EP3221573B1 - Steuergerät für einen verbrennungsmotor - Google Patents

Steuergerät für einen verbrennungsmotor Download PDF

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Publication number
EP3221573B1
EP3221573B1 EP15795168.2A EP15795168A EP3221573B1 EP 3221573 B1 EP3221573 B1 EP 3221573B1 EP 15795168 A EP15795168 A EP 15795168A EP 3221573 B1 EP3221573 B1 EP 3221573B1
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EP
European Patent Office
Prior art keywords
emission
internal combustion
combustion engine
emissions
nox
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EP15795168.2A
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German (de)
English (en)
French (fr)
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EP3221573A1 (de
Inventor
Benjamin Segtrop
Michael Mazur
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Volkswagen AG
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Volkswagen AG
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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
    • 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
    • F02D41/1406—Introducing closed-loop corrections characterised by the control or regulation method with use of a optimisation method, e.g. iteration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/36—Control for minimising NOx emissions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/38—Control for minimising smoke emissions, e.g. by applying smoke limitations on the fuel injection amount

Definitions

  • the present invention relates to a control device for an internal combustion engine for determining at least one reference variable for an internal combustion engine.
  • Control units are used to control important engine functions in the vehicle area. In particular, they also serve to complement structural measures such as combustion chamber design and the influence of mixture formation through injection systems and injection processes, engine operation, fuel consumption and the associated CO 2 emissions as well as essential exhaust gas components such as carbon monoxide (CO), hydrocarbons (HC), nitrogen oxides ( NOx) as well as soot and particles.
  • CO carbon monoxide
  • HC hydrocarbons
  • NOx nitrogen oxides
  • control unit receives information about an operating state of the engine (for example speed, torque, desired torque, temperature, DPF (diesel particle filter) loading and determine reference variables that influence consumption and emissions during operation.
  • an operating state of the engine for example speed, torque, desired torque, temperature, DPF (diesel particle filter) loading and determine reference variables that influence consumption and emissions during operation.
  • DPF diesel particle filter
  • Engine control maps stored in the control unit in which, for example, a target exhaust gas recirculation rate or a target boost pressure as a function of the above-mentioned operating state are stored, are often used to determine these reference variables.
  • Suitable command variables are, for example, exhaust gas recirculation rate, exhaust gas recirculation distribution, filling, injection timing, ignition timing. Control variables are then derived from these reference variables (for example throttle valve position, position of a VTG (variable turbine geometry)).
  • internal combustion engine encompasses the complete internal combustion engine system with all of its units, auxiliary units and adjusting elements.
  • This strategy can be used to ensure that the emission limits in defined speed profiles are not exceeded by an optimized allocation of certain reference variables.
  • An example of such speed profiles are normalized Driving cycles, for example the NEDC (new European driving cycle), which are used to determine the exhaust gas and / or consumption values.
  • NEDC new European driving cycle
  • global optimization approaches are known, for example, as specified in Heiko Sequence: Emission Modeling and Model-Based Optimization of the Engine Control, D17 Darmstadt Dissertations 2012.
  • the consumption and emission values (l / 100km or mg / km) can deviate significantly upwards or downwards in some of these different driving profiles.
  • a global optimization of, for example, fuel consumption or CO2 emissions when the emission limits are not exceeded is therefore no longer provided by the known control strategies.
  • EGR rate exhaust gas recirculation rate
  • SCR selective catalytic reduction
  • control device according to the invention according to claim 1, an internal combustion engine according to claim 6 and a vehicle according to claim 7.
  • a control device of an internal combustion engine determines a reference variable (for example EGR rate, EGR distribution, charge), which is output to the internal combustion engine, taking into account operating status information, upper emission limits and a cumulative actual emission quantity.
  • a reference variable for example EGR rate, EGR distribution, charge
  • the operating status information includes, for example, the speed, the current torque, the desired torque, the temperature, the DPF loading and other variables.
  • the cumulative actual emission size comprises the sum of all emissions emitted by the internal combustion engine in a certain operating period.
  • At least one operating state of the internal combustion engine is set via this reference variable (s) in such a way that a plurality of actual emission variables are influenced in such a way that the cumulative actual emission variables in a specific operating period with a combination of any operating states of the internal combustion engine emission limits set in a random order for this operating period do not exceed (mg / km) and a target function is reduced as much as possible.
  • a size to be minimized or optimized is referred to as the objective function (e.g. fuel consumption or the CO 2 emissions dependent on it, regeneration intervals of various exhaust gas aftertreatment systems such as soot particle filters, AdBlue consumption, NOx emissions etc. or a combination of such sizes).
  • any operating states is intended to encompass all technically sensible operating states that can occur in the normal operation of an internal combustion engine.
  • Such a control concept has the advantage that, for example, a non-critical actual emission quantity is increased by changing the reference quantity to such an extent that a critical actual emission quantity is reduced to such an extent that it is ensured that the emission limit level (emission limit value) of an emission quantity for the critical one Emission size not reached or not exceeded in a period.
  • One or more reference variables are selected using an indifference curve from pareto-optimal alternatives - for example, the injection quantity, actual emissions and / or AdBlue dosing. This is done according to a heuristic that takes into account the distances between the accumulated actual emissions and their limit level. The In this process, the command variable is determined and adapted dynamically and depending on the situation.
  • the operating status information includes at least one speed (n) and a target torque (M).
  • the actual emission quantities include at least two of the following quantities. Sizes include NOx emissions, HC emissions, CO emissions, CO 2 emissions, combined HC and NOx emissions, number of soot particles, soot particle mass, condition of a diesel particle filter, condition of a NOx storage catalytic converter.
  • the command variable comprises at least one of the following variables that affect the emission behavior, namely EGR rate, EGR distribution, filling, ignition timing.
  • the manipulated variables derived therefrom include one of the following variables, by means of which the desired command variable can be achieved in modern engines, namely throttle valve position; Setting the variable turbine geometry, injection timing, camshaft adjustment.
  • two actual emission quantities are considered, in particular nitrogen oxide emissions and soot emissions, which are competingly related to diesel engines.
  • an internal combustion engine With the help of an internal combustion engine with a control device according to the invention, improved consumption values and emission values can be realized.
  • Such an internal combustion engine is particularly suitable for vehicles.
  • FIG. 1 An engine diagram is shown, which is regulated or controlled via a control device 1 according to the invention. Shown is an internal combustion engine designed as a reciprocating piston engine 2 (diesel or Otto engine), which is filled via valves 3 and via a charge air line 4 and is emptied via an exhaust line 5.
  • the supply air passes through an air filter 6 and an exhaust gas turbocharger 7 with adjustable turbine geometry through an intercooler 8 via an inlet valve 3 into the cylinder, where fuel may be supplied via an injection system.
  • the exhaust gas formed is discharged through an exhaust valve 3 via the exhaust line.
  • the compressed exhaust gas passes the exhaust gas turbocharger 7, drives it and thus compresses the charge air. It then passes through a nitrogen storage catalytic converter 10 and a diesel particle filter 11 and finally reaches the exhaust pipe 13 through an exhaust gas flap 12.
  • valves 3 are driven by an adjustable camshaft 14. The adjustment takes place via a camshaft adjusting device 15, which can be controlled by control unit 1.
  • Part of the exhaust gas can be introduced into the charge air duct 4 via a high-pressure exhaust gas recirculation valve 16.
  • An exhaust gas-treated partial flow can in the low pressure area after the exhaust gas turbocharger 7 via a corresponding exhaust gas cooling 17 and an exhaust gas recirculation low pressure valve 18 are guided in the charge air line 4.
  • the turbine geometry of the exhaust gas turbocharger 7 can be adjusted via an adjusting device 19.
  • the charge air supply (“gas") is regulated via the main throttle valve 20.
  • the control unit 1 includes the exhaust gas recirculation low pressure valve 18, the actuating device 19, the main throttle valve 20, the exhaust gas recirculation high pressure valve 16, the camshaft adjusting device 15 and the exhaust gas flap 12 can be controlled (solid lines).
  • control unit 1 is supplied via sensors and setpoint devices, for example with temperature information (intercooler 8, exhaust gas cooling 17) and with actual emission values (e.g. from a sensor or physical / empirical model).
  • the following exemplary embodiments relate to the control and regulation of emission values as a function of predefined upper emission limits and cumulative actual values.
  • the control unit 1 determines one or more effective and effective reference variables x (t) required to influence the emissions.
  • manipulated variables are derived which in the internal combustion engine 2 or its components (for example position of the main throttle valve 20, camshaft setting, setting of the turbine geometry of the exhaust gas turbocharger 7, setting of the exhaust gas valve 12, etc.) are the emissions (for example NOx, HC, CO, soot ) of the internal combustion engine. These are recorded as mass flows (emission rates) Em DS (for example mass per time [mg / s]). Cumulative actual values Em K of the emissions are derived from these emissions (integration of the emission rates over time).
  • Em K are used in control unit 1 together with the elapsed operating time t or the distance s traveled, known or specified upper emission limits Em G and information about the driver's request FW (eg acceleration: a target ; torque: M target ) and other operating conditions SB (eg speed: v; speed: n) of the internal combustion engine 2 determines the reference variable (n) x (t).
  • driver's request FW eg acceleration: a target ; torque: M target
  • SB eg speed: v; speed: n
  • Fig. 3 shows an example of the relationship between NOx emissions and soot emissions as a function of the exhaust gas recirculation rate (EGR), which forms a reference variable x (t) here.
  • EGR exhaust gas recirculation rate
  • Fig. 4 shows a diagram with reference variable combinations of certain soot emissions, which are plotted against certain NOx emissions. If, for example, there is now the task of minimizing / reducing the soot emissions in an (any) operating state, while maintaining a (cumulative) NOx limit value, the emission history (cumulative actual values Em G ) for past (possibly any, in different operating states).
  • Pareto-optimal target size combinations in which soot emissions can only be further reduced if the NOx emission is increased, are identified by the points x. All Pareto-optimal target size combinations form the so-called pareto front, which connects the points x to one another. In the event of a minimization problem, points to the left below the Pareto front (hatched area) cannot be realized and all target size combinations provided to the right above are not Pareto-optimal, since there are combinations (points x) in each case that relate to soot emission and NOx emission can be realized more cheaply on the pareto front.
  • Fig. 5 The selection from pareto-optimal target size combinations of two target sizes (NOx emissions and soot emissions) is shown in Fig. 5 .
  • a NOx limit value NOx-G (dashed line) is shown in the right column as the upper emission limit Em G and the column shown below shows the accumulated actual NOx emissions NOx-K 1 in the shaded area as the accumulated actual value Em K. Since the cumulative NOx emissions NOx-K 1 are already relatively close to the NOx limit value NOx-G, a relatively high exchange ratio between the target values soot emissions and NOx emissions (increased soot emissions in favor of low NOx) has been chosen around the NOx - NOx-G limit not To exceed.
  • This exchange rate desired here is indicated by the indifference curve I, which is shown here to decrease relatively steeply, and is then shifted to the closest target size combination, in which a specific soot emission and a specific NOx emission can be realized for this operating point.
  • This target size combination is then determined using the in the diagram Fig. 3 known information is assigned an EGR as a suitable pareto-optimized reference variable x (t).
  • Fig. 6 shows an example in which the accumulated NOx emissions (NOx-K 2 ) are further below the NOx limit value NOx-G.
  • NOx-K 2 the NOx limit value
  • the exchange ratio of the indifference curve I is smaller (the straight line falls flat). A higher NOx emission can therefore be accepted here without there being any risk that the NOx limit value NOx-G will be exceeded.
  • the soot emission can thus be kept lower.
  • the flatter straight line is shifted to the next target size combination, on which a certain NOx emission and a corresponding soot emission with an associated reference variable x (t) (here the corresponding EGR) Fig. 3 ) can be realized.
  • Fig. 7 shows an example in which the accumulated NOx emissions (NOx-K 3 ) have exceeded the NOx limit value NOx-G.
  • the exchange ratio of the straight line I vertical indifference curve
  • the reference variable x (t) is selected for minimal NOx emissions.
  • Fig. 8 shows analog to Fig. 5 an example in which CO 2 should be minimized depending on the accumulated NOx emissions.
  • Fig. 9 shows analog to Fig. 5 an example in which the indifference curve is not linear.
  • the emission values can be improved in operation and depending on changing boundary conditions.
  • the method can also be extended to multidimensional problems. For example, it is possible to determine pareto-optimized reference variables x (t) for multiple combinations (e.g. for CO 2 emissions, soot emissions and NOx emissions).
  • other reference variables x (t) pareto-optimized can also be determined for control purposes (e.g. VTG position or rail pressure).

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Exhaust-Gas Circulating Devices (AREA)
EP15795168.2A 2014-11-17 2015-11-17 Steuergerät für einen verbrennungsmotor Active EP3221573B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102014116748 2014-11-17
PCT/EP2015/076845 WO2016079132A1 (de) 2014-11-17 2015-11-17 Steuergerät für einen verbrennungsmotor

Publications (2)

Publication Number Publication Date
EP3221573A1 EP3221573A1 (de) 2017-09-27
EP3221573B1 true EP3221573B1 (de) 2020-04-22

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US (1) US10690075B2 (zh)
EP (1) EP3221573B1 (zh)
KR (1) KR101836787B1 (zh)
CN (1) CN107002576B (zh)
DE (1) DE102015222684B4 (zh)
WO (1) WO2016079132A1 (zh)

Families Citing this family (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102016208236A1 (de) * 2016-05-12 2017-11-30 Volkswagen Ag Steuerungsverfahren für einen Verbrennungsmotor, Steuergerät und Verbrennungsmotor
DE102016208834A1 (de) 2016-05-23 2017-11-23 Technische Universität Dresden Verfahren zum Betreiben eines in einem Fahrzeug installierten Verbrennungskraftmaschine
DE102017215251B4 (de) * 2017-08-31 2019-04-18 Volkswagen Aktiengesellschaft Verfahren und Steuergerät zur Emissionsregelung einer Verbrennungskraftmaschine
SE542561C2 (en) 2018-06-11 2020-06-09 Scania Cv Ab Method and system determining a reference value with regard to exhaust emissions
GB2578155B (en) * 2018-10-19 2021-01-13 Delphi Automotive Systems Lux Method of controlling vehicle emissions
CN112282949B (zh) * 2020-09-23 2021-07-16 北汽福田汽车股份有限公司 电控汽油机起燃工况控制参数优化方法、装置以及车辆
IT202100020744A1 (it) * 2021-08-02 2023-02-02 Fpt Motorenforschung Ag Metodo di modellamento di un gruppo propulsore e di controllo del gruppo propulsore modellato
JP7364000B1 (ja) 2022-09-12 2023-10-18 いすゞ自動車株式会社 ＮＯｘ発生量制御装置

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US20170248091A1 (en) 2017-08-31
KR20170067890A (ko) 2017-06-16
DE102015222684A1 (de) 2016-05-19
WO2016079132A1 (de) 2016-05-26
KR101836787B1 (ko) 2018-04-19
CN107002576B (zh) 2020-10-23
CN107002576A (zh) 2017-08-01
EP3221573A1 (de) 2017-09-27
US10690075B2 (en) 2020-06-23
DE102015222684B4 (de) 2019-11-07

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