EP3794226A1 - Procédé de calcul d'une masse d'air frais dans un cylindre et de commande - Google Patents

Procédé de calcul d'une masse d'air frais dans un cylindre et de commande

Info

Publication number
EP3794226A1
EP3794226A1 EP19722052.8A EP19722052A EP3794226A1 EP 3794226 A1 EP3794226 A1 EP 3794226A1 EP 19722052 A EP19722052 A EP 19722052A EP 3794226 A1 EP3794226 A1 EP 3794226A1
Authority
EP
European Patent Office
Prior art keywords
fresh air
cylinder
temperature
heating
wall
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.)
Pending
Application number
EP19722052.8A
Other languages
German (de)
English (en)
Inventor
Andre SHURKEWITSCH
Jan Vogelsang
Elmar Millich
Nikoalus ZIMBALIST
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
Original Assignee
Volkswagen 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 Volkswagen AG filed Critical Volkswagen AG
Publication of EP3794226A1 publication Critical patent/EP3794226A1/fr
Pending 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
    • 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
    • F02D35/025—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining temperatures inside the cylinder, e.g. combustion temperatures
    • F02D35/026—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining temperatures inside the cylinder, e.g. combustion temperatures using an estimation
    • 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
    • F02D2041/1413—Controller structures or design
    • F02D2041/1432—Controller structures or design the system including a filter, e.g. a low pass or high pass filter
    • 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
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0402—Engine intake system parameters the parameter being determined by using a model of the engine intake or its components
    • 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
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0414—Air temperature
    • F02D2200/0416—Estimation of air temperature

Definitions

  • the invention relates to a method for calculating a fresh air mass in a cylinder of an internal combustion engine and to a controller that is configured to carry out such a method.
  • Object of the present invention is to provide a method for calculating a fresh air mass in a cylinder of an internal combustion engine and a corresponding control for an internal combustion engine, which at least partially overcome the above-mentioned disadvantages.
  • the present invention provides a method for calculating a fresh air mass in a cylinder of an internal combustion engine, wherein the Method comprises: determining a heating of the fresh air on a wall of the cylinder, wherein the temperature of the wall (2a) of the cylinder changes dynamically; and calculating the fresh air mass of the fresh air in the cylinder based on the determined heating of the fresh air mass.
  • the present invention provides a controller for a
  • the at least one cylinder Internal combustion engine ready, the at least one cylinder, a suction pipe, a
  • Suction tube temperature sensor an inlet valve on the cylinder and an inlet channel upstream of the inlet valve, wherein the controller is configured to carry out the method according to the first aspect.
  • an increase in the fresh air temperature is calculated from a temperature sensor in the intake manifold to the intake valve, wherein the
  • Heat exchange via the temperature difference between the component and fresh air is calculated.
  • the internal combustion engine has a controlled cooling water mass flow (KFKM) and thus an additional degree of freedom and it has been recognized that this degree of freedom has not been sufficiently considered in known in the art solutions or Greungser programmesmodellen.
  • KFKM controlled cooling water mass flow
  • variations in the calculated fresh air charge may occur during dynamic changes or events, which deviations may always be significant when there is previously a longer phase in the uncontrolled engine operation
  • Cylinder wall can not take into account, so when very hot or very cold
  • Characteristic-controlled cooling water flows the pure cooling water temperature is not always fully meaningful, since the heat transfer to the cylinder wall by convection heat depending on the water mass flow can not be considered. Furthermore, it was recognized that known corrections of the injection quantity can not map the time course of the necessary mixture correction neither qualitatively nor quantitatively and not It can be discriminated whether the dynamic load change was from the fired or unfired engine operating point. Due to stricter emission limits of new exhaust gas test cycles and the increased requirements under all environmental conditions to achieve lowest emissions, in some embodiments, the heating of the fresh air through the cylinder wall is taken into account.
  • some embodiments relate to a method for calculating a fresh air mass in a cylinder of an internal combustion engine, the method comprising determining a heating of the fresh air at a wall of the cylinder, wherein the temperature of the wall of the cylinder changes dynamically, and calculating the
  • Fresh air mass of the fresh air in the cylinder based on the determined heating of the fresh air mass comprises.
  • the internal combustion engine may be a gasoline engine or diesel engine or the like and, for example, be provided for a motor vehicle (such as a car, motorcycle, but in principle also other land, water and / or aircraft).
  • the number of cylinders is arbitrary and can be 1, 2, 3, 4, 5, 6, etc. depending on embodiments.
  • the fresh air mass is in some embodiments directly the mass of fresh air in the cylinder, for example, directly after a suction, without the invention should be limited in this regard, whereas in other embodiments, the fresh air mass is represented by one or more sizes, such as. Density, temperature, volume, etc.
  • the method now determines the heating of the fresh air in the cylinder on a wall of the cylinder even at a dynamically changing temperature of the wall of the cylinder.
  • the portion of the cylinder wall which has contact with the fresh air, which, for example, enters the cylinder for subsequent combustion by an intake process is considered, since the aim in some embodiments is to determine the correct amount of fuel to be injected based on the fresh air mass present in the cylinder to determine.
  • This section can be, for example, the section of the cylinder wall in the combustion chamber of the cylinder, the cylinder bottom (or piston surface), etc.
  • the method then calculates the fresh air mass of the fresh air in the cylinder based on the determined heating of the fresh air mass.
  • Inlet temperatures, coolant temperatures and coolant mass flows are achieved by the cylinder crankcase or by the cylinder head. This temperature correction goes beyond temperature corrections, where only the heating up to the inlet valve is modeled.
  • the additional integration of the cylinder wall temperature as a heat contact surface has the advantage that in particular the filling errors are reduced under other ambient temperatures.
  • a coolant mass flow can also be integrated in the heat transfer by means of heat convection. The aim of the method is therefore in some embodiments, the heating of the fresh air to the cylinder wall during the intake phase
  • the current high-dynamic cylinder wall temperature is determined because z. B. just after cooling phases in the unfired thrust or in a
  • some embodiments have the advantage that the dynamic correction of the fresh air temperature based on the warm-up and cool-down operations of the cylinder wall improves the mixture accuracy in dynamics.
  • the exhaust emissions can occur more intensively in the dynamics, to the control systems such as the lambda control and the mixture adaptation partially only delayed response to compensate for the filling errors, so some
  • Embodiments by the dynamic correction of the fresh air temperature can reduce filling errors.
  • determining the heating of the fresh air includes determining the heating of the fresh air, assuming a constant temperature of the wall of the cylinder. A constant temperature of the cylinder wall corresponds with some
  • Embodiments also a stationary operating state of the combustion combustion engine.
  • the determination of the heating at an assumed constant temperature of the cylinder wall is simpler and can be used as a starting point for the calculation of the heating of the fresh air at a dynamic temperature change of the cylinder wall.
  • the stationary cylinder wall temperature can vary greatly at a change in operating point of the internal combustion engine, z. B. 180 K, without the present invention should be limited in this regard. Since the stationary state typically sets only after a few seconds, the not yet steady cylinder wall temperature affects the intake fresh air mass. For load changes from a "cold" to a "warm" operating point of the
  • Cylinder wall temperature can affect. This can lead to fill errors if the effect is not taken into account.
  • the determined heating of the fresh air is filtered by assuming a constant temperature of the wall of the cylinder through a filter to determine a dynamic correction of the heating of the fresh air to the wall of the cylinder. If the heating of the fresh air assuming a constant temperature of the cylinder wall, d. H. is determined at a stationary operating point of the internal combustion engine, this leads to a profile of the temperature of the fresh air, which is closer to a real course, as Fig. 1 illustrates.
  • FIG. 1 shows a profile 100 of a temperature of the fresh air as a function of the cylinder wall temperature and the time that results when a constant temperature of the cylinder wall is assumed for the calculation of the heating of the fresh air at the cylinder wall.
  • the course 100 is characterized by an instantaneous steep or vertical temperature jump from 320 K to 500 K, ie by a difference of 180 K (ie 180 ° C).
  • a trace 101 shows a simulation of how theoretically a natural history of the cylinder wall temperature could look, the trace 101 being based on a simulation of a dynamic change in the cylinder wall temperature.
  • a trace 102 now illustrates the heating of the fresh air at the cylinder wall as it passes through a filter is filtered accordingly, which changes the jump in the course 100 so that the warming of the fresh air is not sudden, but continuously and approaches a natural course.
  • the filter has at least one PT1 filter.
  • PT1 filters are basically known and are simple and inexpensive to provide.
  • the filter has two series-connected PT1 filter, which has a particularly good temperature profile of the fresh air in a dynamic
  • the filter is determined empirically, for example on a test bench, so that it can be adapted to a specific internal combustion engine or a concrete model of an internal combustion engine.
  • the filter depends on at least one parameter that is characteristic of the temperature of the wall of the cylinder, so that a well adapted dynamic heating of the fresh air can be achieved in this way for different temperatures and temperature profiles of the cylinder wall temperature.
  • the parameter represents one during the
  • Combustion introduced amount of heat, a speed of the internal combustion engine and / or a heat transfer of cooling water to the wall of the cylinder. Based on these parameters, the temperature change of the cylinder wall and thus the
  • Temperature change of fresh air can be determined well.
  • the filtered heating is multiplied by an effective and dynamic heat transfer coefficient.
  • a correction temperature can be obtained, which takes into account a dynamic temperature change of the cylinder wall.
  • the dynamic heat transfer coefficient takes into account the heat transfer from the cylinder wall to the fresh air with dynamic temperature change.
  • the effective and dynamic heat transfer coefficient takes into account the heat transfer from the cylinder wall to the fresh air with dynamic temperature change.
  • Heat transfer coefficient determined empirically, so it does not have to be calculated complicated in a controller, but, for example. Is present as a map.
  • the effective and dynamic heat transfer coefficient can be determined, for example, on a test bench for a specific type of internal combustion engine.
  • determining the heating of the fresh air at the wall of the cylinder, wherein the temperature of the wall of the cylinder changes dynamically the addition of the determined heating of the fresh air, assuming a constant temperature of the wall of the cylinder and the dynamic correction of the heating the fresh air on the wall of the cylinder.
  • the method further comprises determining a
  • Reference heating of the fresh air of the wall of the cylinder based on at least one reference parameter, as will be explained further below.
  • the reference heating can be easily determined empirically on a test bench and thus simplifies the overall determination of the heating of the fresh air.
  • the fresh air mass of the fresh air in the cylinder is calculated based on the determined heating of the fresh air mass and the determined reference heating, as also shown in more detail below.
  • the already existing temperature correction of the fresh air (mass) in the intake to behind the intake valve to the
  • the temperature increase of the fresh air on the way into the cylinder may be determined based on the following equation:
  • T w represents the temperature of the wall surface "w" of the component "i" for which the heat given off to the fresh air is to be determined.
  • T air, represents the temperature (or temperature hearing) of the fresh air at the next upstream component "i-1".
  • the parameter "a w, i” represents an effective heat transfer coefficient for a
  • the effective heat transfer coefficient is determined empirically, for example on a test bench, and / or model-based.
  • determining the heating of the fresh air includes determining a heating of the fresh air at an intake passage to the cylinder before
  • Inlet valve of the cylinder (assuming a steady state operation).
  • a temperature sensor in a suction pipe which is located in front of the cylinder and through which fresh air is sucked in, so that the temperature of the fresh air in the suction pipe at the location of the temperature sensor can be determined with the aid of this temperature sensor.
  • _ U ft_v_Ev represents the temperature increase of the fresh air at the intake port upstream of the intake valve of the cylinder
  • T E K represents the temperature of the intake port
  • T Luf t_sgr represents the temperature of the fresh air in a suction pipe to the intake port of the cylinder
  • ot wi an effective heat transfer coefficient of the intake port represents.
  • Equation (3) thus allows the determination of the temperature increase of the fresh air at
  • T Lu ft_sgr the fresh air in a suction pipe to the inlet channel of the cylinder
  • T E K of the inlet channel can be determined, for example, model-based and / or determined on the basis of a cooling water temperature.
  • the effective heat transfer coefficient a wi includes a map representing the heat transfer of the intake passage in response to a speed and / or an intake manifold pressure.
  • the effective heat transfer coefficient a wi can be determined by measurement on a test bench, so that the heat transfer for the internal combustion engine can be determined particularly accurately.
  • the temperature of the fresh air is determined in the intake manifold by means of a temperature sensor in the intake manifold, so that the starting point of the
  • Calculations for the heating of the fresh air in the intake pipe is a measured value and, for example, no model-based value for the fresh air temperature, whereby the accuracy can be improved.
  • determining the heating of the fresh air includes determining a heating of the fresh air at an intake valve of the cylinder.
  • the intake valve is the next component in the intake path which is instrumental in heating the intake fresh air on its way into the cylinder the above-mentioned inlet channel is involved, so that the accuracy of the determination of the heating can be further increased.
  • Determining the heating of the fresh air at the intake valve of the cylinder may be based on the context:
  • T LUft-h-EV represents the temperature increase of the fresh air at the intake valve of the cylinder
  • T EV represents the temperature of the intake valve
  • T air vE v represents the temperature of the fresh air in the intake passage in front of the intake valve of the cylinder
  • ot w 2 an effective heat transfer coefficient of the intake valve represents.
  • equation (4) allows the determination of the temperature increase T air-hE v of the fresh air at the intake valve of the cylinder, the temperature T air -VE v can be determined based on the equation (3) above, so that they are particularly accurate in some embodiments may be present.
  • the temperature T EV of the intake valve can be determined, for example, model-based and / or based on a cooling water temperature or oil temperature of the
  • Internal combustion engine can be determined.
  • the effective heat transfer coefficient comprises a map representing the heat transfer of the intake valve in response to a speed and / or an intake manifold pressure.
  • the effective heat transfer coefficient ot w 2 can be determined by measurement on a test bench, so that the heat transfer for the internal combustion engine can be determined particularly accurately or it can also be determined model-based and stored accordingly as a map.
  • determining the heating of the fresh air at the wall of the cylinder for steady state operation is based on the context:
  • T LUft-Zyi-stationary represents the temperature increase of the fresh air on the wall of the cylinder
  • T Zyi_wan d is the temperature of the wall of the cylinder
  • T air-hE v is the temperature of the fresh air after the inlet valve of the cylinder
  • a W 3 a effective Heat transfer coefficient of the wall of the cylinder represents (which is determined empirically on the test bench and / or model-based and, for example, is stored as a map).
  • Equation (5) thus leaves the determination of the temperature increase T Lu ft_zyi_stationär
  • the temperature T Zy i_wand of the wall of the cylinder can be determined, for example, model-based. For some
  • the temperature in dependence on the example of a fresh air filling and a speed of the internal combustion engine can be specified and, for example, can be stored as a map. Accordingly, in some embodiments, the temperature T Z y LWand the wall of the cylinder as a map that indicates this temperature, for example. Depending on the fresh air filling and / or the speed of the internal combustion engine. For a very accurate determination of the temperature of the wall of the cylinder and thus the heating of the fresh air is possible.
  • _ U ft_z y i_PTi is now with the effective and dynamic Wärmübertragungskostory a dyn multiplied representing the dynamic heat transfer to the fresh air from the cylinder wall and can be represented as a map of example and depends on at least one of the parameters. Amount of incoming fresh air and speed of the internal combustion engine.
  • the total heating T Lu ft_z yi of the fresh air on the cylinder wall results from the addition of the determined heating T
  • the method includes determining a reference heating of the fresh air to a wall of the cylinder based on at least one reference parameter, wherein the reference parameter may include, for example, reference temperatures of intake, intake port, intake valve and / or cylinder wall temperature.
  • Reference temperatures can be chosen arbitrarily and the expert will appreciate that he can choose the temperatures depending on the embodiment.
  • the reference heating of the fresh air on the wall of the cylinder takes place in some embodiments basically based on the same calculation rules as for the above discussed heating of the fresh air on the wall of the cylinder, in particular the equations (1) to (5), only with the difference in that said reference temperature (s) is (are) used.
  • the following relationships are used to calculate the reference heating of the fresh air to the wall of the cylinder:
  • Determining the reference heating of the fresh air at the intake passage may be based on the following relationship:
  • T air_v_EV_ref (TEK_rerTLuft_Sgr_ref) ' OC w 1 + T
  • T LUft-vE v_ ref represents the reference temperature increase of the fresh air at the intake port before the intake valve of the cylinder
  • T EK-ref represents the reference temperature of the intake port (and, for example, corresponds to the reference cooling water temperature)
  • T air _s gr-ref represents the reference temperature of the fresh air in a suction pipe to the inlet port of the cylinder
  • a wi represents an effective heat transfer coefficient of the intake port, as discussed above (equation (3)).
  • Determining the reference heating of the fresh air at the intake valve of the cylinder may be based on the relationship:
  • T air_h_EV_ref (T E v_rerTLuft_v_EV_ref) ' OCw2 + T
  • T LUft-hE v_ ref represents the reference temperature increase of the fresh air at the intake valve of the cylinder
  • T E v_ref represents the reference temperature of the intake valve (and corresponds, for example, to the reference cooling water temperature)
  • T Lu ft_ v _Ev_ref is the reference Temperature of the fresh air in the intake passage before the intake valve of the cylinder represents (and calculated, for example, according to equation (9))
  • a w2 represents an effective heat transfer coefficient of the intake valve, as discussed above (equation (4)).
  • determining the reference heating of the fresh air at the wall of the cylinder is based on the relationship:
  • T air z yi ref represents the reference temperature increase of the fresh air on the wall of the cylinder
  • T Zy i_wand_ref is the reference temperature of the wall of the cylinder
  • T Lu ft_ h _Ev_ref is the reference temperature of the fresh air after the inlet valve of the cylinder (for example calculated according to equation (10))
  • a W 3 represents an effective heat transfer coefficient of the wall of the cylinder, as already discussed above (equation (5)).
  • the fresh air mass of the fresh air in the cylinder is calculated based on the determined heating of the fresh air mass and the determined reference heating, whereby the fresh air mass can be calculated very precisely.
  • the above calculations are based on the assumption that the internal combustion engine is in a steady state and, accordingly, stable temperature conditions prevail (ie, for example, the internal combustion engine is stable at an operating point), and then as above the heating of the fresh air is corrected accordingly to the dynamic heating (see also equations (6) to (8) above).
  • the amount of fresh air or fresh air mass is determined in the cylinder on a test bench and stored as a map, where, for example, the map
  • This fresh air quantity or fresh air mass determined on the test stand is then determined on the basis of the determined temperature (heating) of the fresh air on the cylinder wall (according to equation (7) or (8)) and the reference temperature (warming) of the fresh air on the cylinder wall (after Equation (1 1)) corrected.
  • a correction factor is determined:
  • Air mass cor air mass characteristic FAC T-kor (13) where air mass characteristic is the above-mentioned fresh air quantity or fresh air mass determined on the test bench and stored in the map and the correction factor FAC T-kor is calculated according to equation (9).
  • Some embodiments relate to a controller for an internal combustion engine having at least one cylinder, a draft tube, a port temperature sensor, an intake valve on the cylinder, and an intake port upstream of the intake valve, the controller configured to perform the method described herein.
  • the control can be designed, for example, as an engine control unit and accordingly typical elements of a
  • Engine controller such as one or more processors, a volatile and a non-volatile memory, an interface to a motor coach bus system, etc.
  • Some embodiments relate to a motor vehicle having such a controller and an internal combustion engine.
  • Fig. 1 schematically illustrates courses for the fresh air temperature increase
  • Fig. 2 shows schematically an embodiment of an internal combustion engine of a
  • Fig. 3 schematically illustrates an embodiment of a control of the internal combustion engine of Fig. 1;
  • Fig. 4 shows schematically an embodiment of a method for calculating a
  • Fresh air mass illustrated according to the present invention is
  • FIG. 2 An exemplary embodiment of an internal combustion engine 1 is illustrated schematically in FIG. 2, wherein the internal combustion engine 1 is a gasoline engine and has four cylinders, FIG. 2 illustrating a sectional view of a cylinder 2 of the internal combustion engine 1.
  • the cylinder 2 has an intake valve 3, an exhaust valve 4 and a combustion chamber 5, which can be compressed by a cylinder piston 6, as is basically known and a cylinder wall 2a.
  • the cylinder wall 2a is the inner wall of the combustion chamber 5, and in the sectional view in FIG. 1, left and right sides of the cylinder wall 2a are shown.
  • the fresh air 7 is sucked in through a suction pipe 9 and passes through an inlet channel 10, which is arranged between the inlet valve 3 and the suction pipe 9, through the inlet valve 3 opened in FIG. 2 into the combustion chamber 5.
  • the exhaust gas passes through the opened outlet valve 4 into an outlet channel 11, as is generally known.
  • Cooling water 12 flows through corresponding cooling water channels, in Fig. 2, a
  • Cooling water passage 13a is shown near the intake passage 10 and the intake valve 3, a cooling water passage 13b near the exhaust valve 4 and the exhaust passage 11, and a respective cooling water passage 13c and 13d near the left and right cylinder walls 2a, respectively.
  • a temperature sensor 14 for detecting the temperature of the fresh air 7 in the intake manifold 9 is located in the intake manifold 9 shortly before the intake passage 10.
  • the fresh air 7 takes on its way into the cylinder 2 heat at different locations and thereby heated, resulting in a temperature increase and a density change of the fresh air 7.
  • Inlet valve 3 heat to the fresh air 7 from (see arrow 15b) and finally the cylinder wall 2a heat to the fresh air 7 from (see arrows 15c and 15d).
  • the temperatures of the contact surfaces at the inlet channel 10 and at the inlet valve 3 are in this embodiment essentially characterized by the cooling water temperature. This changes in time slowly (ie several seconds) and moves at operating engine 1 typically in the range 85-1 15 degrees Celsius.
  • the temperatures of the cylinder inner surfaces can be strongly influenced by the heat input of the combustion that has taken place. The heat input due to combustion can be heavily dependent on load and speed and can not even be present in overrun phases (cooling) and can change within a few combustion cycles.
  • the cylinder wall temperatures typically range between 320K-530K with a warm engine 1.
  • FIG. 3 now shows a controller 20 which can execute a method 30 which will be explained in more detail below in connection with FIG.
  • the controller 20 is configured as an engine control unit for controlling the internal combustion engine 1 and has a processor 21, a random access memory 22, a read-only memory (or other non-volatile memory) 23 and an interface 24 to a
  • Bus system of the motor vehicle eg CAN bus or the like
  • CAN bus e.g CAN bus or the like
  • Combustion engine 1 and the temperature sensor 14 is connected so that they both data from the internal combustion engine 1 and relevant data (eg., Speed, oil temperature, cooling water temperature, camshaft position, etc.) and of the
  • Temperature sensor 14 can receive.
  • data such as maps, characteristics and the like are stored, as well as a program containing commands, so that the controller 20 is capable of executing the method 30.
  • FIG. 4 illustrates a flowchart of the method 30 for calculating a
  • the method 30 is typically carried out at an operating point of the internal combustion engine 1 and for each cylinder of the internal combustion engine 1 in time with the internal combustion engine, so that the corresponding fresh air mass is available for the respective injection in the cylinder.
  • the controller 20 determines the effective heat transfer coefficient for the intake passage on the basis of the map a wi , the Read-only memory 23 is stored or determines the effective heat transfer coefficient for the current operating point of the internal combustion engine 1 on the basis of the characteristic map.
  • the controller 20 determines the current temperature T E K of the intake passage 10 based on the temperature of the cooling water 12 and determines the temperature T Luf t_sgr of the fresh air 7 in the intake manifold 9 based on corresponding temperature data, the controller 20 receives from the temperature sensor 14, so that the current Temperature of the fresh air 7 in the intake manifold 9 can be determined.
  • the controller receives at 31 the actual temperature T Luf t_ v _EV the fresh air 7 by means of equation (3) after it has been heated in the intake passage 9 and before it undergoes further heating by the inlet valve.
  • the controller 20 determines heating of the fresh air at the intake valve 3 of the cylinder 2 based on the equation (4). For this purpose, the controller (20) takes the current temperature T Luf t_ v _Ev before the intake valve 3, as determined in step 31, determines the current temperature T E v of the intake valve on the basis of
  • the controller receives at 32 the actual temperature T Luf t_ h _EV the fresh air 7 by means of equation (4) after it has been heated by the intake valve 3 and with which it flows into the combustion chamber. 5
  • step 33 the method 30 determines the heating of the fresh air 7 through the cylinder wall 2a based on the equation (5) assuming steady state
  • the controller 20 takes the current temperature T air-h-EV of the fresh air 7 after being heated by the intake valve 3 and as determined in step 32. In addition, the controller 20 determines the current effective
  • Heat transfer coefficient for the cylinder wall 2a (that is, the wall portion of the combustion chamber 5), with which the fresh air 7 comes into contact, based on the current operating point of the internal combustion engine 1 and based on the map a W 3, which is stored in the read-only memory 23.
  • the temperature T z yi _wan d of the cylinder wall results on the basis of a characteristic map which is likewise stored in the read-only memory 23.
  • the controller 20 receives at 33 the current (steady) temperature TI_ U ft_z y i_stationär the fresh air 7 after it has been heated by the cylinder wall 2a.
  • step 34 the current temperature T
  • step 35 the controller 29 determines the correction factor T Luf t_zyi_kor_dyn according to equation (6), which takes into account the dynamic temperature change of the fresh air, by a current and filtered temperature T Lu ft_ Z yi_p Ti , which it has determined in step 34 multiplied by effective and dynamic heat transfer coefficients based on a
  • step 36 the controller 20 determines the current temperature T Lu ft_z yi according to Equation (7) or (8) by setting the correction factor T Lu ft_ Z yi_kor_dyn (Step 35) to the current temperature Ti_ uft_zyi_ stationary (Step 33). added.
  • the controller 20 determines a current reference heating of the fresh air with reference temperatures stored in the read-only memory 23 reference temperatures of intake, intake duct,
  • Inlet valve and cylinder wall temperature according to equation (9), wherein the calculation takes place at the current operating point of the internal combustion engine 1.
  • the controller 20 determines a reference temperature for the temperature T EK-ref of the inlet channel either based on a stored temperature value or based on a reference temperature of the cooling water. The same applies to the temperature of the fresh air 7 in the intake manifold 9 T Lu ft_sgr_ref, for which a stored reference temperature is taken.
  • Heat transfer coefficient is determined analogously to step 31.
  • the controller 20 receives at 37 a reference temperature T FS Luf t_ v_ref of the fresh air 7 after it has been heated through the inlet channel 1 0 at reference conditions.
  • the controller 20 determines a current reference heating of the fresh air at the intake valve 3 of the cylinder 2 according to equation (10). For this purpose, a reference temperature T E v_ref of the intake valve is determined, which, for example, in the read only memory 23 is stored or the reference coolant temperature and corresponds to the reference temperature T FS air determined in step 37 v_ ref taken.
  • the determination of the associated effective Heat transfer coefficients for the heat transfer at the inlet valve is analogous to step 32.
  • the controller 20 obtains a reference temperature T Lu ft_h_Ev_ref of the fresh air 7 after being heated by the intake valve 3 at reference conditions.
  • the controller 20 determines a current reference heating of the fresh air to the cylinder wall 2a of the cylinder according to equation (11).
  • a reference temperature T z y is i_wand_ref the cylinder wall is determined, which can be either stored or model-based (or may be based on the cooling water temperature and can take into account a mass flow of the cooling water), and it is the reference temperature T Lu determined in step 35 ft_ h- EV-r ef of the fresh air 7 taken after being heated by the intake valve 2.
  • the associated effective heat transfer coefficient for the transfer of heat from the cylinder wall 2a to the fresh air 7 is determined analogously to step 33.
  • the controller 20 obtains at 39 the temperature T Lu ft_zyi_ref of the fresh air 7 after being heated by the cylinder wall 2a.
  • the controller 20 now determines the correction factor FAC T k0 r for the fresh air mass of the fresh air 7 in the combustion chamber 5 according to equation (12) by taking the ratio of the current reference temperature (equation (1 1)) of the fresh air 7 at the current Operating point of the internal combustion engine 1 and the corresponding current temperature (equation (7) or (8)) according to T Luf t_zyi_ref / T air _zyi calculated.
  • the controller 20 now determines at the current operating point of
  • the controller 20 receives in step 41, the corrected fresh air mass air mass kor , in which (also) the dynamic heating of the fresh air sucked 7 is taken into account by the cylinder wall 2a.

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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)

Abstract

L'invention concerne un procédé de calcul d'une masse d'air frais dans un cylindre (2) d'un moteur à combustion interne (1), ce procédé consistant à : déterminer (36) un réchauffement de l'air frais (7) sur une paroi (2a) du cylindre (2), la température de la paroi (2a) du cylindre variant de façon dynamique ; et calculer (41) la masse de l'air frais (7) dans le cylindre (2) sur la base du réchauffement de la masse d'air frais déterminé.
EP19722052.8A 2018-05-15 2019-04-30 Procédé de calcul d'une masse d'air frais dans un cylindre et de commande Pending EP3794226A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102018207467.4A DE102018207467A1 (de) 2018-05-15 2018-05-15 Verfahren zur Berechnung einer Frischluftmasse in einem Zylinder und Steuerung
PCT/EP2019/061108 WO2019219384A1 (fr) 2018-05-15 2019-04-30 Procédé de calcul d'une masse d'air frais dans un cylindre et de commande

Publications (1)

Publication Number Publication Date
EP3794226A1 true EP3794226A1 (fr) 2021-03-24

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EP (1) EP3794226A1 (fr)
DE (1) DE102018207467A1 (fr)
WO (1) WO2019219384A1 (fr)

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5522365A (en) * 1995-04-28 1996-06-04 Saturn Corporation Internal combustion engine control
EP1312783A1 (fr) * 2001-10-05 2003-05-21 Robert Bosch GmbH Procédé pour faire fonctionner un moteur à combustion interne
DE10158261A1 (de) * 2001-11-28 2003-06-12 Volkswagen Ag Verfahren zur Steuerung eines Verbrennungsmotors mit Abgasrückführung und entsprechend ausgestaltetes Steuersystem für einen Verbrennungsmotor
DE10242234B4 (de) * 2002-09-12 2006-03-23 Daimlerchrysler Ag Verfahren zur Bestimmung einer Abgasrückführmenge für einen Verbrennungsmotor mit Abgasrückführung
DE102004062018B4 (de) * 2004-12-23 2018-10-11 Robert Bosch Gmbh Verfahren zum Betreiben einer Brennkraftmaschine
DE102011013481A1 (de) * 2011-03-10 2012-09-13 Volkswagen Ag Verfahren zur Steuerung eines Verbrennungsmotors
WO2016118917A1 (fr) * 2015-01-23 2016-07-28 Pinnacle Engines, Inc. Modélisation prédictive de la température de la paroi pour le contrôle de distribution de carburant et de l'allumage dans des moteurs à combustion interne
FR3044717B1 (fr) * 2015-12-04 2017-11-24 Renault Sas Procede d'estimation de masse enfermee dans la chambre de combustion d'un cylindre d'un moteur a combustion interne de vehicule automobile

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WO2019219384A1 (fr) 2019-11-21

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