EP2948663A1 - Procédé et dispositif de commande d'un moteur à combustion interne à taux de compression variable - Google Patents

Procédé et dispositif de commande d'un moteur à combustion interne à taux de compression variable

Info

Publication number
EP2948663A1
EP2948663A1 EP14703526.5A EP14703526A EP2948663A1 EP 2948663 A1 EP2948663 A1 EP 2948663A1 EP 14703526 A EP14703526 A EP 14703526A EP 2948663 A1 EP2948663 A1 EP 2948663A1
Authority
EP
European Patent Office
Prior art keywords
compression ratio
internal combustion
combustion engine
operating
operating variable
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Withdrawn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
EP14703526.5A
Other languages
German (de)
English (en)
Inventor
Reza Azadeh
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.)
Audi AG
Original Assignee
Audi AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Audi AG filed Critical Audi AG
Publication of EP2948663A1 publication Critical patent/EP2948663A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D15/00—Varying compression 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
    • F02D41/04—Introducing corrections for particular operating conditions
    • 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
    • F02D2041/1412—Introducing closed-loop corrections characterised by the control or regulation method using a predictive controller
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/1002—Output torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/1002—Output torque
    • F02D2200/1004—Estimation of the output torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2700/00—Mechanical control of speed or power of a single cylinder piston engine
    • F02D2700/03—Controlling by changing the compression ratio

Definitions

  • the invention relates to a method for operating an internal combustion engine, wherein a compression ratio is adjusted by means of an adjusting device to a desired compression ratio, wherein in a normal operating mode of the internal combustion engine, the target compression ratio is determined in dependence on an operating variable of the internal combustion engine.
  • the invention further relates to an internal combustion engine.
  • the internal combustion engine is used for example for driving a motor vehicle.
  • the internal combustion engine has a variable compression ratio, wherein the adjusting device is used to set the predetermined target compression ratio of the internal combustion engine.
  • the target compression ratio of the internal combustion engine is set, for example, such that the lowest possible fuel consumption is achieved.
  • the knock limit of the fuel must be taken into account. With a low applied to the engine load torque, therefore, a larger target compression ratio is selected as at a higher load torque.
  • the target compression ratio is set in a coasting operation of the internal combustion engine, in which it is entrained by an external torque, at idle and at partial load up to a certain load torque to a maximum compression ratio of the internal combustion engine.
  • the actual compression ratio must be reduced as quickly as possible to provide this load torque can, without the knock limit of the fuel is exceeded.
  • the ignition angle can be set, for example, until the now-reduced target compression ratio is reached by the actual compression ratio such that the knock limit is maintained, thus avoiding knocking operation of the internal combustion engine. For this purpose, the ignition angle is adjusted, for example, to late. If, however, the load torque is reduced, the compression ratio should be increased as quickly as possible in order to
  • CONFIRMATION COPY to reduce fuel consumption.
  • the adjustment itself is due to the limited positioning speed to realize only with a higher fuel consumption.
  • the Istverdichtungst runs the Sollverdichtungssch far behind.
  • the target compression ratio is determined only after reaching the new operating point from the operating variable of the internal combustion engine and subsequently adjusted by means of the adjusting device, so that the time offset between the Istverdichtungsfound and the actually optimal compression ratio is very large.
  • the document EP 1 293 659 B1 discloses the prior art. This describes a control system for an internal combustion engine having a compression ratio control device, an acceleration parameter obtaining device, an acceleration determining device and a control device. It is now envisaged that the controller reduces a compression ratio reduction rate at which the engine compression ratio during engine acceleration is reduced when the engine is in a slow acceleration state as compared to a compression ratio reduction rate at which the compression ratio during engine acceleration is reduced when the engine is in a fast acceleration state.
  • the controller is to delay a compression ratio reduction start time at which the reduction of the engine compression ratio during the engine acceleration is started when the engine is in a slow acceleration state, as compared with a compression ratio reduction start time at which the reduction of the engine compression ratio during acceleration is started when the engine is in a fast acceleration state.
  • the document DE 102 20 598 B3 describes a method for adjusting the ignition angle to the compression ratio of an internal combustion engine, the document DE 10 2004 031 288 A1 an internal combustion engine with variable compression ratio and a method for their operation and the document DE 10 201 1 017 181 A1 a method for operating an adjusting device for variably setting a compression ratio of an internal combustion engine.
  • the internal combustion engine is at least temporarily operated in a prediction mode, in which the target compression ratio is determined based on an expected estimation operation variable, which is estimated based on the current gradient of the operating variable over time.
  • the desired compression ratio is now determined not from the current operating variable, but rather from an expected value for the operating variable, namely the estimated operating variable.
  • This estimated operation quantity is estimated, for example, from the current gradient of the operation quantity.
  • the time profile of the operating variable over time is considered, and the expected value of the operating variable is calculated from the slope of this curve at the momentary time. This is done, for example, by means of a mathematical relationship of the kind where M t is the operation amount at the current time, dM t / dt is the gradient of the operation amount over time, and At is the time from the current time to a future time. From these quantities, the estimated operation quantity ⁇ (+ ⁇ (which is to be expected in the future time point) is obtained, so the estimated operation amount is estimated for a time point which is the certain time period ⁇ t in the future.
  • the desired compression ratio is determined analogously to the procedure for the operating variable in the normal operating mode.
  • a mathematical relationship, a table or a map is used, wherein in the normal mode, the operating size and in the prediction mode, the estimated operating size serves as an input, while the target compression ratio is an output.
  • the operating variable is, for example, a momentary desired operating variable, which is set on the internal combustion engine, or an actual operating variable, which actually has the internal combustion engine.
  • the target operating variable is determined from a default operating variable, which in turn results from a specification of the driver and / or a specification of a driver assistance device of the motor vehicle.
  • the setpoint operating variable is then adjusted to the internal combustion engine, so that the actual operating variable, namely the actual operating variable, changes in the direction of the setpoint operating variable. For example, while the setpoint operating variable is determined directly from the default operating variable, the actual operating variable follows the setpoint operating variable.
  • the target compression ratio is determined dictatively, so that the actuating device can already be actuated, even if the internal combustion engine is not yet in the new operating point is present.
  • the setpoint compression ratio is usually determined from the operating variable only when the internal combustion engine is present at the new operating point. Consequently, the setpoint compression ratio and, correspondingly, the actually existing actual compression ratio of the operating variable of the internal combustion engine always follow. This is at least partially prevented by the operation of the internal combustion engine in the prediction mode.
  • the prediction mode is initiated when the threshold value is exceeded by the gradient of a control element variable over time and / or by the gradient of the operating variable over time. Normally, the internal combustion engine is operated in the normal mode. If, however, at least one of the stated conditions is fulfilled, the system switches to the prediction mode.
  • the control element size is the value returned by a control element, the control element being, for example, an accelerator pedal of the motor vehicle. It is immediately obvious that a quick operation of the control element by the driver has a high gradient of the control element size result. Accordingly, it can be concluded from the exceeding of the threshold value by the gradient of the operating element size that the operating variable will change rapidly.
  • the operating variable is present for example as a desired operating variable, which is predetermined in particular by a driver assistance device.
  • the prediction mode is therefore preferably initiated not only on the driver's request, but also if a driver assistance device causes a rapid load change.
  • a development of the invention provides that the instantaneous load torque of the internal combustion engine is used as the operating variable. Accordingly, the operating variable is an actual operating variable of the internal combustion engine. By using the instantaneous load torque or its gradients, the desired compaction ratio required in the future can be determined particularly accurately.
  • the estimated operating variable is estimated regularly during the execution of the prediction mode.
  • the estimated operating variable and determined from this the target compression ratio are updated at specific time intervals. In this way, the highest possible accuracy of the estimation of the expected estimated operational variable is achieved. This leads to a rapid setting of the compression ratio to the compression ratio required in the future, with which a fuel-efficient operation of the internal combustion engine can be performed.
  • a further development of the invention provides that the derivative of the gradient of the operating variable is determined and the prediction mode is terminated when the threshold falls below or exceeds a threshold value. So it's not just the Gradient of the farm size itself, but also determined its derivative. If the gradient changes too much, indicated by the derivative exceeding the threshold, the estimated operating quantity can not be reliably determined based on the gradient of the operating quantity. For this reason, the prediction mode is ended and the normal mode is performed again. Thus, it is possible to avoid false predictions of the estimated operating variable and, based thereon, non-correct target compression ratios, which could otherwise lead to impairment of the operating behavior of the internal combustion engine. On the other hand, under certain circumstances, if the gradient is too weak, no estimation is necessary, but rather the determination of the nominal compression ratio in the normal mode of operation is sufficient. This fact is taken into account by the fact that the prediction mode is terminated when falling below.
  • the prediction mode is ended when the gradient of the operating element size and / or the gradient of the operating variable falls below the threshold value.
  • This condition may be applied additionally or alternatively to the condition described above. Again, it is provided upon satisfaction of the condition to terminate the prediction mode and again perform the normal mode. If the threshold value is undershot, this means that now only a slow change of the operating variable and thus of the target compression ratio will take place. In this case, however, the actuating speed of the actuating device is sufficient to sufficiently quickly track the compression ratio to the target compression ratio even in the normal operating mode. The prediction of the estimated operating variable is therefore no longer necessary.
  • the prediction mode is initiated when one of the variables is exceeded when a first threshold value is exceeded and terminated when it falls below a second threshold value.
  • the first threshold value and the second threshold value are particularly preferably chosen differently.
  • the first threshold value is greater than the second threshold value, so that in this respect a hysteresis-like behavior is achieved. In this way, when the amount compared with the threshold value fluctuates around it, no constant switching between the normal mode and the prediction mode is caused.
  • the ignition angle is optimally selected during the prediction mode. It was explained at the beginning that due to the trailing of the actual compression ratio to the nominal compression ratio at a see load change a change in the ignition angle may be necessary to comply with the knock limit. Because the anticipated determination of the estimated operating variable and hence the target compression ratio achieves the desired compression ratio by the internal combustion engine faster than in known methods, such a deterioration of the ignition angle can be dispensed with. Rather, the ignition angle is always optimally selected. Alternatively, however, such a Zündwinkelver ein be made, but to a lesser extent than in known from the prior art method.
  • An advantageous embodiment of the invention provides that the position of a control element is used as the control element size.
  • the position describes the position of the operating element, in which it is brought by a user, for example by the driver of the motor vehicle. With a suitable choice of the control element can therefore be concluded that an expected rapid change in the operating size of the internal combustion engine.
  • an accelerator pedal for example, an accelerator pedal, a brake pedal or a clutch is used as the control element.
  • the driver of the motor vehicle triggers transient events, such as a start, an acceleration or deceleration.
  • the invention further relates to an internal combustion engine, particularly for performing the method described above, egg with an adjusting means for adjusting, to determine nes compression ratio to a target compression ratio, said internal combustion engine is configured in a normal mode, the target compression ratio as a function of an operating variable of the internal combustion engine ,
  • the internal combustion engine is designed to be operated at least temporarily in a prediction mode in which the target compression ratio is determined based on an expected estimated operating variable, which is estimated based on the instantaneous gradient of the operating variable over time.
  • Figure 1 is a diagram in which a control element size, a load torque of a
  • FIG. 2 shows a flow chart of a method for operating the internal combustion engine with a variable compression ratio.
  • FIG. 1 shows a diagram in which different quantities are plotted over time t.
  • a course 1 shows the course of a control element size, this control element representing the position of an operating element of a motor vehicle, namely, for example, an accelerator pedal. It is clear that a driver of the motor vehicle from the time t 0 changed the position of the accelerator pedal to achieve or compensate for a higher load torque of the internal combustion engine of the motor vehicle. The change in the position of the accelerator pedal is completed at time t 2 . Until the time t 3 , the position remains constant. Subsequently, it is again changed by the driver until the time t 5 , to adjust or compensate for a lower load torque of the internal combustion engine. The course of the load torque is represented by a course 2. It becomes clear that the load torque lags behind the control element size.
  • the internal combustion engine has an adjusting device, by means of which a compression ratio in the cylinders of the internal combustion engine is adjustable.
  • the compression ratio indicates the ratio of the cylinder volume before compression to the cylinder volume after compaction.
  • a target compression ratio is set on the internal combustion engine or the adjusting device.
  • the course of this target compression ratio is indicated by the course 3. It is clear that the target compression ratio changes with a change in the load torque of the internal combustion engine, which is used as an operating variable, starting from a maximum value until a minimum value is reached.
  • the tracking of the actual compression ratio takes place relatively quickly.
  • the setpoint compression ratio is to be determined as a function of an operating variable of the internal combustion engine, with the load torque being used as the operating variable, for example.
  • the target compression ratio should be determined based on an expected estimation operation amount, and this estimated operation amount is estimated based on the current gradient of the operation amount over time. The target compression ratio is therefore not set to the currently present operating point of the internal combustion engine, but to an operating point expected in the future. In this way, adjusting the Istverdichtungsletss to an optimal compression ratio, with which a fuel-efficient operation of the internal combustion engine is possible to take place at abrupt load changes significantly faster than in the normal mode.
  • FIG. 2 shows a flowchart in which the procedure for the prediction mode is reproduced.
  • the method begins at a starting point 5.
  • a branch 6 it is checked whether the gradient of a control element variable, in the embodiment described here, the position of the accelerator pedal, is different from zero. If this is the case, it is checked in the context of a branch 7 whether the gradient is greater than a threshold value.
  • a threshold value In this case, an absolute value is used for the gradient, so that both in the case of a change in the position directed to a reduction of the load torque and in the case of a change in the position directed from the normal mode to an increase of the load torque, the mode of operation is changed to the prediction mode, if said condition is met ,
  • the gradient of the operating variable for example the Gradient of the instantaneous load torque of the internal combustion engine, determined.
  • the estimated operating variable is determined in operation 9 and the desired compression ratio is determined therefrom.
  • the estimated operating variable is determined for a time which is a certain period of time in the future.
  • the operations 8 and 9 are thereby performed, which is indicated by the enclosure 10, at a time t.
  • the derivation of the gradient of the operating variable is determined in the context of an operation 1 1, in particular the two-fold derivative of the load torque of the internal combustion engine.
  • an operation 1 in particular the two-fold derivative of the load torque of the internal combustion engine.
  • the operation 1 as indicated by the enclosure 12, performed only at a time t following the time t + At.
  • a branch 13 checks whether the derivative is less than a limit value. If this is the case, the prediction mode is terminated in the course of an operation 14 and the normal operating mode is again carried out, because a prediction is not necessary with a small value of the derivative. If, on the other hand, the derivative of the gradient of the operating variable is greater than the threshold value, then with the now current gradient of the operating variable at time t + ⁇ t within the scope of operation 15, the estimated operating variable and hence the target compression ratio are updated.
  • the determination of the target compression ratio takes place in the prediction mode analogous to the procedure in the normal operating mode, but instead of the operating variable, the estimated operating variable is taken as the basis.
  • the determination is made, for example, by means of a mathematical relationship, a table or a characteristic map, wherein in the normal mode the operating variable and in the prediction mode the estimated operating variable is used as the input variable.
  • the output variable is below the target compression ratio.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

Procédé permettant de faire fonctionner un moteur à combustion interne, selon lequel un taux de compression est réglé au moyen d'un dispositif de réglage à un taux de compression de consigne, le taux de compression de consigne étant déterminé, dans un mode de fonctionnement normal du moteur à combustion interne, en fonction d'une grandeur de fonctionnement du moteur à combustion interne. Selon ledit procédé, le moteur à combustion interne est amené à fonctionner au moins temporairement dans un mode de fonctionnement de prédiction dans lequel le taux de compression de consigne est déterminé à l'aide d'une grandeur de fonctionnement estimée attendue qui est évaluée sur la durée sur la base du gradient momentané de la grandeur de fonctionnement. La présente invention concerne également un moteur à combustion interne.
EP14703526.5A 2013-01-22 2014-01-21 Procédé et dispositif de commande d'un moteur à combustion interne à taux de compression variable Withdrawn EP2948663A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE201310001043 DE102013001043B3 (de) 2013-01-22 2013-01-22 Verfahren zum Betreiben einer Brennkraftmaschine sowie entsprechende Brennkraftmaschine
PCT/EP2014/000146 WO2014114442A1 (fr) 2013-01-22 2014-01-21 Procédé et dispositif de commande d'un moteur à combustion interne à taux de compression variable

Publications (1)

Publication Number Publication Date
EP2948663A1 true EP2948663A1 (fr) 2015-12-02

Family

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Application Number Title Priority Date Filing Date
EP14703526.5A Withdrawn EP2948663A1 (fr) 2013-01-22 2014-01-21 Procédé et dispositif de commande d'un moteur à combustion interne à taux de compression variable

Country Status (6)

Country Link
US (1) US9599038B2 (fr)
EP (1) EP2948663A1 (fr)
JP (1) JP6157642B2 (fr)
CN (1) CN104956049B (fr)
DE (1) DE102013001043B3 (fr)
WO (1) WO2014114442A1 (fr)

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DE102014015879B3 (de) * 2014-10-27 2015-10-15 Audi Ag Verfahren zum Betreiben einer Brennkraftmaschine sowie entsprechende Brennkraftmaschine
JP6550747B2 (ja) * 2014-12-24 2019-07-31 日産自動車株式会社 車両の制御装置
DE102016001399B4 (de) 2016-02-06 2020-09-17 Audi Ag Verfahren und Vorrichtung zum Betreiben einer Antriebsvorrichtung, Antriebsvorrichtung
DE102016004521B4 (de) 2016-04-13 2021-01-21 Audi Ag Verfahren zum Betreiben einer Brennkraftmaschine sowie entsprechende Brennkraftmaschine
DE102018200032A1 (de) * 2017-12-22 2019-06-27 Robert Bosch Gmbh Verfahren zum Betreiben einer Anordnung von Recheneinheiten
CN115217638B (zh) * 2022-05-30 2024-01-16 广州汽车集团股份有限公司 发动机压缩比控制方法、装置及电子设备

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EP2511501A1 (fr) * 2011-04-15 2012-10-17 Nissan Motor Co., Ltd Appareil de contrôle de moteur à taux de compression variable
DE102011017181A1 (de) * 2011-04-15 2012-10-18 Daimler Ag Verfahren zum Betreiben einer Stelleinrichtung zum variablen Einstellen eines Verdichtungsverhältnisses einer Verbrennungskraftmaschine

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JP4058927B2 (ja) * 2001-09-18 2008-03-12 日産自動車株式会社 内燃機関の制御装置
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EP2511501A1 (fr) * 2011-04-15 2012-10-17 Nissan Motor Co., Ltd Appareil de contrôle de moteur à taux de compression variable
DE102011017181A1 (de) * 2011-04-15 2012-10-18 Daimler Ag Verfahren zum Betreiben einer Stelleinrichtung zum variablen Einstellen eines Verdichtungsverhältnisses einer Verbrennungskraftmaschine

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Also Published As

Publication number Publication date
DE102013001043B3 (de) 2013-10-31
JP2016508559A (ja) 2016-03-22
WO2014114442A1 (fr) 2014-07-31
US9599038B2 (en) 2017-03-21
CN104956049B (zh) 2018-04-06
JP6157642B2 (ja) 2017-07-05
CN104956049A (zh) 2015-09-30
US20150354469A1 (en) 2015-12-10

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