EP2659122A1 - Method for controlling measures for heating a catalytic converter in an internal combustion engine comprising two injectors per cylinder - Google Patents

Method for controlling measures for heating a catalytic converter in an internal combustion engine comprising two injectors per cylinder

Info

Publication number
EP2659122A1
EP2659122A1 EP11779444.6A EP11779444A EP2659122A1 EP 2659122 A1 EP2659122 A1 EP 2659122A1 EP 11779444 A EP11779444 A EP 11779444A EP 2659122 A1 EP2659122 A1 EP 2659122A1
Authority
EP
European Patent Office
Prior art keywords
injection
injection system
internal combustion
combustion engine
fuel
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP11779444.6A
Other languages
German (de)
French (fr)
Inventor
Andreas Gutscher
Andreas Posselt
Marko Lorenz
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.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
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 Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP2659122A1 publication Critical patent/EP2659122A1/en
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/1015—Air intakes; Induction systems characterised by the engine type
    • F02M35/10177—Engines having multiple fuel injectors or carburettors per cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
    • F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
    • F01N3/2006—Periodically heating or cooling catalytic reactors, e.g. at cold starting or overheating
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/009—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more separate purifying devices arranged in series
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
    • F01N3/22—Control of additional air supply only, e.g. using by-passes or variable air pump drives
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/24—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by constructional aspects of converting apparatus
    • F01N3/30—Arrangements for supply of additional air
    • F01N3/32—Arrangements for supply of additional air using air pump
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D37/00—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for
    • F02D37/02—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for one of the functions being ignition
    • 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
    • F02D41/024—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus
    • F02D41/0255—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus to accelerate the warming-up of the exhaust gas treating apparatus at engine start
    • 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
    • F02D41/30—Controlling fuel injection
    • F02D41/3094—Controlling fuel injection the fuel injection being effected by at least two different injectors, e.g. one in the intake manifold and one in the cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
    • F02P5/15—Digital data processing
    • F02P5/1502—Digital data processing using one central computing unit
    • F02P5/1506—Digital data processing using one central computing unit with particular means during starting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2560/00—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics
    • F01N2560/02—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being an exhaust gas sensor
    • F01N2560/025—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being an exhaust gas sensor for measuring or detecting O2, e.g. lambda sensors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
    • F02D2009/0201—Arrangements; Control features; Details thereof
    • F02D2009/0222—Exhaust gas temperature
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the invention relates to an injection system, an internal combustion engine and a method for operating an injection system according to the preamble of claim 1. Furthermore, the invention relates to a computer program, a storage medium and a control device.
  • Internal combustion engines with intake manifold injection with two injection valves per cylinder are well known.
  • the document DE 10 2008 044 244 A1 discloses an internal combustion engine having at least one combustion chamber, wherein the combustion chamber has two fuel inlet openings, which can each be closed by an inlet valve.
  • the internal combustion engine also has a fuel injection device which, in association with the at least one combustion chamber, has a first and a separate second injection valve for the metered injection of fuel into at least one intake passage of the combustion chamber.
  • the injectors spray the fuel while atomized in the form of spray cones in the direction of the intake valves.
  • catalyst devices To comply with emission limits of internal combustion engines, it is known to use catalyst devices. Such catalyst devices then operate efficiently in terms of reducing exhaust emissions when they have an operating temperature of several hundred degrees Celsius. In particular, in the start phase or cold start phase of the internal combustion engine, it is therefore necessary to achieve heating of the catalyst device to operating temperature in the shortest possible time. Disclosure of the invention
  • the injection system according to the invention, the internal combustion engine according to the invention and the inventive method for operating an injection system according to the independent claims have the advantage over the prior art that the internal combustion engine can be controlled in a simple manner to better than it is possible faster, the catalyst device to operating temperature bring to.
  • a heating device for faster heating of the catalyst device in conjunction with the use of a first injection valve and a second injection valve per combustion chamber, it is particularly advantageous according to the invention to reduce the time to heat the catalyst device and thereby increase the efficiency of the catalyst device. In this way, the exhaust emission, in particular in the start phase or in the cold start phase of the internal combustion engine can be partially considerably reduced.
  • the heating device in conjunction with the use of a first and second injection valve per combustion chamber, it is particularly advantageously possible to reduce the time for heating the catalyst device by using the first and second injection valves to obtain a comparatively large amount of fuel (in relation to the intake air quantity ) is injected into the intake manifold (slightly rich to very rich fuel-air mixture, resulting in that in the combustion exhaust gases still parts of unburned fuel are present, by the combustion of a rapid increase in temperature of the catalyst device is possible) by further realized in comparison to a continuous mode of operation of the internal combustion engine in the sense of a later ignition timing ignition point and in addition, in addition, the heating device is activated.
  • the fuel metering can be carried out more accurately and more accurately reproducible and thus be more demand-responsive overall - especially with regard to the starting phase or cold start phase of the internal combustion engine.
  • the droplet size of the fuel spray can be reduced and thus defects in the fuel spray can be reduced. Burning can be avoided, so that a later ignition is even possible.
  • a faster heating of the catalyst device is possible, so that the start and warm-up phase is optimally shortened in time and converts the catalyst device as quickly as possible as completely as possible.
  • the better burning of the fuel mixture in the combustion chamber also leads to an increased temperature in the combustion chamber and thus also to hot Rohabgasen.
  • the catalyst warms up more quickly (correspondingly, the so-called “catalyst light-off” point (ie the temperature point at which the efficacy of the catalyst increases abruptly) and the dew point end for the lambda probe become faster achieved) and reaches faster the light-off temperature, from which the catalyst works efficiently.
  • exhaust gas reductions can be achieved, which require a plurality of measures and are not achievable by individual measures alone.
  • the burn-through is further facilitated by the use of two separate injectors, since each injector only needs to inject a reduced flow rate of fuel, thereby achieving a lower spray density, ie, advantageously reducing the characteristic droplet size, particularly the Sauter diameter, of the atomized fuel , Due to the possibility of finer and more accurate dosing of the fuel, the overall combustion behavior in the combustion chamber is significantly improved and there are fewer raw exhaust gases.
  • the catalyst can be made smaller and a portion of the precious metals required for the catalyst can be saved.
  • the improved burn-through and the resulting smoother running also allows a lower idle speed, which in turn reduces the exhaust emissions.
  • the internal combustion engine according to the invention preferably comprises a gasoline engine with intake manifold injection for a motor vehicle, preferably an automobile. This may be the fuel used to gasoline or ethanol or a mixture.
  • the internal combustion engine preferably comprises more than one cylinder, wherein each of the cylinders comprises a combustion chamber with two inlet valves, wherein each inlet valve is preferably assigned in each case a separate injection valve.
  • the use of the first and second injectors makes it possible in an advantageous manner for the gas to be metered over a large area (different injection quantities of fuel) with great accuracy.
  • desired injection amount of fuel can be injected.
  • the first injection valve could be designed to be twice as large as the second injection valve in terms of the design quantity of maximum injectable fuel (so-called quantity Qstat) (under predetermined operating conditions); in this case, it is possible, for example, to use only the second injection valve (ie, to shut off or not actuate the first injector) in the case of relatively small amounts of fuel to be metered precisely because of the smaller design quantity, in the case of medium-sized amounts of fuel to be injected to use only the first injector (ie shut off the second injector or not to control) and because of the design quantity of the first injector to dose accurately and in a not too large window, and in the case of comparatively large amounts of fuel to be injected (for example, in full load ) to use both the first and the second injection valve.
  • quantity Qstat design quantity
  • the heating device comprises a secondary air pump.
  • the secondary air pump is configured to convey air into the combustion air of the internal combustion engine.
  • the first injection valve is arranged in a first intake passage which opens into the combustion chamber through the first intake port
  • the second injection valve is arranged in a second intake port which opens into the combustion chamber through the second intake port.
  • the spray cone of each injection valve can thus be adapted in a simple manner to the respective intake channel and the respective inlet opening, so that wetting of the outer walls of the intake channels as well as wetting of a partition wall between the first and second inlet openings is effectively prevented on the one hand.
  • the wall film thickness and the inhomogeneity of the mixture distribution is thereby reduced.
  • the first and the second injection valve each have only a single injection opening.
  • the first and the second injection valve thus preferably each comprise an injection nozzle with a single-jet characteristic. Compared to the use of a single injection valve with two injection openings (two-jet characteristic), this has the advantage that the fuel spray can be optimally adapted to the geometry of the intake ducts.
  • Another object of the present invention is a method for operating an injection system according to the invention.
  • the ignition point is shifted in such a way that a spark timing of the fuel / air mixture which is later than a continuous operating mode is used in the combustion chamber.
  • a larger amount of fuel is injected compared to a comparable operating situation of the continuous operating mode and the heating device is activated.
  • a faster heating time of the catalyst device is achieved in an advantageous manner according to the invention.
  • the shift of the ignition timing takes place at a temperature of the catalyst device below a predetermined limit temperature.
  • Figure 1 is a schematic plan view of a cylinder head portion of a cylinder of an internal combustion engine with an injection system of the present invention
  • Figure 2 is a schematic representation of a heating device for an inventive injection system of an internal combustion engine.
  • the internal combustion engine 1 has a cylinder which comprises a combustion chamber 2 and in which a piston 2 'moves.
  • the wall of the combustion chamber 2 has a first and a second inlet opening 10 ', 20', through which in each case an air-fuel mixture is sucked into the combustion chamber 2 and a first and second outlet opening 30, 31, through which the raw gases of the burned Air-fuel mixture from the combustion chamber 2 in first and second outlet channels 32, 33 are ejected.
  • the internal combustion engine 1 has a first inlet valve 10, which is provided for closing the first inlet opening 10 'and is arranged between a first suction channel 11 and the combustion chamber 2.
  • the internal combustion engine 1 also has a second inlet valve 20, which is provided for closing the second inlet opening 20 'and is arranged between a second inlet channel 21 and the combustion chamber 2.
  • the first and the second intake port 1 1, 21 open on a side facing away from the combustion chamber 2 in a common intake manifold, not shown, by a suction pipe arranged in the throttle valve (not shown) fresh air is sucked through the suction pipe in the direction of the combustion chamber 2.
  • a first injection valve 12 is arranged, which has a first injection port 14 through which fuel 3 (in particular in the form of a spray of fuel droplets) through the first intake port 11 in the region of the first inlet port 10 'is sprayed.
  • a separate second injection valve 22 is arranged in the second intake passage 21, which has a single second injection port 24, through which a fuel mixture 3 is sprayed through the second intake passage 21 in the region of the second inlet port 20 '.
  • the internal combustion engine 1 further comprises a spark plug or a plurality of spark plugs, which are not shown specifically.
  • the heating device 60 has in particular a secondary air pump 61, a secondary air valve 62, a switching relay 63 for the secondary air, a lambda probe 64 or a plurality of lambda probes 64 and a temperature sensor 65.
  • the heating device 60 is controlled by a control device 50 (engine control unit) of the internal combustion engine 1, which is characterized in Figure 2 by means of different double arrows.
  • the secondary air pump 61 blows fresh air via the secondary air valve 62 into the exhaust system.
  • the temperature sensor 65 provides a signal about the exhaust gas and / or catalyst temperature to the control device 50.
  • the system shown is suitable, for example, for a chemical heating of the catalyst device 66 by oxidation of exhaust gas constituents, for example the still unburned exhaust gas components or the exhaust gas component CO to C0 second ,
  • the catalyst device 66 is provided in particular as a three-way catalyst 66.
  • the at this Oxida- The large amount of heat energy released heats up the catalyst device 66.
  • the oxidation of CO to C0 2 is achieved in this system that CO is generated in the exhaust gas by operation of the internal combustion engine with fuel-rich mixture and that the necessary for the oxidation of CO oxygen is injected through the secondary air pump 61 into the exhaust system.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Health & Medical Sciences (AREA)
  • Toxicology (AREA)
  • Theoretical Computer Science (AREA)
  • Signal Processing (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

The invention relates to an injection system for an internal combustion engine comprising at least one combustion chamber, wherein a wall of the combustion chamber is provided with a first inlet opening that can be closed by a first inlet valve and with a second inlet opening that can be closed by a second inlet valve. The injection system comprises a first injection valve (12) for the metered injection of fuel into the region of the first inlet opening, and a second injection valve (22) for the metered injection of fuel into the region of the second inlet opening, wherein the injection system comprises a catalytic converter unit and a heating device (60) for quickly heating the catalytic converter unit (66).

Description

Beschreibung  description
Titel title
VERFAHREN ZUR STEUERUNG VON KATALYS ATO RHEIZMASSNAHMEN IN EINER BRENNKRAFTMASCHINE MIT ZWEI INJEKTOREN PER ZYLINDER METHOD FOR CONTROLLING CATALYS ATO HEATING MEASURES IN A COMBUSTION ENGINE WITH TWO INJECTORS PER CYLINDER
Stand der Technik State of the art
Die Erfindung betrifft ein Einspritzsystem, eine Brennkraftmaschine und ein Verfahren zum Betreiben eines Einspritzsystems nach dem Oberbegriff des Anspruchs 1. Ferner betrifft die Erfindung ein Computerprogramm, ein Speichermedium und eine Steuereinrichtung. The invention relates to an injection system, an internal combustion engine and a method for operating an injection system according to the preamble of claim 1. Furthermore, the invention relates to a computer program, a storage medium and a control device.
Brennkraftmaschinen mit Saugrohreinspritzung mit zwei Einspritzventilen pro Zylinder sind allgemein bekannt. Beispielsweise ist aus der Druckschrift DE 10 2008 044 244 A1 eine Brennkraftmaschine mit wenigstens einem Brennraum bekannt, wobei der Brennraum zwei Kraftstoff-Einlassöffnungen aufweist, welche jeweils durch ein Einlassventil verschließbar sind. Die Brennkraftmaschine weist ferner eine Kraftstoffeinspritzvorrichtung auf, die in Zuordnung zu dem wenigstens einen Brennraum ein erstes und ein separates zweites Einspritzventil zum dosierten Einspritzen von Kraftstoff in mindestens einen Ansaugkanal des Brennraums aufweist. Die Einspritzventile spritzen den Kraftstoff dabei zerstäubt in Form von Spraykegeln in Richtung der Einlassventile. Internal combustion engines with intake manifold injection with two injection valves per cylinder are well known. For example, the document DE 10 2008 044 244 A1 discloses an internal combustion engine having at least one combustion chamber, wherein the combustion chamber has two fuel inlet openings, which can each be closed by an inlet valve. The internal combustion engine also has a fuel injection device which, in association with the at least one combustion chamber, has a first and a separate second injection valve for the metered injection of fuel into at least one intake passage of the combustion chamber. The injectors spray the fuel while atomized in the form of spray cones in the direction of the intake valves.
Zur Einhaltung von Emissionsgrenzwerten von Brennkraftmaschinen ist es bekannt, Katalysatoreinrichtungen einzusetzen. Solche Katalysatoreinrichtungen arbeiten dann effizient im Sinne einer Reduzierung von Abgasemissionen, wenn sie eine Betriebstemperatur von mehreren hundert Grad Celsius aufweisen. Insbesondere in der Startphase bzw. Kaltstartphase der Brennkraftmaschine ist es daher erforderlich, in möglichst kurzer Zeit eine Aufheizung der Katalysatoreinrichtung auf Betriebstemperatur zu erreichen. Offenbarung der Erfindung To comply with emission limits of internal combustion engines, it is known to use catalyst devices. Such catalyst devices then operate efficiently in terms of reducing exhaust emissions when they have an operating temperature of several hundred degrees Celsius. In particular, in the start phase or cold start phase of the internal combustion engine, it is therefore necessary to achieve heating of the catalyst device to operating temperature in the shortest possible time. Disclosure of the invention
Das erfindungsgemäße Einspritzsystem, die erfindungsgemäße Brennkraftmaschine und das erfindungsgemäße Verfahren zum Betrieb eines Einspritzsystems gemäß den nebengeordneten Ansprüchen haben gegenüber dem Stand der Technik den Vorteil, dass die Brennkraftmaschine in einfacher Weise dahingehend besser gesteuert werden kann, als es möglich ist, schneller die Katalysatoreinrichtung auf Betriebstemperatur zu bringen. Durch die Benutzung einer Aufheizvorrichtung zur schnelleren Aufheizung der Katalysatoreinrichtung in Verbindung mit der Verwendung eines ersten Einspritzventils und eines zweiten Einspritzventils pro Brennraum ist es erfindungsgemäß besonders vorteilhaft möglich, die Zeit zum Aufheizen der Katalysatoreinrichtung zu verringern und dadurch die Wirksamkeit der Katalysatoreinrichtung zu erhöhen. Hierdurch können die Abgasemission, insbesondere in der Startphase bzw. in der Kaltstartphase der Brennkraftmaschine teilweise erheblich reduziert werden. The injection system according to the invention, the internal combustion engine according to the invention and the inventive method for operating an injection system according to the independent claims have the advantage over the prior art that the internal combustion engine can be controlled in a simple manner to better than it is possible faster, the catalyst device to operating temperature bring to. By using a heating device for faster heating of the catalyst device in conjunction with the use of a first injection valve and a second injection valve per combustion chamber, it is particularly advantageous according to the invention to reduce the time to heat the catalyst device and thereby increase the efficiency of the catalyst device. In this way, the exhaust emission, in particular in the start phase or in the cold start phase of the internal combustion engine can be partially considerably reduced.
Erfindungsgemäß ist es durch die Benutzung der Aufheizvorrichtung in Verbindung mit der Verwendung eines ersten und zweiten Einspritzventils pro Brennraum besonders vorteilhaft möglich, die Zeit zum Aufheizen der Katalysatoreinrichtung zu verringern, indem mittels des ersten und zweiten Einspritzventils eine vergleichsweise große Kraftstoffmenge (im Verhältnis zur angesaugten Luftmenge) in das Ansaugrohr eingespritzt wird (leicht fettes bis sehr fettes Kraftstoff-Luft-Gemisch, was dazu führt, dass in den Verbrennungs-Abgasen noch Teile von unverbranntem Kraftstoff vorhanden sind, durch deren Verbrennung eine schnelle Temperaturerhöhung der Katalysatoreinrichtung möglich ist), indem ferner ein im Vergleich zu einem Dauerbetriebsmodus der Brennkraftmaschine im Sinne eines späteren Zündzeitpunkts verschobener Zündzeitpunkt realisiert wird und indem darüber hinaus zusätzlich die Aufheizvorrichtung aktiviert wird. Durch die Verwendung des ersten Einspritzventils und des zweiten Einspritzventils kann die Kraftstoffdosierung genauer und genauer reproduzierbar erfolgen und damit insgesamt bedarfsgerechter sein - insbesondere mit Blick auf die Startphase bzw. Kaltstartphase der Brennkraftmaschine. Hierdurch ist es erfindungsgemäß in besonders vorteilhafter Weise möglich, dass die Tröpfchengröße des Kraftstoffsprays reduziert werden kann und auf diese Weise Mängel im Ver- brennungsverlauf vermieden werden können, so dass ein späterer Zündzeitpunkt überhaupt möglich ist. Hierdurch ist eine schnellere Aufheizung der Katalysatoreinrichtung möglich, so dass die Start- und Warmlaufphase möglichst optimal zeitlich verkürzt wird und die Katalysatoreinrichtung möglichst schnell möglichst vollständig konvertiert. Die bessere Durchbrennung des Kraftstoffgemischs im Brennraum führt ferner zu einer erhöhten Temperatur im Brennraum und somit auch zu heißeren Rohabgasen. Hierdurch wird in der Start- und Warmlaufphase der Katalysator schneller aufgewärmt (entsprechend wird der sog. "catalysator light-off" Punkt (d.h. der Temperatur- Punkt, an dem die Wrksamkeit des Katalysators sprunghaft ansteigt) und das Taupunktende für die Lambda-Sonde schneller erreicht) und erreicht schneller die Anspringtemperatur, ab welcher der Katalysator effizient arbeitet. Hierdurch sind Abgasreduktionen erreichbar, die eine Mehrzahl von Maßnahmen erfordern und durch Einzelmaßnahmen allein nicht erreichbar sind. Die Durchbrennung wird ferner durch die Verwendung von zwei separaten Einspritzventilen begünstigt, da jedes Einspritzventil nur eine verminderte Durchflussmenge von Kraftstoff einzuspritzen braucht, wodurch eine geringere Spraydichte erzielt wird, d.h. dass sich die charakteristische Tröpfchengröße, insbesondere der Sauter-Durchmesser, des zerstäubten Kraftstoffs vorteilhafterweise verringert. Durch die Möglichkeit einer feineren und genaueren Do- sierbarkeit des Kraftstoffes wird das Brennverhalten im Brennraum insgesamt erheblich verbessert und es fallen weniger Rohabgase an. Vorteilhafterweise kann aufgrund der Rohabgasreduktion der Katalysator kleiner dimensioniert und ein Teil der für den Katalysator benötigten Edelmetalle eingespart werden. Die verbesserte Durchbrennung und die hierdurch erzielte höhere Laufruhe ermöglicht darüber hinaus eine geringere Leerlaufdrehzahl, welche wiederum die Abgasemissionen reduziert. Die erfindungsgemäße Brennkraftmaschine umfasst vorzugsweise einen Ottomotor mit Saugrohreinspritzung für ein Kraftfahrzeug, vorzugsweise ein Automobil. Hierbei kann es sich bei dem verwendeten Kraftstoff um Benzin oder auch um Ethanol oder um ein Gemisch handeln. Die Brennkraftmaschine umfasst vorzugsweise mehr als einen Zylinder, wobei jeder der Zylinder einen Brennraum mit zwei Einlassventilen umfasst, wobei jedem Einlassventil bevorzugt jeweils ein separates Einspritzventil zugeordnet ist. According to the invention, by using the heating device in conjunction with the use of a first and second injection valve per combustion chamber, it is particularly advantageously possible to reduce the time for heating the catalyst device by using the first and second injection valves to obtain a comparatively large amount of fuel (in relation to the intake air quantity ) is injected into the intake manifold (slightly rich to very rich fuel-air mixture, resulting in that in the combustion exhaust gases still parts of unburned fuel are present, by the combustion of a rapid increase in temperature of the catalyst device is possible) by further realized in comparison to a continuous mode of operation of the internal combustion engine in the sense of a later ignition timing ignition point and in addition, in addition, the heating device is activated. By using the first injection valve and the second injection valve, the fuel metering can be carried out more accurately and more accurately reproducible and thus be more demand-responsive overall - especially with regard to the starting phase or cold start phase of the internal combustion engine. In this way, it is possible according to the invention in a particularly advantageous manner that the droplet size of the fuel spray can be reduced and thus defects in the fuel spray can be reduced. Burning can be avoided, so that a later ignition is even possible. As a result, a faster heating of the catalyst device is possible, so that the start and warm-up phase is optimally shortened in time and converts the catalyst device as quickly as possible as completely as possible. The better burning of the fuel mixture in the combustion chamber also leads to an increased temperature in the combustion chamber and thus also to hot Rohabgasen. As a result, during the start and warm-up phase, the catalyst warms up more quickly (correspondingly, the so-called "catalyst light-off" point (ie the temperature point at which the efficacy of the catalyst increases abruptly) and the dew point end for the lambda probe become faster achieved) and reaches faster the light-off temperature, from which the catalyst works efficiently. As a result, exhaust gas reductions can be achieved, which require a plurality of measures and are not achievable by individual measures alone. The burn-through is further facilitated by the use of two separate injectors, since each injector only needs to inject a reduced flow rate of fuel, thereby achieving a lower spray density, ie, advantageously reducing the characteristic droplet size, particularly the Sauter diameter, of the atomized fuel , Due to the possibility of finer and more accurate dosing of the fuel, the overall combustion behavior in the combustion chamber is significantly improved and there are fewer raw exhaust gases. Advantageously, due to the raw gas reduction, the catalyst can be made smaller and a portion of the precious metals required for the catalyst can be saved. The improved burn-through and the resulting smoother running also allows a lower idle speed, which in turn reduces the exhaust emissions. The internal combustion engine according to the invention preferably comprises a gasoline engine with intake manifold injection for a motor vehicle, preferably an automobile. This may be the fuel used to gasoline or ethanol or a mixture. The internal combustion engine preferably comprises more than one cylinder, wherein each of the cylinders comprises a combustion chamber with two inlet valves, wherein each inlet valve is preferably assigned in each case a separate injection valve.
Erfindungsgemäß ist es durch die Verwendung des ersten und zweiten Einspritzventils in vorteilhafter Weise möglich, dass über einen großen Bereich (verschiedener Einspritzmengen an Kraftstoff) hinweg mit großer Genauigkeit die ge- wünschte Einspritzmenge an Kraftstoff eingespritzt werden kann. Beispielsweise könnte das erste Einspritzventil hinsichtlich der Auslegungsmenge an (unter vorgegebenen Betriebsbedingungen) maximal einspritzbarem Kraftstoff (sog. Menge Qstat) doppelt so groß ausgelegt werden wie das zweite Einspritzventil; in diesem Fall ist es beispielsweise möglich, für den Fall von vergleichsweise kleinen einzuspritzenden Kraftstoffmengen lediglich das zweite Einspritzventil zu verwenden (d.h. das erste Einspritzventil abzuschalten bzw. nicht anzusteuern) und wegen der kleineren Auslegungsmenge genau dosieren zu können, für den Fall von mittelgroßen einzuspritzenden Kraftstoffmengen lediglich das erste Einspritzventil zu verwenden (d.h. das zweite Einspritzventil abzuschalten bzw. nicht anzusteuern) und wegen der Auslegungsmenge des ersten Einspritzventils genau und in einem nicht allzu großen Zeitfenster dosieren zu können, und für den Fall von vergleichsweise großen einzuspritzenden Kraftstoffmengen (zum Beispiel im Volllastfall) sowohl das erste als auch das zweite Einspritzventil zu verwenden. Alternativ zu einer Aufteilung der Gesamteinspritzmenge des Kraftstoffs mittels zweier ungleich dimensionierter Einspritzventile ist es auch möglich, gleich dimensionierte (d.h. zwei gleiche) Einspritzventile zu verwenden. Hierdurch wird die Auslegungsmenge für jedes der Einspritzventile halbiert. Unabhängig von der Art der Aufteilung der Gesamteinspritzmenge auf zwei Einspritzventile ist es erfindungsgemäß möglich, die charakteristische Größe SMD (SauterMeanDiame- ter) des typischen Tröpfchendurchmessers wegen der verringerter Spraydichte von kleineren (bzw. eine kleine Auslegungsmenge Qstat aufweisenden) Einspritzventilen zu verringern, so dass eine gleichmäßigere Gemischbildung und ein späterer Zündzeitpunkt möglich ist. According to the invention, the use of the first and second injectors makes it possible in an advantageous manner for the gas to be metered over a large area (different injection quantities of fuel) with great accuracy. desired injection amount of fuel can be injected. For example, the first injection valve could be designed to be twice as large as the second injection valve in terms of the design quantity of maximum injectable fuel (so-called quantity Qstat) (under predetermined operating conditions); in this case, it is possible, for example, to use only the second injection valve (ie, to shut off or not actuate the first injector) in the case of relatively small amounts of fuel to be metered precisely because of the smaller design quantity, in the case of medium-sized amounts of fuel to be injected to use only the first injector (ie shut off the second injector or not to control) and because of the design quantity of the first injector to dose accurately and in a not too large window, and in the case of comparatively large amounts of fuel to be injected (for example, in full load ) to use both the first and the second injection valve. As an alternative to dividing up the total injection quantity of the fuel by means of two differently dimensioned injection valves, it is also possible to use identically dimensioned (ie two identical) injection valves. This halves the design amount for each of the injectors. Regardless of the type of distribution of the total injection quantity on two injection valves, it is possible according to the invention to reduce the characteristic size SMD (SauterMeanDiameter) of the typical droplet diameter because of the reduced spray density of smaller (or a small design quantity Q sta t) injectors that a more uniform mixture formation and a later ignition timing is possible.
Vorteilhafte Ausgestaltungen und Weiterbildungen der Erfindung sind den Unteransprüchen, sowie der Beschreibung unter Bezugnahme auf die Zeichnungen entnehmbar. Advantageous embodiments and modifications of the invention are the dependent claims, as well as the description with reference to the drawings.
Besonders bevorzugt ist es erfindungsgemäß, wenn die Aufheizvorrichtung eine Sekundärluftpumpe umfasst. Insbesondere ist es hierbei bevorzugt, dass die Sekundärluftpumpe konfiguriert ist, Luft in die Verbrennungsluft der Brennkraftmaschine zu fördern. Hierdurch ist es erfindungsgemäß vorteilhaft möglich, dass auf bewährte Prinzipien bei der Zurverfügungstellung von zusätzlicher Verbrennungsluft zur schnellen Erhöhung der Temperatur der Katalysatoreinrichtung zurückgegriffen werden kann. Gemäß einer bevorzugten Ausführungsform ist vorgesehen, dass das erste Einspritzventil in einem ersten Ansaugkanal angeordnet ist, welches durch die erste Ansaugöffnung in den Brennraum mündet, und dass das zweite Einspritzventil in einem zweiten Ansaugkanal angeordnet ist, welches durch die zweite Ansaugöffnung in den Brennraum mündet. In vorteilhafter Weise lässt sich somit der Spraykegel jedes Einspritzventils in einfacher Weise auf den jeweilige Ansaugkanal, sowie die jeweilige Einlassöffnung anpassen, so dass einerseits eine Benetzung der Außenwandungen der Ansaugkanäle, als auch eine Benetzung einer Trennwand zwischen der ersten und zweiten Einlassöffnung wirksam unterbunden wird. Die Wandfilmstärke und die Inhomogenität der Gemischverteilung wird hierdurch reduziert. It is particularly preferred according to the invention if the heating device comprises a secondary air pump. In particular, it is preferred in this case that the secondary air pump is configured to convey air into the combustion air of the internal combustion engine. As a result, according to the invention, it is advantageously possible to resort to proven principles in the provision of additional combustion air for rapidly increasing the temperature of the catalyst device. According to a preferred embodiment it is provided that the first injection valve is arranged in a first intake passage which opens into the combustion chamber through the first intake port, and that the second injection valve is arranged in a second intake port which opens into the combustion chamber through the second intake port. Advantageously, the spray cone of each injection valve can thus be adapted in a simple manner to the respective intake channel and the respective inlet opening, so that wetting of the outer walls of the intake channels as well as wetting of a partition wall between the first and second inlet openings is effectively prevented on the one hand. The wall film thickness and the inhomogeneity of the mixture distribution is thereby reduced.
Gemäß einer bevorzugten Ausführungsform ist vorgesehen, dass das erste und das zweite Einspritzventil jeweils nur eine einzige Einspritzöffnung aufweisen. Das erste und das zweite Einspritzventil umfassen somit vorzugsweise jeweils eine Einspritzdüse mit einer Einstrahl-Charakteristik. Gegenüber der Verwendung eines einzigen Einspritzventils mit zwei Einspritzöffnungen (Zweistrahl- Charakteristik) hat dies den Vorteil, dass das Kraftstoffspray optimaler an die Geometrie der Ansaugkanäle angepasst werden kann . According to a preferred embodiment, it is provided that the first and the second injection valve each have only a single injection opening. The first and the second injection valve thus preferably each comprise an injection nozzle with a single-jet characteristic. Compared to the use of a single injection valve with two injection openings (two-jet characteristic), this has the advantage that the fuel spray can be optimally adapted to the geometry of the intake ducts.
Ein weiterer Gegenstand der vorliegenden Erfindung ist ein Verfahren zum Betrieb eines erfindungsgemäßen Einspritzsystems. Insbesondere ist es erfindungsgemäß vorgesehen, dass in der Situation eines Startbetriebsmodus eine Verschiebung des Zündzeitpunkts dahingehend erfolgt, dass ein gegenüber einem Dauerbetriebsmodus späterer Zündzeitpunkt des Kraftstoff-Luft-Gemischs im Brennraum verwendet wird. Weiterhin ist gemäß einer bevorzugten Ausführungsform vorgesehen, dass in der Situation des Startbetriebsmodus eine gegenüber einer vergleichbaren Betriebssituation des Dauerbetriebsmodus größere Kraftstoffmenge eingespritzt wird und die Aufheizvorrichtung aktiviert wird. Hierdurch wird erfindungsgemäß in vorteilhafter Weise eine schnellere Aufheizzeit der Katalysatoreinrichtung erreicht. Another object of the present invention is a method for operating an injection system according to the invention. In particular, it is provided according to the invention that, in the situation of a start operating mode, the ignition point is shifted in such a way that a spark timing of the fuel / air mixture which is later than a continuous operating mode is used in the combustion chamber. Furthermore, according to a preferred embodiment, it is provided that in the situation of the start operating mode, a larger amount of fuel is injected compared to a comparable operating situation of the continuous operating mode and the heating device is activated. As a result, a faster heating time of the catalyst device is achieved in an advantageous manner according to the invention.
Ferner ist es bevorzugt, dass die Verschiebung des Zündzeitpunkts bei einer Temperatur der Katalysatoreinrichtung unterhalb einer vorgegebenen Grenztemperatur erfolgt. Hierdurch ist es erfindungsgemäß vorteilhaft möglich, dass eine besonders schnelle Aufheizung der Katalysatoreinrichtung realisierbar ist und bei Vorhandensein der erforderlichen Betriebstemperatur der Katalysatoreinrichtung eine zusätzliche Aufheizung vermieden werden kann, wodurch durch die Vermeidung einer (für die Aufheizung der Katalysatoreinrichtung vorgesehenen) zusätzlich einzuspritzenden Kraftstoffmenge und durch die Vermeidung der Aktivierung der Aufheizvorrichtung ebenfalls Kraftstoff und Energie eingespart werden können. Further, it is preferred that the shift of the ignition timing takes place at a temperature of the catalyst device below a predetermined limit temperature. This makes it possible according to the invention advantageously that a Particularly rapid heating of the catalyst device can be realized and in the presence of the required operating temperature of the catalyst device additional heating can be avoided, thereby avoiding by (avoiding the heating of the catalyst device provided) additionally injected fuel and by avoiding the activation of the heating device also fuel and energy can be saved.
Ausführungsbeispiele der vorliegenden Erfindung sind in den Zeichnungen dargestellt und in der nachfolgenden Beschreibung näher erläutert. Embodiments of the present invention are illustrated in the drawings and explained in more detail in the following description.
Kurze Beschreibung der Zeichnungen Brief description of the drawings
Es zeigen Show it
Figur 1 eine schematische Aufsichtsdarstellung eines Zylinderkopfbereichs eines Zylinders einer Brennkraftmaschine mit einem Einspritzsystem der vorliegenden Erfindung und  Figure 1 is a schematic plan view of a cylinder head portion of a cylinder of an internal combustion engine with an injection system of the present invention and
Figur 2 eine schematische Darstellung einer Aufheizvorrichtung für ein erfindungsgemäßes Einspritzsystem einer Brennkraftmaschine.  Figure 2 is a schematic representation of a heating device for an inventive injection system of an internal combustion engine.
Ausführungsformen der Erfindung Embodiments of the invention
In den verschiedenen Figuren sind gleiche Teile stets mit den gleichen Bezugszeichen versehen und werden daher in der Regel auch jeweils nur einmal benannt bzw. erwähnt. In the various figures, the same parts are always provided with the same reference numerals and are therefore usually named or mentioned only once in each case.
In Figur 1 ist eine schematische Aufsichtsdarstellung eines Zylinderkopfbereichs eines Zylinders einer Brennkraftmaschine 1 mit einem Einspritzsystem der vorliegenden Erfindung dargestellt. Die Brennkraftmaschine 1 weist einen Zylinder auf, welcher einen Brennraum 2 umfasst und in welchem sich ein Kolben 2' bewegt. Die Wandung des Brennraums 2 weist eine erste und eine zweite Einlassöffnung 10', 20' auf, durch welche jeweils ein Luft-Kraftstoff-Gemisch in die Brennkammer 2 angesaugt wird und eine erste und zweite Auslassöffnung 30, 31 , durch welche die Rohabgase des verbrannten Luft-Kraftstoff-Gemischs aus der Brennkammer 2 in erste und zweite Auslasskanäle 32, 33 ausgestoßen werden. Die Brennkraftmaschine 1 weist ein erstes Einlassventil 10 auf, welches zum Verschließen der ersten Einlassöffnung 10' vorgesehen ist und zwischen einem ersten Ansaugkanal 11 und der Brennkammer 2 angeordnet ist. Die Brennkraftmaschine 1 weist ferner ein zweites Einlassventil 20 auf, welches zum Verschließen der zweiten Einlassöffnung 20' vorgesehen ist und zwischen einem zweiten Ansaugkanal 21 und der Brennkammer 2 angeordnet ist. Der erste und der zweite Ansaugkanal 1 1 , 21 münden auf einer der Brennkammer 2 abgewandten Seite in ein nicht dargestelltes gemeinsames Saugrohr, wobei durch eine im Saugrohr angeordnete Drosselklappe (nicht dargestellt) Frischluft durch das Saugrohr in Richtung der Brennkammer 2 angesaugt wird. Im ersten Ansaugkanal 1 1 ist ein erstes Einspritzventil 12 angeordnet, welches eine erste Einspritzöffnung 14 aufweist, durch welche Kraftstoff 3 (insbesondere in Form eines Sprühstrahls von Kraftstofftröpfchen) durch den ersten Ansaugkanal 11 in den Bereich der ersten Einlassöffnung 10' gesprüht wird. Analog ist im zweiten Ansaugkanal 21 ein separates zweites Einspritzventil 22 angeordnet, welches eine einzige zweite Einspritzöffnung 24 aufweist, durch welche ein Kraftstoffgemisch 3 durch den zweiten Ansaugkanal 21 in den Bereich der zweiten Einlassöffnung 20' gesprüht wird. Die Brennkraftmaschine 1 weist ferner eine Zündkerze oder auch eine Mehrzahl an Zündkerzen auf, die jedoch nicht eigens dargestellt sind. 1 shows a schematic plan view of a cylinder head region of a cylinder of an internal combustion engine 1 with an injection system of the present invention. The internal combustion engine 1 has a cylinder which comprises a combustion chamber 2 and in which a piston 2 'moves. The wall of the combustion chamber 2 has a first and a second inlet opening 10 ', 20', through which in each case an air-fuel mixture is sucked into the combustion chamber 2 and a first and second outlet opening 30, 31, through which the raw gases of the burned Air-fuel mixture from the combustion chamber 2 in first and second outlet channels 32, 33 are ejected. The internal combustion engine 1 has a first inlet valve 10, which is provided for closing the first inlet opening 10 'and is arranged between a first suction channel 11 and the combustion chamber 2. The internal combustion engine 1 also has a second inlet valve 20, which is provided for closing the second inlet opening 20 'and is arranged between a second inlet channel 21 and the combustion chamber 2. The first and the second intake port 1 1, 21 open on a side facing away from the combustion chamber 2 in a common intake manifold, not shown, by a suction pipe arranged in the throttle valve (not shown) fresh air is sucked through the suction pipe in the direction of the combustion chamber 2. In the first intake passage 1 1, a first injection valve 12 is arranged, which has a first injection port 14 through which fuel 3 (in particular in the form of a spray of fuel droplets) through the first intake port 11 in the region of the first inlet port 10 'is sprayed. Similarly, a separate second injection valve 22 is arranged in the second intake passage 21, which has a single second injection port 24, through which a fuel mixture 3 is sprayed through the second intake passage 21 in the region of the second inlet port 20 '. The internal combustion engine 1 further comprises a spark plug or a plurality of spark plugs, which are not shown specifically.
In Figur 2 ist eine schematische Darstellung einer Aufheizvorrichtung 60 zur schnelleren Aufheizung einer Katalysatoreinrichtung 66 für eine erfindungsgemäße Brennkraftmaschine 1 dargestellt. Die Aufheizvorrichtung 60 weist erfindungsgemäß insbesondere eine Sekundärluftpumpe 61 , ein Sekundärluftventil 62, ein Schalt-Relais 63 für die Sekundärluft, eine Lambda-Sonde 64 oder eine Mehrzahl von Lambda-Sonden 64 und einen Temperatursensor 65 auf. Die Aufheizvorrichtung 60 wird durch eine Steuereinrichtung 50 (Motorsteuergerät) der Brennkraftmaschine 1 gesteuert, was in Figur 2 mittels verschiedener Doppelpfeile gekennzeichnet ist. Die Sekundärluftpumpe 61 bläst bei ihrer Aktivierung Frischluft über das Sekundärluftventil 62 in das Abgassystem. Der Temperatursensor 65 liefert ein Signal über die Abgas- und/oder Katalysatortemperatur an die Steuereinrichtung 50. Das dargestellte System eignet sich beispielsweise für ein chemisches Aufheizen der Katalysatoreinrichtung 66 durch Oxidation von Abgasbestandteilen, beispielsweise der noch unverbrannten Abgaskomponenten oder aber der Abgaskomponente CO zu C02. Die Katalysatoreinrichtung 66 ist insbesondere als ein Dreiwege-Katalysator 66 vorgesehen. Die bei dieser Oxida- tion frei werdende große Wärmeenergiemenge heizt die Katalysatoreinrichtung 66 auf. Die Oxidation von CO zu C02 wird bei diesem System dadurch erreicht, dass CO im Abgas durch einen Betrieb des Verbrennungsmotors mit kraftstoffreichem Gemisch erzeugt wird und dass der zur Oxidation des CO notwendige Sauerstoff durch die Sekundärluftpumpe 61 in das Abgassystem eingeblasen wird. 2 shows a schematic representation of a heating device 60 for faster heating of a catalyst device 66 for an internal combustion engine 1 according to the invention. According to the invention, the heating device 60 has in particular a secondary air pump 61, a secondary air valve 62, a switching relay 63 for the secondary air, a lambda probe 64 or a plurality of lambda probes 64 and a temperature sensor 65. The heating device 60 is controlled by a control device 50 (engine control unit) of the internal combustion engine 1, which is characterized in Figure 2 by means of different double arrows. When activated, the secondary air pump 61 blows fresh air via the secondary air valve 62 into the exhaust system. The temperature sensor 65 provides a signal about the exhaust gas and / or catalyst temperature to the control device 50. The system shown is suitable, for example, for a chemical heating of the catalyst device 66 by oxidation of exhaust gas constituents, for example the still unburned exhaust gas components or the exhaust gas component CO to C0 second , The catalyst device 66 is provided in particular as a three-way catalyst 66. The at this Oxida- The large amount of heat energy released heats up the catalyst device 66. The oxidation of CO to C0 2 is achieved in this system that CO is generated in the exhaust gas by operation of the internal combustion engine with fuel-rich mixture and that the necessary for the oxidation of CO oxygen is injected through the secondary air pump 61 into the exhaust system.

Claims

Ansprüche claims
1. Einspritzsystem für eine wenigstens einen Brennraum (2) aufweisende 1. injection system for at least one combustion chamber (2) having
Brennkraftmaschine (1), wobei eine Wandung des Brennraums (2) eine von einem ersten Einlassventil (10) verschließbare erste Einlassöffnung (10') und eine von einem zweiten Einlassventil (20) verschließbare zweite Einlassöffnung (20') aufweist, wobei das Einspritzsystem ein erstes Einspritzventil (12) zur dosierten Einspritzung von Kraftstoff (3) in den Bereich der ersten Einlassöffnung (10') und ein zweites Einspritzventil (22) zur dosierten Einspritzung von Kraftstoff in den Bereich der zweiten Einlassöffnung (20') umfasst, dadurch gekennzeichnet, dass das Einspritzsystem eine Katalysatoreinrichtung (66) und eine Aufheizvorrichtung (60) zur schnellen Aufheizung der Katalysatoreinrichtung (66) aufweist.  Internal combustion engine (1), wherein a wall of the combustion chamber (2) from a first inlet valve (10) closable first inlet port (10 ') and a second inlet valve (20) closable second inlet port (20'), wherein the injection system a first injection valve (12) for the metered injection of fuel (3) into the region of the first inlet opening (10 ') and a second injection valve (22) for the metered injection of fuel into the region of the second inlet opening (20'), characterized in that the injection system has a catalyst device (66) and a heating device (60) for rapid heating of the catalyst device (66).
2. Einspritzsystem nach Anspruch 1 , dadurch gekennzeichnet, dass die Aufheizvorrichtung (60) eine Sekundärluftpumpe (61) umfasst. 2. Injection system according to claim 1, characterized in that the heating device (60) comprises a secondary air pump (61).
3. Einspritzsystem nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass die Sekundärluftpumpe (61) konfiguriert ist, Luft in die Verbrennungsluft der Brennkraftmaschine (1) zu fördern. 3. Injection system according to one of the preceding claims, characterized in that the secondary air pump (61) is configured to convey air into the combustion air of the internal combustion engine (1).
4. Einspritzsystem nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass das erste und zweite Einspritzventil (12, 22) Saug- rohreinspritzventile sind. 4. Injection system according to one of the preceding claims, characterized in that the first and second injection valve (12, 22) are Saugrohr injection valves.
5. Einspritzsystem nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass das erste und das zweite Einspritzventil (11 , 21) jeweils nur eine einzige Einspritzöffnung (14, 24) aufweisen. 5. Injection system according to one of the preceding claims, characterized in that the first and the second injection valve (11, 21) each have only a single injection port (14, 24).
6. Brennkraftmaschine (1) aufweisend ein Einspritzsystem nach einem der vorhergehenden Ansprüche. 6. Internal combustion engine (1) comprising an injection system according to one of the preceding claims.
7. Verfahren zum Betrieb eines Einspritzsystems nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass in der Situation eines Startbetriebsmodus eine Verschiebung des Zündzeitpunkts dahingehend erfolgt, dass ein gegenüber einem Dauerbetriebsmodus späterer Zündzeitpunkt des Kraftstoff-Luft-Gemischs im Brennraum (2) verwendet wird. 7. A method for operating an injection system according to one of the preceding claims, characterized in that in the situation of a start operating mode, a shift of the ignition takes place to the effect that a relation to a continuous mode later ignition timing of the fuel-air mixture in the combustion chamber (2) is used.
8. Verfahren nach Anspruch 6, dadurch gekennzeichnet, dass die Verschiebung des Zündzeitpunkts bei einer Temperatur der Katalysatoreinrichtung unterhalb einer vorgegebenen Grenztemperatur erfolgt. 8. The method according to claim 6, characterized in that the displacement of the ignition timing takes place at a temperature of the catalyst device below a predetermined limit temperature.
9. Verfahren nach einem der Ansprüche 6 oder 7, dadurch gekennzeichnet, dass in der Situation des Startbetriebsmodus eine gegenüber einer vergleichbaren Betriebssituation des Dauerbetriebsmodus größere Kraftstoffmenge eingespritzt wird und die Aufheizvorrichtung aktiviert wird. 9. The method according to any one of claims 6 or 7, characterized in that in the situation of the start operating mode compared to a comparable operating situation of the continuous operation mode larger amount of fuel is injected and the heating device is activated.
10. Computerprogramm, dadurch gekennzeichnet, dass es zur Anwendung in einem Verfahren nach einem der Ansprüche 6 bis 8 programmiert ist. 10. Computer program, characterized in that it is programmed for use in a method according to one of claims 6 to 8.
1 1. Speichermedium für eine Steuereinrichtung (50) eines Einspritzsystems für eine Brennkraftmaschine (1), dadurch gekennzeichnet, dass auf dem Speichermedium ein Computerprogramm zur Anwendung in einem Verfahren nach einem der Ansprüche 6 bis 8 abgespeichert ist. 1 1. Storage medium for a control device (50) of an injection system for an internal combustion engine (1), characterized in that on the storage medium, a computer program for use in a method according to one of claims 6 to 8 is stored.
12. Steuereinrichtung (50) für ein Einspritzsystem einer Brennkraftmaschine (1), dadurch gekennzeichnet, dass sie zur Anwendung in einem Verfahren nach einem der Ansprüche 6 bis 8 programmiert ist. 12. Control device (50) for an injection system of an internal combustion engine (1), characterized in that it is programmed for use in a method according to one of claims 6 to 8.
EP11779444.6A 2010-12-27 2011-11-09 Method for controlling measures for heating a catalytic converter in an internal combustion engine comprising two injectors per cylinder Withdrawn EP2659122A1 (en)

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DE102010064175A DE102010064175A1 (en) 2010-12-27 2010-12-27 Injection system, internal combustion engine and method for operating an injection system
PCT/EP2011/069706 WO2012089390A1 (en) 2010-12-27 2011-11-09 Method for controlling measures for heating a catalytic converter in an internal combustion engine comprising two injectors per cylinder

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