a range from 600 g to 2500 g. Corresponding amounts of fuel are accordingly in the range from approx. 0.2 to 1 liter. Carbon dioxide quantities or fuel quantities in this range are common in PEMS processes and offer the previously described process sufficient possibilities to achieve the required mean emission value and at the same time ensure fuel-saving operation of the internal combustion engine.

Gemäß einer Ausführungsform wird die Menge des Schadstoffs im Abgas bestimmt, indem die Menge des Schadstoffs Modell-basiert in Abhängigkeit von Betriebsparametern und/oder Betriebsgrößen des Verbrennungsmotors abgeschätzt wird. Somit ist eine kostengünstige und robuste Bestimmung des Schadstoffs in dem Abgas möglich. Alternativ kann die Menge des Schadstoffs in dem Abgas mittels eines Abgassensors bestimmt werden. Dadurch kann die Bestimmung der Emissionen genauer erfolgen und ggf. ein Modell überprüft bzw. angepasst werden.According to one embodiment, the amount of the pollutant in the exhaust gas is determined by estimating the amount of the pollutant in a model-based manner as a function of operating parameters and / or operating variables of the internal combustion engine. An inexpensive and robust determination of the pollutant in the exhaust gas is thus possible. Alternatively, the amount of the pollutant in the exhaust gas can be determined by means of an exhaust gas sensor. This allows the emissions to be determined more precisely and, if necessary, a model can be checked or adapted.

Gemäß einer Ausführungsform kann als Betriebsparameter ein Einspritzzeitpunkt von Kraftstoff in einen Brennraum des Verbrennungsmotors, ein Einspritzdruck von Kraftstoff in den Brennraum des Verbrennungsmotors, ein Ladedruck von Verbrennungsluft, welche dem Verbrennungsmotor zugeführt wird, eine Abgasrückführungsrate einer Abgasrückführung, eine Einstellung eines Schaltsaugrohrs oder einer Drallklappe in einer Luftzuführung des Verbrennungsmotors, eine Einstellung einer Turbinengeometrie einer Abgasturbine des Verbrennungsmotors, ein Zündzeitpunkt zum Entzünden des Kraftstoffs in dem Verbrennungsmotor oder eine Einstellung von Ventilsteuerzeiten von Einlass- und Auslassventilen des Verbrennungsmotors verändert werden. Die zuvor genannten Parameter können einzeln oder in Kombination dazu beitragen, dass beispielsweise ein Kraftstoffverbrauch des Fahrzeugs verringert wird, wobei jedoch unter Umständen die Menge von Schadstoffen in dem Abgas ansteigt, oder umgekehrt die Menge der Emissionen verringert werden, während der Kraftstoffverbrauch ansteigt. Weiterhin kann durch Verändern der vorgenannten Parameter erreicht werden, dass bestimmte Schadstoffe in dem Abgas verringert werden, ggf. unter Inkaufnahme einer Erhöhung eines anderen Schadstoffgehalts oder einer Erhöhung des Kraftstoffverbrauchs. Beispielsweise kann durch die Einstellung der Abgasrückführungsrate die Menge von Rußpartikeln in dem Abgas verringert werden, wodurch beispielsweise die Menge von Stickoxiden in dem Abgas ansteigen kann. Somit kann durch geeignetes Einstellen der vorgenannten Betriebsparameter der Emissionsmittelwert für alle Schadstoffe unter dem vorgegeben Grenzwert gehalten werden.According to one embodiment, an injection time of fuel into a combustion chamber of the internal combustion engine, an injection pressure of fuel into 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 the internal combustion engine, an ignition point for igniting the fuel in the Internal combustion engine or a setting of valve timing of intake and exhaust valves of the internal combustion engine can be changed. The aforementioned parameters can, individually or in combination, contribute to reducing fuel consumption of the vehicle, for example, although the amount of pollutants in the exhaust gas may increase or, conversely, the amount of emissions may be reduced while fuel consumption increases. Furthermore, by changing the aforementioned parameters, it can be achieved that certain pollutants in the exhaust gas are reduced, possibly while 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 can be reduced, as a result of which, for example, the amount of nitrogen oxides in the exhaust gas can increase. Thus, by suitably setting the aforementioned operating parameters, the average emission value for all pollutants can be kept below the specified limit value.

Gemäß einer weiteren Ausführungsform wird der Emissionsmittelwert mit dem vorgegebenen Grenzwert verglichen und in Abhängigkeit von dem Vergleich des Emissionsmittelwerts mit dem vorgegebenen Grenzwert wird der Betriebsparameter des Verbrennungsmotors eingestellt. Wenn der Emissionsmittelwert unterhalb des vorgegeben Grenzwerts oder gleich dem vorgegeben Grenzwert ist, wird der Betriebsparameter derart eingestellt wird, dass ein Kraftstoffverbrauch des Verbrennungsmotors verringert wird. Wenn der Emissionsmittelwert oberhalb des vorgegeben Grenzwerts ist, wird der Betriebsparameter derart eingestellt, dass die Emissionen im Abgas verringert werden. Dadurch kann eine Ansteuerung des Verbrennungsmotors vereinfacht werden, indem für jeden Betriebspunkt des Verbrennungsmotors jeweils zwei Einstellwerte für den Betriebsparameter vorgesehen werden, ein verbrauchsoptimierter und ein emissionsoptimierter. Durch die Einstellung des Betriebsparameters auf den emissionsoptimierten Einstellwert kann erreicht werden, dass der Emissionsmittelwert bei Überschreiten des vorgegebenen Grenzwerts schnellstmöglich wieder unter den vorgegebenen Grenzwert gebracht werden kann.According to a further embodiment, the average emission value is compared with the predefined limit value and the operating parameter of the internal combustion engine is set as a function of the comparison of the average emission value with the predefined limit value. If the average emission value is below the predefined limit value or equal to the predefined limit value, the operating parameter is set in such a way that fuel consumption of the internal combustion engine is reduced. If the average emission value is above the predefined limit value, the operating parameter is set in such a way that the emissions in the exhaust gas are reduced. As a result, control of the internal combustion engine can be simplified by providing two setting values for the operating parameters for each operating point of the internal combustion engine, one that is optimized for consumption and one that is optimized for emissions. By setting the operating parameter to the emission-optimized setting value, it can be achieved that the average emission value can be brought back below the predetermined limit value as quickly as possible when the predetermined limit value is exceeded.

Gemäß einer weiteren Ausführungsform wird der Betriebsparameter des Verbrennungsmotors in Abhängigkeit von dem Emissionsmittelwert und dem vorgegebenen Grenzwert eingestellt, indem in Abhängigkeit von dem Emissionsmittelwert und dem vorgegebenen Grenzwert ein verbrauchsoptimierter Wert für den Betriebsparameter und ein emissionsoptimierter Wert für den Betriebsparameter gewichtet werden. der Betriebsparameter wird dann auf eine Kombination des gewichteten verbrauchsoptimierten Werts und des gewichteten emissionsoptimierten Werts eingestellt. Die Gewichtung kann beispielsweise mittels einer Kennlinie und einer Abweichung des Emissionsmittelwerts von dem vorgegebenen Grenzwert erfolgen. Somit kann der Betriebsparameter kontinuierlich derart verändert werden, dass der Emissionsmittelwert gerade unterhalb des vorgegebenen Grenzwerts gehalten wird, so dass ein Kraftstoffverbrauch des Verbrennungsmotors optimiert werden kann.According to a further embodiment, the operating parameter of the internal combustion engine is set as a function of the average emission value and the predetermined limit value by adding a consumption-optimized value for the operating parameter and an emission-optimized value for the operating parameters are weighted. the operating parameter is then set to a combination of the weighted consumption-optimized value and the weighted emission-optimized value. The weighting can take place, for example, by means of a characteristic curve and a deviation of the mean emission value from the predetermined limit value. The operating parameter can thus be changed continuously in such a way that the average emission value is just kept below the predetermined limit value, so that fuel consumption of the internal combustion engine can be optimized.

Gemäß der vorliegenden Erfindung wird weiterhin ein Verbrennungsmotor mit einer Steuervorrichtung bereitgestellt. Die Steuervorrichtung ist in der Lage, das erfindungsgemäße Verfahren zum Betreiben des Verbrennungsmotors auszuführen. Somit kann im Betrieb des Verbrennungsmotors sichergestellt werden, dass der vorgegebene Grenzwert zumindest im Mittel nicht überschritten wird und gleichzeitig ein Verbrauch des Verbrennungsmotors optimiert wird.According to the present invention, there is further provided an internal combustion engine having a control device. The control device is able to carry out the method according to the invention for operating the internal combustion engine. It can thus be ensured during operation of the internal combustion engine that the predetermined limit value is not exceeded, at least on average, and that consumption of the internal combustion engine is optimized at the same time.

Gemäß der vorliegenden Erfindung wird schließlich ein Fahrzeug mit einem Verbrennungsmotor, wie er zuvor beschrieben wurde, bereitgestellt.According to the present invention, finally, a vehicle with an internal combustion engine as described above is provided.

Die vorliegende Erfindung wird nachfolgend unter Bezugnahme auf die Zeichnung im Detail beschrieben werden.

  • Fig. 1 zeigt Verfahrensschritte eines Verfahrens zum Betreiben eines Verbrennungsmotors gemäß einer Ausführungsform der vorliegenden Erfindung.
  • Fig. 2 zeigt Verfahrensschritte eines Verfahrens zum Betreiben eines Verbrennungsmotors gemäß einer weiteren Ausführungsform der vorliegenden Erfindung.
  • Fig. 3 zeigt Verfahrensschritte eines Verfahrens zum Betreiben eines Verbrennungsmotors gemäß noch einer weiteren Ausführungsform der Erfindung.
  • Fig. 4 zeigt schematisch ein Fahrzeug gemäß einer Ausführungsform der vorliegenden Erfindung.
The present invention will be described in detail below with reference to the drawing.
  • Fig. 1 shows method steps of a method for operating an internal combustion engine according to an embodiment of the present invention.
  • Fig. 2 shows method steps of a method for operating an internal combustion engine according to a further embodiment of the present invention.
  • Fig. 3 shows method steps of a method for operating an internal combustion engine according to yet another embodiment of the invention.
  • Fig. 4 Fig. 3 schematically shows a vehicle according to an embodiment of the present invention.

Fig. 1 zeigt eine erste Ausführungsform eines Verfahrens zum Betreiben eines Verbrennungsmotors. Das geregelte oder gesteuerte Betreiben eines Verbrennungsmotors wird auch als Motorapplikation bezeichnet. In einem ersten Schritt 11 wird ein aktueller Emissionsstatus (ES) des Fahrzeugs ermittelt. Dies kann insbesondere unabhängig von einem Fahrzyklus erfolgen, d.h. bei einer kennfeldweiten Emissionsüberwachung. Bei einer derartigen kennfeldweiten Emissionsüberwachung können Schadstoffemissionen in ein Verhältnis zu einer abgegebenen Kohlendioxidmasse gesetzt werden. Dies bedeutet beispielsweise, dass pro Kilogramm abgegebenes oder emittiertes Kohlendioxid nicht mehr als eine vorgegebene Masse an Stickoxiden (NOx) oder Rußpartikeln erzeugt werden darf. Ob der Verbrennungsmotor bzw. das Fahrzeug vorgegebene Grenzen zur Schadstoffemission einhält, kann beispielsweise mittels portabler Emissionsmesssysteme in beispielsweise einem Alltagsbetrieb des Fahrzeugs ermittelt werden. Derartige Überwachungsverfahren werden als PEMS-Verfahren (Portable Emission Measurement System) bezeichnet. Der Emissionsstatus kann insbesondere als gleitender Mittelwert der Schadstoffemissionen über die vorgegebene Menge an Kohlendioxid bestimmt werden. Neben einer direkten Messung der Kohlendioxid- und Schadstoffmengen können diese Mengen auch aus Betriebsdaten des Fahrzeugs sowie diversen Sensorsignalen mit hinreichender Genauigkeit modelliert werden. Beispielsweise kann die abgegebene Kohlendioxidmasse aus einem Einspritzdruck, beispielsweise einem sog. Rail-Druck, und einer Ansteuerdauer von Injektoren eines Verbrennungsmotors berechnet werden. Ebenso können mit Hilfe geeigneter Modelle Partikel- und NOx-Emissionen bestimmt werden. In einem zweiten Schritt 12 wird überprüft, ob der Emissionsstatus ES einen vorgegebenen oder vorgebbaren Grenzwert GW1 überschreitet oder nicht. Wird der Grenzwert überschritten, so wird im Schritt 13 eine Anpassung des Motorbetriebs derart vorgenommen, dass gegenüber einem Regelbetrieb oder Normalbetrieb ein schadstoffemissionsgeminderter Betrieb eingestellt wird. Dieser schadstoffemissionsgeminderte Betrieb kann auch zu Lasten des Verbrauchs oder der Kohlendioxidemissionen erfolgen, d.h. dieser Motorbetrieb ist nicht verbrauchsneutral, sondern kann zu einer Erhöhung des Kraftstoffverbrauchs beitragen. Fig. 1 shows a first embodiment of a method for operating an internal combustion engine. The regulated or controlled operation of an internal combustion engine is also referred to as engine application. In a first step 11 a current Emission status (ES) of the vehicle determined. This can in particular take place independently of a driving cycle, ie with a map-wide emission monitoring. With such a map-wide emission monitoring system, pollutant emissions can be related to an emitted carbon dioxide mass. This means, for example, that no more than a specified mass of nitrogen oxides (NOx) or soot particles may be generated per kilogram of carbon dioxide released or emitted. Whether the internal combustion engine or the vehicle complies with specified limits for pollutant emissions can be determined, for example, by means of portable emission measurement systems in, for example, everyday operation of the vehicle. Monitoring methods of this type are referred to as PEMS methods (Portable Emission Measurement System). The emission status can in particular be determined as a moving average of the pollutant emissions over the specified amount of carbon dioxide. In addition to a direct measurement of the amounts of carbon dioxide and pollutants, these amounts can also be modeled with sufficient accuracy from the vehicle's operating data and various sensor signals. For example, the released carbon dioxide mass can be calculated from an injection pressure, for example what is known as a rail pressure, and an activation duration of injectors of an internal combustion engine. Particle and NOx emissions can also be determined with the aid of suitable models. In 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, then in step 13 an adaptation of the engine operation is carried out in such a way that an operation with reduced pollutant emissions is set compared to normal operation or normal operation. This pollutant emission-reduced operation can also take place 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.

Wird der vorgebbare Grenzwert GW1 nicht überschritten, so wird im Schritt 14 der Regel- oder Normalbetrieb für den Motor eingestellt, welcher sich durch einen günstigen Verbrauch gegenüber dem emissionsgeminderten Betrieb auszeichnet. Die zuvor beschriebenen Verfahrensschritte werden kontinuierlich durchgeführt, d.h. nach einer Änderung der Motorapplikation wird der Emissionsstatus ES erneut ermittelt und bewertet. Insbesondere kann dabei berücksichtigt werden, dass ein gleitender Mittelwert des Emissionsstatus ES den Grenzwert GW1 nicht überschreitet, so dass das Fahrzeug auch bei einem PEMS-Verfahren stets die Werte für die geforderten Schadstoffemissionen einhält.If the predeterminable limit value GW1 is not exceeded, then in step 14 the control or normal operation is set for the engine, which is characterized by a favorable consumption compared to the operation with reduced emissions. The process steps described above are carried out continuously, i.e. after a change in the engine application, the emission status ES is determined and evaluated again. In particular, it can be taken into account that a sliding mean value of the emission status ES does not exceed the limit value GW1, so that the vehicle always adheres to the values for the required pollutant emissions even with a PEMS method.

Die vorgegebene Masse an Kohlendioxid, über welche die Menge an Stickoxiden und Partikeln zur Ermittlung des Emissionsstatus im Schritt 11 ermittelt werden, kann beispielsweise in einem Bereich von 600-2500g liegen, oder, beispielsweise einer Kraftstoffmenge von ca. 0,2 - 1 Liter entsprechen. Die Menge an Kohlendioxid, über welche die Schadstoffe bei der Ermittlung des Emissionsstatus ES ermittelt werden, kann darüber hinaus in Abhängigkeit von Prüfverfahren einstellbar sein.The specified mass of carbon dioxide, via which the amount of nitrogen oxides and particles to determine the emission status are determined in step 11, can, for example, be in a range of 600-2500 g, or, for example, correspond to a fuel amount of approx. 0.2-1 liter . The amount of carbon dioxide that the pollutants use in determining the Emission status ES are determined, can also be adjustable depending on the test method.

Fig. 2 zeigt eine weitere Ausführungsform des erfindungsgemäßen Verfahrens, bei welcher die Motorapplikation mit einer Hysterese versehen ist. Dazu wird ein zweiter Grenzwert GW2 unterhalb des Grenzwertes GW1 definiert. Wenn der im Schritt 11 ermittelte Emissionsstatus ES den ersten Grenzwert GW1 überschreitet, wird der Motor emissionsgemindert (Schritt 13) betrieben. Erst bei Unterschreiten des zweiten Grenzwertes GW2, was im Schritt 21 überprüft wird, wird im Schritt 14 der Verbrennungsmotor auf den Regel- bzw. Normalbetrieb zurückgestellt. Fig. 2 shows a further embodiment of the method according to the invention, in which the engine application is provided with a hysteresis. For this purpose, a second limit value LV2 is defined below the limit value LV1. If the emission status ES determined in step 11 exceeds the first limit value GW1, the engine is operated with reduced emissions (step 13). Only when the second limit value GW2 is undershot, which is checked in step 21, is the internal combustion engine reset to normal or normal operation in step 14.

Fig. 3 zeigt eine weitere Ausführungsform, welche eine gleitende Berücksichtigung des Emissionsstatus bei der Einstellung des Verbrennungsmotors aufweist. Zunächst wird im Schritt 11 der Emissionsstatus ES ermittelt. Der Emissionsstatus ES umfasst beispielsweise einen gleitenden Mittelwert einer Masse an Stickoxiden, welche während einer vorgegebenen Menge von abgegebenem Kohlendioxid abgegeben wird. Zusätzlich kann der Emissionsstatus einen gleitenden Mittelwert einer Menge von Partikeln umfassen, welche während der vorgegebenen Menge von Kohlendioxid emittiert wird. Mittels einer Kennlinie, welche den Grenzwert berücksichtigt, wird im Schritt 31 aus dem Emissionsstatus ES eine Emissionsgewichtung (EG) ermittelt, welche eine verbrauchsoptimierte Einstellung und eine emissionsoptimierte Einstellung des Verbrennungsmotors gewichtet. Die im Schritt 31 bestimmte Emissionsgewichtung EG kann beispielsweise einen Faktor zwischen 0 und 1 umfassen, welcher bei niedrigen Emissionsstatuswerten zu Gunsten des Verbrauchs niedrig und bei hohen Emissionsstatuswerten zu Gunsten der Emissionsminderung hoch sein kann. Mit dem Emissionsgewichtungsfaktor EG werden die Daten einer verbrauchsoptimierten Applikation 32 und einer emissionsoptimierten Applikation 33 gewichtet und addiert, und der Verbrennungsmotor entsprechend im Schritt 34 eingestellt. Dadurch kann ein verbrauchsoptimaler Betrieb ohne Überschreiten von geforderten Emissionsgrenzwerten erzielt werden. Fig. 3 shows a further embodiment, which has a sliding consideration of the emission status when setting the internal combustion engine. First of all, the emission status ES is determined in step 11. The emission status ES includes, for example, a moving average value of a mass of nitrogen oxides which is emitted during a predetermined amount of emitted carbon dioxide. In addition, the emission status can comprise a moving average of an amount of particles which is emitted during the predetermined amount of carbon dioxide. Using a characteristic curve which takes the limit value into account, an emissions weighting (EG) is determined in step 31 from the emission status ES, which weights a consumption-optimized setting and an emission-optimized setting of the internal combustion engine. The emission weighting EG determined in step 31 can include, for example, a factor between 0 and 1, which can be low in favor of consumption in the case of low emission status values and high in favor of emission reduction in the case of high emission status values. With 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 internal combustion engine is adjusted accordingly in step 34. As a result, consumption-optimized operation can be achieved without exceeding the required emission limit values.

Die zuvor beschriebenen Verfahren sind für Verbrennungsmotoren mit kennfeldweiter Emissionsüberwachung, insbesondere für Fahrzeugmotoren nachdem Diesel- oder Ottoverfahren, geeignet.The methods described above are suitable for internal combustion engines with emission monitoring across the map, in particular for vehicle engines based on the diesel or Otto process.

Fig. 4 zeigt ein Fahrzeug 41 gemäß einer Ausführungsform der vorliegenden Erfindung. Das Fahrzeug 41 umfasst einen Verbrennungsmotor 42 und eine Steuervorrichtung 43. Die Steuervorrichtung 43 ist zur Durchführung des in den Figuren 1-3 beschriebenen Verfahrens geeignet. Die Steuervorrichtung 43 kann Bestandteil einer Motorelektronik des Fahrzeugs 41 sein. Mittels der zuvor im Zusammenhang mit den Figuren 1-3 beschriebenen Verfahren kann die Steuervorrichtung 43 sicherstellen, dass bei einem Betrieb des Fahrzeugs 41 Schadstoffemissionen des Fahrzeugs 41 ein Verhältnis zu einer vorbestimmten Kohlendioxidmasse nicht überschreiten. Fig. 4 Figure 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 for performing the in the Figures 1-3 described method suitable. The control device 43 can be part of engine electronics of the vehicle 41 be. By means of the previously in connection with the Figures 1-3 described method, the control device 43 can ensure that when the vehicle 41 is operating, pollutant emissions of the vehicle 41 do not exceed a ratio to a predetermined carbon dioxide mass.

Um einen emissionsoptimierten oder einem verbrauchsoptimierten Betrieb des Verbrennungsmotors 42 zu erreichen, können verschiedene Betriebsparameter des Motors verändert und eingestellt werden. Die Betriebsparameter können beispielsweise umfassen:

  • einen Einspritzbeginn von Vor-, Haupt- und Nacheinspritzungen,
  • einen Kraftstoffdruck, beispielsweise einen Raildruck bei einem Motor mit einer sog. Common Rail-Einspritzung,
  • eine Einspritzungsdauer,
  • eine Abgasrückführrate eines Abgasrückführsystems des Verbrennungsmotors,
  • einen Ladedruck eines Abgasturboladers oder eines Kompressors des Verbrennungsmotors,
  • eine Einstellung einer Ladungsbewegungsklappe im Ansaugtrakts des Verbrennungsmotors,
  • eine Einstellung einer Drallklappe oder eines Schaltsaugrohrs im Ansaugtrakt des Verbrennungsmotors,
  • eine Einstellung von Drosselklappen im Ansaug- oder Abgastrakt des Verbrennungsmotors,
  • eine Ventilsteuerzeit von Einlass- und Auslassventilen des Verbrennungsmotors,
  • eine Einstellung eines Abgasturboladers mit einer variablen Turbinengeometrie, und/oder
  • einen Zündzeitpunkt, insbesondere bei Verbrennungsmotoren nach dem Ottoverfahren.
In order to achieve an emission-optimized or a consumption-optimized operation of the internal combustion engine 42, various operating parameters of the engine can be changed and set. The operating parameters can include, for example:
  • an injection start of pilot, main and post-injections,
  • a fuel pressure, for example a rail pressure in an engine with a so-called common rail injection,
  • an injection duration,
  • an exhaust gas recirculation rate of an exhaust gas recirculation system of the internal combustion engine,
  • a boost pressure of an exhaust gas turbocharger or a compressor of the internal combustion engine,
  • an adjustment of a charge movement flap in the intake tract of the internal combustion engine,
  • an adjustment of a swirl flap or a variable intake manifold in the intake tract of the internal combustion engine,
  • an adjustment of throttle valves in the intake or exhaust tract of the internal combustion engine,
  • a valve timing of intake and exhaust valves of the internal combustion engine,
  • an adjustment of an exhaust gas turbocharger with a variable turbine geometry, and / or
  • an ignition point, especially in internal combustion engines based on the Otto process.

Claims (13)

  1. Method for operating an internal combustion engine, comprising:
    - determining (11) an emissions mean value (ES) of a pollutant in the exhaust gas of the internal combustion engine (42) by virtue of a quantity of the pollutant in the exhaust gas being determined while the internal combustion engine (42) outputs a specified carbon dioxide quantity, and
    - setting (13, 14) an operating parameter of the internal combustion engine (42) in a manner dependent on the emissions mean value (ES) and on at least one specified or specifiable threshold value (GW1, GW2), characterized in that the emissions mean value (ES) is determined as a floating mean value of the pollutant emission in relation to the specified carbon dioxide quantity.
  2. Method according to Claim 1, wherein the pollutant comprises nitrogen oxide and/or soot particles.
  3. Method according to any one of the preceding claims, wherein the internal combustion engine (42) is, during the determination of the emissions mean value (ES), operated at one or more arbitrary operating points of the internal combustion engine (42).
  4. Method according to any one of the preceding claims, wherein the internal combustion engine (42) is, during the determination of the emissions mean value (ES), operated independently of a specified driving cycle.
  5. Method according to any one of the preceding claims, wherein the determination of the emissions mean value (ES) comprises:
    - determining a fuel quantity that is to be fed to the internal combustion engine (42) in order to generate the specified carbon dioxide quantity in the exhaust gas, and
    - determining the quantity of the pollutant in the exhaust gas while the fuel quantity is being fed to the internal combustion engine.
  6. Method according to Claim 5, wherein the specified carbon dioxide quantity is a quantity in a range from 600 g to 2500 g.
  7. Method according to any one of the preceding claims, wherein the determination of the quantity of the pollutant in the exhaust gas comprises:
    - estimating the quantity of the pollutant on the basis of a model in a manner dependent on the operating parameters and/or operating values of the internal combustion engine (42), and/or
    - detecting the quantity of the pollutant in the exhaust gas by means of an exhaust-gas sensor.
  8. Method according to any one of the preceding claims, wherein the operating parameter comprises:
    - a time of injection of fuel into the combustion chamber of the internal combustion engine (42),
    - a pressure of injection of fuel into the combustion chamber of the internal combustion engine (42),
    - a charge pressure of combustion air fed to the internal combustion engine (42),
    - an exhaust-gas recirculation rate of an exhaust-gas recirculation arrangement,
    - a setting of a switchable intake pipe or of a swirl flap of a combustion air feed of the internal combustion engine (42),
    - a setting of a turbine geometry of an exhaust-gas turbine of the internal combustion engine (42),
    - an ignition time for the ignition of fuel in the internal combustion engine (42), and/or
    - a setting of valve control timings of inlet and outlet valves of the internal combustion engine (42).
  9. Method according to any one of the preceding claims, wherein the setting of the operating parameter of the internal combustion engine in a manner dependent on the emissions mean value and on the specified threshold value comprises:
    - comparing (12) the emissions mean value (ES) with the threshold value (GW1, GW2), and
    - setting (13, 14) the operating parameter of the internal combustion engine (42) in a manner dependent on the comparison of the emissions mean value (ES) with the threshold value (GW1, GW2).
  10. Method according to Claim 9, wherein the setting of the operating parameter of the internal combustion engine in a manner dependent on the comparison of the emissions mean value with the specified threshold value comprises:
    - setting (14) the operating parameter such that a fuel consumption of the internal combustion engine is reduced if the emissions mean value is below the specified threshold value or is equal to the specified threshold value, and
    - setting (13) the operating parameter such that emissions in the exhaust gas are reduced if the emissions mean value is above the specified threshold value.
  11. Method according to any one of the preceding claims, wherein the setting of the operating parameter of the internal combustion engine in a manner dependent on the emissions mean value and on the specified threshold value comprises:
    - weighting a consumption-optimized value (32) for the operating parameter and an emissions-optimized value (33) for the operating parameter in a manner dependent on the emissions mean value and on the specified threshold value, and
    - setting (34) the operating parameter to a combination of the weighted consumption-optimized value and of the weighted emissions-optimized value.
  12. Internal combustion engine having a control device (43) which is configured to carry out the method according to any one of Claims 1-11.
  13. Vehicle having an internal combustion engine (42) according to Claim 12.
EP13000061.5A 2012-01-26 2013-01-08 Method for operating a combustion engine Active EP2620625B1 (en)

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DE102012001477A DE102012001477A1 (en) 2012-01-26 2012-01-26 Method for operating an internal combustion engine

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DE102015209649A1 (en) * 2015-05-27 2016-12-01 Robert Bosch Gmbh Method for optimizing engine emissions
DE102016001367A1 (en) * 2016-02-06 2017-08-10 GM Global Technology Operations LLC (n. d. Gesetzen des Staates Delaware) Method and system for controlling an internal combustion engine and / or an exhaust gas aftertreatment device of a vehicle, vehicle with such a system and computer program product for carrying out such a method and control device with such a computer program product

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US6308130B1 (en) * 1999-07-23 2001-10-23 Clean Air Technologies International, Inc. Portable on-board mass emissions measuring system
DE10000339A1 (en) 2000-01-07 2001-08-16 Volkswagen Ag Device and method for controlling an exhaust gas recirculation rate of an exhaust gas recirculation device for internal combustion engines during lean operation
DE10111586A1 (en) * 2001-03-10 2002-09-12 Volkswagen Ag Process for operating internal combustion engines
DE10333933A1 (en) 2002-09-03 2005-02-24 Robert Bosch Gmbh Method and device for controlling an internal combustion engine
DE102007042749A1 (en) * 2007-09-07 2009-03-12 Testo Ag Method for determination of specific nitrogen oxide emission as exhaust characteristic number of combustion engine, involves determining nitrogen oxide mass flow as operating characteristic
DE102009006466A1 (en) * 2009-01-28 2009-09-24 Daimler Ag Actual energy consumption information displaying method for motor vehicle, involves displaying difference between discharge quantities determined during combustion operation and hybrid operation of vehicle, as saved discharge quantity
DE102009026556A1 (en) 2009-05-28 2010-12-02 Ford Global Technologies, LLC, Dearborn Method for holding nitrogen oxide emissions of internal combustion engine of motor vehicle, involves modifying basic setting point of combustion engine depending on deviation of monitored nitrogen oxide content from stored reference value
DE102009029586A1 (en) 2009-09-18 2011-03-24 Robert Bosch Gmbh Method for operating internal combustion engine, involves determining of nitrogen oxide emission value of internal combustion engine

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