EP2754876A1 - Procédé de fonctionnement d'un moteur à combustion - Google Patents

Procédé de fonctionnement d'un moteur à combustion Download PDF

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Publication number
EP2754876A1
EP2754876A1 EP13151317.8A EP13151317A EP2754876A1 EP 2754876 A1 EP2754876 A1 EP 2754876A1 EP 13151317 A EP13151317 A EP 13151317A EP 2754876 A1 EP2754876 A1 EP 2754876A1
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EP
European Patent Office
Prior art keywords
heat release
combustion engine
signal
injection
release rate
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Withdrawn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
EP13151317.8A
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German (de)
English (en)
Inventor
Joachim Paul
Markus Reinoehl
Steffen Meyer-Salfeld
Sebastian-Paul Wenzel
Roberto SARACINO
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
Priority to EP13151317.8A priority Critical patent/EP2754876A1/fr
Publication of EP2754876A1 publication Critical patent/EP2754876A1/fr
Withdrawn legal-status Critical Current

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/023—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the cylinder pressure
    • 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
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/402—Multiple injections
    • F02D41/403—Multiple injections with pilot injections

Definitions

  • the invention relates to a method of operating a combustion engine.
  • the invention also relates to a control unit for operating a combustion engine and to a combustion engine comprising such a control unit.
  • a combustion engine comprising a pressure sensor for measuring a pressure signal in a combustion chamber of the combustion engine. Furthermore, the combustion engine comprises an injection valve for injecting fuel into the combustion chamber. Based on the measured pressure signal, a point of injection is determined and then used for influencing the amount of fuel injected into the combustion chamber.
  • the invention solves this object by a method according to claim 1 or claim 2. As well, the invention solves this object by a control unit according to claim 7.
  • the methods according the invention comprise the steps of: determining an actual value of a heat release rate peak or an integrated heat release plateau depending on a pressure signal, determining a difference between the actual value and a corresponding nominal value, and adapting an injection signal depending on the difference.
  • combustion engine may be optimized in real-time to optimized operating parameters. This means in other words that any calibration which would be necessary due to slight differences in the assembly of the combustion engine in a production run, is not necessary but is replaced by the invention. As well, any adaptation which would be necessary over the lifetime of the combustion engine, is also automatically corrected in real-time using the invention.
  • the invention therefore, allows to control the combustion engine during its entire lifetime with optimized operating parameters. As a consequence, the pollution of the exhaust gases as well as the fuel consumption of the combustion engine are reduced.
  • the heat release rate peak or the integrated heat release plateau depends on a heat release rate signal which is derived from the pressure signal.
  • the heat release rate signal may be evaluated using a so-called "schnelles Bank Kunststoff (fast heating rule)". This embodiment allows fast calculations and facilitates the real-time adaptation of the injection signal.
  • an energizing time during which the injection valve is in its opened position is extended or shortened. This is a very effective possibility to optimize the injection signal.
  • a premaster of the combustion engine is selected, the premaster is optimized with regard to given requirements, and a nominal value of a heat release rate peak and/or a nominal value of an integrated heat release plateau is determined for the premaster.
  • This embodiment allows in a very effective manner to determine the corresponding nominal value/s.
  • Figure 1 shows a schematic block diagram of an embodiment of a combustion engine according to the invention
  • figure 2 shows a schematic time diagram of operating parameters of the combustion engine of figure 1
  • figure 3 shows a schematic flow diagram of a method according to the invention to obtain operating parameters of a premaster of the combustion engine of figure 1
  • figure 4 shows a schematic flow diagram of a method according to the invention for operating the combustion engine of figure 1 .
  • FIG 1 one cylinder 10 of a number of cylinders of an internal combustion engine is shown.
  • the combustion engine may be a diesel engine or a gasoline engine and may have e.g. four or six cylinders.
  • a piston 11 is movable in an up- and down direction as shown by arrow 12.
  • the piston 11 is coupled by a connecting rod or the like to a crank shaft 13 so that the up- and down movement of the piston 11 is converted into a rotation of the crank shaft 13 as shown by arrow 14.
  • the cylinder 10 and the piston 11 delimit a combustion chamber 16.
  • An injection valve 17 is allocated to the cylinder 10 such that fuel may be injected into the combustion chamber 16 by the injection valve 17.
  • a pressure sensor 18 is allocated to the cylinder 10 such that the pressure in the combustion chamber 16 may be measured by the pressure sensor 18.
  • the combustion engine may comprise further sensors, e.g. a sensor assigned to the crank shaft 13 for measuring a rotational speed signal N and/or a crank angle ⁇ of the crank shaft 13, and/or a sensor assigned to the cylinder 10 for measuring a temperature signal T of the combustion engine, and so on.
  • the combustion engine may comprise known functions, e.g. an exhaust gas recirculation, a turbo-charger, a fuel-tank ventilation and the like, with additional sensors.
  • the control unit 20 generates an injection signal TI which is forwarded to the injection valve 17 for driving the injection valve 17 into a state in which fuel is injected by the injection valve 17.
  • the pressure sensor 18 generates a pressure signal P which corresponds to the pressure measured in the combustion chamber 16 and which is input to the control unit 20.
  • a number of other signals IN, OUT are input to the control unit 20 and/or are output from the control unit 20.
  • the rotational speed signal N and/or the temperature signal T are forwarded to the control unit 20.
  • FIG. 2 firstly, shows an exemplary injection signal TI of a single engine cycle which is depicted over the crank angle ⁇ of the crank shaft 13. It is noted that the crank angle ⁇ of the crank shaft 13 is similar to and may therefore be replaced by the time t.
  • the injection signal TI comprises a pilot injection PI and a main injection MI.
  • the injection signal TI may, in a modified embodiment, comprise further pilot and/or main injections.
  • the course of the injection signal TI of the pilot injection PI or the main injection MI corresponds to the movement of a valve needle within the injection valve 17.
  • the valve needle starts from a closed position and is moved into an open position in which the fuel is injected into the combustion chamber 16.
  • an energizing time ET the valve needle is moved back into its closed position.
  • the amount of injected fuel depends on the energizing time ET during which the injection valve 17 is in its opened position.
  • the energizing time ET is shown in figure 2 in connection with the main injection MI.
  • figure 2 shows an exemplary pressure signal P which is depicted over the crank angle ⁇ of the crank shaft 13.
  • the pressure signal P corresponds to the injection signal TI and therefore to a single engine cycle.
  • the pressure signal P would have - without any fuel combustion - a sine-wave form due to the up- and down movement of the piston 11 which leads to an increase and a decrease of the pressure within the combustion chamber 16.
  • one wave of such basic pressure signal may be identified using the dotted line.
  • a first exemplary pressure peak PP1 results from the pilot injection PI and a second exemplary pressure peak PP2 results from the main injection MI.
  • figure 2 shows a heat release rate signal HRR which is depicted over the crank angle ⁇ of the crank shaft 13.
  • the heat release rate signal HRR corresponds to the pilot injection PI and the main injection MI.
  • the heat release rate signal HRR may be derived from the pressure signal P.
  • the heat release rate signal HRR may be evaluated using a so-called "schnelles Walker Too (fast heating rule)"; reference is made e.g. to Pischinger, Kraßnig, Taucar, Sams, Thermodynamik der Verbrennungskraftmaschine, Wien, New York, Springer, 1989 .
  • the pressure within the combustion chamber, the volume of the combustion chamber and a so-called "kalorischer Wert (caloric value)” is used to calculate the heat release rate.
  • the heat release rate signal HRR may be evaluated e.g. by the control unit 20.
  • the heat release rate signal HRR comprises a first heat release rate peak HRRP1 which results from the pilot injection PI and the corresponding first pressure peak PP1, and a second heat release rate peak HRRP2 which results from the main injection MI and the corresponding second pressure peak PP2.
  • the first heat release rate peak HRRP1 is located at a crank angle ⁇ a1 and has a value Va1
  • the second heat release rate peak HRRP2 is located at a crank angle ⁇ a2 and has a value Va2.
  • figure 2 shows an integrated heat release signal IHR which is depicted over the crank angle ⁇ of the crank shaft 13.
  • the integrated heat release signal IHR may be derived from the heat release rate signal HRR by an integration over the time t. This can be done e.g. by the control unit 20.
  • the integrated heat release signal IHR comprises a first integrated heat release plateau IHRP1 which results from the pilot injection PI and the corresponding first pressure peak PP1 and first heat release rate peak HRRP1.
  • a second integrated heat release plateau may also be present but is not shown in figure 2 .
  • the first integrated heat release plateau IHRP1 is located at a crank angle ⁇ b1 wherein this crank angle e.g. is defined to be present in the middle of the plateau.
  • the first integrated heat release plateau IHRP1 has a value Vb1.
  • Figure 3 relates to a method carried out at a premaster of the combustion engines of the specific type.
  • the premaster is understood to be a kind of a prototype or master form which is used to define the respective specific type of combustion engine.
  • one combustion engine - i.e. the premaster- is selected out of the combustion engines of the specific type. This selection may be done e.g. at the end of the development process of the specific type of combustion engine or in particular at the beginning of the production run.
  • the premaster is evaluated in detail and is optimized with regard to its operating parameters.
  • the temporal course of the injection signal TI of figure 2 is optimized e.g. with regard to a decrease of fuel consumption and/or a decrease of the pollution of the exhaust gases or with regard to other given constraints or requirements.
  • the corresponding pressure signal P of the optimized premaster is measured by the pressure sensor 18.
  • the heat release rate signal HRR is evaluated from the pressure signal P as described above, e.g. by the control unit 20.
  • the value Va1 of the first heat release rate peak HRRP1 is determined.
  • the integrated heat release signal IHR may be evaluated from the heat release rate signal HRR as described above, e.g. by the control unit 20.
  • the value Vb1 of the first integrated heat release plateau IHRP1 may be determined.
  • step 33 The evaluations of step 33 are repeated e.g. for different rotational speeds N and/or different engine torques or the like so that in particular the resulting values Va1 may constitute an operating map of the premaster.
  • the obtained operating parameters for the optimized operation of the premaster are stored as nominal operating parameters, in particular as nominal values of the first heat release rate peak HRRP1 and/or nominal values of the first integrated heat release plateau IHRP1.
  • these operating parameters may be stored in the afore-mentioned operating map e.g. in the control unit 20.
  • Figure 4 relates to all combustion engines of the specific type.
  • the method of figure 4 is carried out during the normal mode, i.e. during the day-to-day operation of the combustion engines.
  • the method of figure 4 may be carried out for any one of the combustion engines of the specific type.
  • the injection signal TI is determined by the control unit 20 based on a number of dependencies. Among others, the energizing time ET within the injection signal TI is calculated depending e.g. on the rotational speed N and/or the engine torque of the combustion engine or the like. The injection valve 17 is then driven according to the injection signal TI into its opened and closed position.
  • a step 41 the pressure signal P of the individual item of the combustion engine is measured by the pressure sensor 18. Then, the heat release rate signal HRR is evaluated from the pressure signal P e.g. by the control unit 20. In particular, the value Va1 of the first heat release rate peak HRRP1 is determined. Furthermore, the integrated heat release signal IHR may be evaluated from the heat release rate signal HRR e.g. by the control unit 20. In particular, the value Vb1 of the first integrated heat release plateau IHRP1 may be determined.
  • the obtained operating parameters for the individual item of the combustion engine are used as actual operating parameters, i.e. as an actual value of the first heat release rate peak HRRP1 and/or an actual value of the first integrated heat release plateau IHRP1.
  • a step 42 the actual operating parameters obtained from the individual item are compared with the stored nominal operating parameters obtained from the premaster. With regard to this comparison, it is possible that other operating parameters of the combustion engine have to be considered. For example, it is possible that the nominal operating parameters have to be selected depending on the actual rotational speed N and/or the actual engine torque of the individual item.
  • a step 43 the resulting difference is evaluated with regard to its amount and whether it is positive or negative.
  • the injection signal TI and in particular the energizing time ET of the individual item of the combustion engine is/are adapted.
  • the energizing time ET may be extended or shortened depending on whether the resulting difference is positive or negative. Furthermore, the amount of the extension or shortening of the energizing time ET may be determined in particular depending on the amount of the resulting difference.
  • the amount of the extension or shortening of the energizing time ET may be a given fixed value.
  • steps 41 to 43 it is possible to only determine the actual value Va1 of the first heat release rate peak HRRP1 and to compare it with the respective stored nominal value. Alternatively, it is possible to only determine the value Vb1 of the first integrated heat release plateau IHRP1 and to compare it with the respective stored nominal value. Furthermore, it is also possible to carry out both alternatives.
  • step 43 the method of figure 4 is continued with step 41.
  • steps 41 to 43 are repeated subsequently with the result that the injection signal TI and in particular the energizing time ET of the individual item of the combustion engine is/are also adapted subsequently.
  • the operating parameters of the individual item of the combustion engine in particular the injection signal TI and/or the energizing time ET, are adjusted continuously to the optimized operating parameters of the premaster.
  • figures 3 and 4 relate to the pilot injection PI and the corresponding first heat release rate peak HRRP1 and/or the first integrated heat release plateau IHRP1.
  • the methods of figures 3 and 4 may also be carried out in connection with any other pilot injection PI and/or any main injection MI.
  • the above description refers to one cylinder of a combustion engine, i.e. the cylinder 10. It is possible to carry out the methods of figures 3 and 4 for every cylinder of the combustion engine. Alternatively, it is possible to apply the described methods not for all, but only for a partial number or only for one of the cylinders. In this case, the resulting adaptation of the injection signal of the applied cylinder/s may be used as a basis to evaluate an adaptation as well for the injection signals of the non-applied cylinders.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
EP13151317.8A 2013-01-15 2013-01-15 Procédé de fonctionnement d'un moteur à combustion Withdrawn EP2754876A1 (fr)

Priority Applications (1)

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EP13151317.8A EP2754876A1 (fr) 2013-01-15 2013-01-15 Procédé de fonctionnement d'un moteur à combustion

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Application Number Priority Date Filing Date Title
EP13151317.8A EP2754876A1 (fr) 2013-01-15 2013-01-15 Procédé de fonctionnement d'un moteur à combustion

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EP2754876A1 true EP2754876A1 (fr) 2014-07-16

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Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1593824A2 (fr) * 2004-05-06 2005-11-09 Denso Corporation Système d'injection de carburant
EP1936156A1 (fr) * 2006-12-21 2008-06-25 Delphi Technologies, Inc. Procédé de régulation d'un moteur à combustion interne
US20080162017A1 (en) * 2006-12-27 2008-07-03 Denso Corporation Engine control, fuel property detection and determination apparatus, and method for the same
DE102007061225A1 (de) * 2007-12-19 2009-06-25 Robert Bosch Gmbh Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1593824A2 (fr) * 2004-05-06 2005-11-09 Denso Corporation Système d'injection de carburant
EP1936156A1 (fr) * 2006-12-21 2008-06-25 Delphi Technologies, Inc. Procédé de régulation d'un moteur à combustion interne
US20080162017A1 (en) * 2006-12-27 2008-07-03 Denso Corporation Engine control, fuel property detection and determination apparatus, and method for the same
DE102007061225A1 (de) * 2007-12-19 2009-06-25 Robert Bosch Gmbh Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine

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