KR20150020077A

KR20150020077A - Method for phlegmatizing an internal combustion engine of an automobile

Info

Publication number: KR20150020077A
Application number: KR20140101848A
Authority: KR
Inventors: 우도 슐츠; 마르쿠스 보우만스
Original assignee: 로베르트 보쉬 게엠베하
Priority date: 2013-08-12
Filing date: 2014-08-07
Publication date: 2015-02-25
Also published as: CN104373234A; DE102013215937A1

Abstract

A subject of the present invention is providing a method for stabilizing an internal combustion engine of an automobile which activates a stabilization function of an internal combustion engine upon a load changing process of the internal combustion engine expected according to expectation data. In the method for stabilizing an internal combustion engine, an activation of a stabilizing function of an internal combustion engine is performed upon a load changing process of the internal combustion engine expected according to expectation data. The expectation data is preferred to be extracted from a navigation system of an automobile. Moreover, the expected load changing process of an internal combustion engine is preferred to be calculated upon a driver model.

Description

TECHNICAL FIELD [0001] The present invention relates to a method for stabilizing an internal combustion engine of an internal combustion engine,

The present invention relates to a method of stabilizing an automotive internal combustion engine. The present invention also relates to a computer program for executing all steps of the method according to the present invention when executed in a computing device, and a storage medium storing such a computer program. Finally, the invention relates to a control device formed for carrying out the method according to the invention.

The operation of the internal combustion engine is usually optimized at the normal operating point. For load fluctuations, a special function is used that performs the conversion as optimally as possible for fuel consumption, exhaust emissions, and jerking characteristics. This conversion function takes into account very different effects and usually leads to the behavior of the lanes of these criteria.

One aspect of the load fluctuation process of the intake pipe injection type gasoline engine is so-called over-compensation. In this case, compensation for formation or decomposition of the fuel wall film is attempted at the time of load variation. All other effects related to mixing errors are also corrected during dynamic load fluctuations. Theoretically, the amount of fuel injected to compensate for the formation of the barrier film in the case of a positive load change is said to be reduced again by reducing the injection quantity during negative load variation. However, in most cases, in the case of a positive load change, the wall film formation is overcompensated due to the comfort of running. In addition, even when the injection is completely shut off, the complete wall decomposition does not always compensate for negative load fluctuations. Further, when the load dynamics are high, the lambda control of the engine is also turned off, and the setting of the air-fuel mixer is controlled. In this regard, overcompensation can be regarded as dynamic pilot control.

A further aspect in the load variation process is the prevention of longitudinal jumping vibrations. In this case, in addition to the formation of the engine set torque, i.e., the limit and the fixation to a certain type, an additional active jerking damping is provided for the prevention of vibration. This jumping attenuation applies a torque having a reverse phase to the vibration. This is achieved through ignition angle torque in a gasoline engine. Slight ignition angle deterioration accompanies this so that it can be done in both directions. This is a disadvantage to the fuel consumption of the engine.

The prevention of high dynamic conversion of the internal combustion engine is called phlegmatizing.

An object of the present invention is to provide a stabilization method of an internal combustion engine of an automobile in which the activation of the stabilization function of the internal combustion engine is executed in accordance with the load fluctuation process of the internal combustion engine to be expected according to the prediction data.

In the stabilization method of an automotive internal combustion engine according to the present invention, the stabilization function of the internal combustion engine is activated in accordance with the load fluctuation process of the internal combustion engine to be expected according to the predicted data. This minimizes the disadvantages in the known fuel consumption in the dynamic conversion of the internal combustion engine, especially the gasoline intake manifold internal combustion engine in the hybrid system.

Preferably, the prediction data is extracted from an automotive navigation system. From the navigation system, this data can convey the expected path and, based on traffic signs, position indicators, and information such as running resistance, particularly rolling friction, tractive driving force, wind force, and acceleration resistance, The load profile and the related load fluctuation process to be expected based thereon can be executed.

However, while cars provide "static" information such as route topology and / or traffic signs, where the navigation system is highly unlikely to change during travel, the vehicle is located within the traffic flow during driving, And unexpected events, such as behavior, can cause other stabilization events. Therefore, it is particularly preferable that the prediction data is further calculated from the sensor data of the peripheral recognition of the automobile. Such sensor data may be, for example, radar data or camera data.

In addition, it is preferable that the expected load fluctuation process of the internal combustion engine is calculated according to the driver model. This is desirable because not all load changes depending on the driver of the vehicle lead to the stabilization demand. Energy-conscious drivers do not cause a stabilization event on their own. For a stabilization event that is recognized based on this driver model, any potential stabilization event will actually stabilize and at what ramp slope it can be determined.

When the automobile is a hybrid vehicle, it is preferable that the activation of the stabilization function of the internal combustion engine is performed in accordance with the charging of the energy storage of the automobile. In an operational strategy for stabilization, if it is useful in a long-term operational strategy, it offers the possibility to further flatten the ramp slope of the internal combustion engine, for example, to consume more electric energy through the electric motor of the hybrid vehicle, Is particularly preferable. The torque amount and output of the internal combustion engine that is insufficient for the set torque may be provided as a positive torque in the hybrid vehicle preferably through the electric motor when the maximum torque and the revolution speed or the motor output is fixed. The electrical output required for this can be provided by an energy reservoir, especially an electric traction reservoir, basically during load fluctuations, i.e. current limit, voltage limit, and output limit can be maintained during charge and discharge. The electrical energy or the output must be provided in, or provided by, the energy store over the duration of the load change. When there is sufficient electrical energy for stabilization of the motor-assisted internal combustion engine over the predicted route of the vehicle, the preliminary ignition angle is provided in the operating region of the no-load rotational speed controller for the ignition angle optimized for fuel consumption for static load operation Fuel consumption of the internal combustion engine is reduced. In this case, the non-parallel operation control is similarly performed through the electric motor.

The stabilization of the internal combustion engine is preferably performed by executing the load variation of the internal combustion engine in the form of a lamp.

It is preferable that the stabilization of the internal combustion engine is calculated according to the deterioration of the lambda sensor in the exhaust gas branching device of the internal combustion engine. The degree of stabilization of the internal combustion engine, particularly the gasoline engine, depends on the dynamics of the lambda control. Thus, the performance of the lambda control particularly in the case of appropriate load fluctuations determines the load variation of the internal combustion engine which is optimal for fuel consumption and exhaust emissions. Considering the aging of the lambda sensor, if the load of the internal combustion engine is moved to the new load point in the form of a ramp, stabilization of the internal combustion engine is performed, and the ramp slope is matched so that the aging effect can be compensated. The optimum ramp slope can particularly preferably be carried out in the reference vehicle during the application process, in particular under the use of a center-position part. The quality of the lambda control changes, for example, by the aging of the lambda sensor over the lifetime of the vehicle, so that the slope of the ramp matched to the reference vehicle is no longer optimal for a particular vehicle. The matching function is particularly preferably based on the components of the lambda controller, in particular on the basis of the P component and / or the D component and / or the I component, to calculate the matching value in the case of stabilization and thereby to obtain the ramp slope for the next stabilization event . Such correction may result in a higher ramp slope or a lower ramp slope. In order to match the slope of the ramp, recognition of whether or not the stabilization of the internal combustion engine is activated is performed, and the calculation of the matching value is executed from the lambda controller.

The computer program according to the present invention makes it possible to implement the method according to the present invention in an existing control device without the necessity of implementing a structural change. To this end, all steps of the method according to the present invention are executed when executed in a computing device or a control device. A storage medium according to the present invention stores a computer program according to the present invention. A computer program according to the present invention is executed in a control apparatus, whereby a control apparatus according to the present invention, which is formed for stabilizing an internal combustion engine of an automobile by the method according to the present invention, is obtained.

According to the present invention, there is provided a stabilization method of an automotive internal combustion engine, wherein activation of a stabilization function of an internal combustion engine is executed in accordance with a load fluctuation process of an internal combustion engine to be anticipated according to prediction data.

BRIEF DESCRIPTION OF THE DRAWINGS Embodiments of the invention are illustrated in the drawings and are explained in more detail in the following description.
BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 schematically illustrates load variation of an internal combustion engine with respect to a lambda sensor pilot control according to the prior art; Fig.
Figure 2 schematically illustrates a sequence of a method according to an embodiment of the invention;
Figure 3 schematically illustrates an implementation of a method according to an embodiment of the invention in software functionality;
4 is a graphical representation of a sequence of methods in accordance with an embodiment of the present invention in a plurality of graphs.

Fig. 1 shows the transition of the charge signal F of the internal combustion engine at the time of load variation, the transition of the transient / under fuel amount M, and the influence of the conventional conversion compensation on the lambda value [lambda]. The setting curve of the charging signal F with respect to the time t appears as a square wave signal curve. These curves correspond to the transition of the desired torque. From this, the amount of fuel in the wall membrane 11 of the intake pipe of the internal combustion engine is obtained. The actual curve of the charge signal F differs from the set curve by the intake tube charging effect. In this case, in addition to the amount of fuel 12 in the wall film or from the wall film, the amount of fuel 13 for over-compensation in the case of a positive load change, the amount 14 of fuel for conversion- Fuel amount 15 for under-compensation appears. The fuel amount 13 from the excessive compensation at the time of the positive load fluctuation and the fuel amount 15 of the under compensating at the negative load fluctuation leaks to the periphery without being used respectively. Further, these two fuel quantities 13 and 15 each lead to a lambda value drop of less than one. Eventually an update error 16 of the lambda value occurs in the case of a positive load change.

FIG. 2 schematically shows a sequence of a method for stabilizing a gasoline engine of a hybrid vehicle according to an embodiment of the present invention. In a first method step 21, a driver demand for a positive load variation PLW and a negative load variation NLW appears as a change in the required torque. In the next method step 22, the required torque is formed, for example to prevent jumping of the powertrain due to abrupt load changes. To this end, the curve transition 221 is fixedly applied. The vehicle operating strategy for release of stabilization is provided in step 23. In step 24, a load variation 241 in the form of a ramp according to the present invention for the internal combustion engine and a preset value 242 for the motor obtained therefrom are shown. In this case, the set torque for the internal combustion engine during the positive load change is further reduced compared to the transition calculated at the step 22, and the insufficient amount is compensated through the electric motor. In the negative load variation, the demand for the torque of the internal combustion engine is further reduced compared to the transition calculated in the step 22, and the insufficient amount is compensated through the generator. In this case, the presetting of the torque of the internal combustion engine is sufficient to cause a significant reduction in fuel loss due to fuel overcompensation and fuel shortage when both positive load fluctuations and subsequently negative load fluctuations are executed in both cases It is flat. Thus, the optimization area of the method according to the invention extends from the fulfillment of the driver ' s torque demand through the internal combustion engine only, as calculated in step 22, to the torque that can peak through the motor do. The load variation of the internal combustion engine stabilized in accordance with the present invention is displayed on the representation portion 25. Fuel loss due to fuel overcompensation and / or fuel shortage compensation is not shown. The amount of fuel to the wall is deposited on the wall without overcrowding of the mixer under the accuracy of lambda control, and at the same time stoichiometric combustion is carried out. On the other hand, the volume of the wall to be decomposed in negative load fluctuations is compensated for by reducing the injection quantity without undue compensation in the category of accuracy of the lambda control. As a whole, this results in the formation of a wall film or a decomposition of the wall, which is suitable for fuel consumption. The representation portion 26 displays the torque demand amount through the electric motor necessary for under-compensation. In addition to the basic required amount 261, an electrical loss is displayed at the time of discharging the battery 262 and at the time of charging the battery 262.

FIG. 3 shows how the method according to the present invention in an embodiment of the present invention can be implemented in software executed in a control apparatus of a hybrid vehicle having a gasoline engine. An electronic horizon 301 is provided through the navigation system. The dynamic map 302 may be extracted from the Internet or from the cloud. Thereafter, processing 303 of the provided prediction data is executed. From this, the extraction of the upcoming temporal change of the height and speed of the car (304) is carried out. Vehicle sensors, such as radar or camera, provide interval data 305, which is supplied to a near field measurement 306 with a near-instantaneous change in height and velocity of the vehicle. From this, the predictive delta torque 307, which is passed to the model for energy consumption of the load variation 308, is calculated. From this, the energy consumption for the load variation 309 is extracted and transferred to the general release 310. The cost calculation 311 carries the height and speed of the vehicle. This results in a cost for electrical energy for stabilization according to the present invention, including future general release data. The current and voltage 313 of the lambda sensor, the degree of change 314, and the connection time 315 are passed to the model for the aging of the lambda sensor 316. Which calculates the damage factor 317 and passes it to the general release 310 and to the operation 318 for transmission of the delta torque threshold value 319. [ Which is delivered with the release flag 320 of the stabilization distribution 321 formed by the general release 310. [ The calculation 323 of the driver's requested torque 324 is executed from the accelerator pedal value 322. [ The driver's requested torque 324 for the drivability is stabilized 325 and the filtered driver's demand torque 326 is obtained and this driver's demand torque is likewise transmitted to the stabilization divider 321. [ This yields an energy optimized ramp slope of the load of the internal combustion engine and a load distribution between the internal combustion engine 327 and the motor 328 is obtained directly from this ramp slope. In this case, if the cost for providing electrical energy is low, the lamp may become even more flat. As a result, as much electric energy as possible is consumed for positive load fluctuations, and the possibility of re-cooperation increases.

The determination of the predicted height h and speed v of the vehicle from the predicted data over the path s enables calculation of the stabilization demand P as shown in Fig. 4 in accordance with the present invention. In this case, when the transition of the speed v over the path s is known, the load trends I (W) and I (f) of the internal combustion engine are derived from this, The degree of change L is derived. Through the evaluation of the controller components (P, I, and W) of the lambda control path, the aging factor that can make the maximum slope for the lambda control even more flat is determined. If the load variation change (L) corresponding to the driver demand is greater than the adjustable slope for lambda control, including the aging factor, stabilization is set. In this case, the operational strategy or vehicle energy management determines which stabilization event is stabilized. The stabilization can be carried out through the motor. The operating strategy or vehicle energy management can be determined to further flatten the load fluctuation to the internal combustion engine to consume electrical energy because the lower soot peak and / or the lower NO _x peak occurs, There is an advantage in gas discharge. Thus, the operational strategy or vehicle energy management optimally considers the aging of the electrical circuit and can suppress these stabilization events to reduce the number of stabilization events. In this case, the determination of the damage factor or deterioration can be carried out in a manner known in the prior art.

In a further embodiment of the method according to the present invention, the cost optimization of the exhaust aftertreatment is carried out in order to meet the exhaust emission preset value and to generate insufficient electrical energy of the traction battery through additional load point elevation in addition to regeneration It is provided to perform general stabilization for. This results in less cost for the exhaust after-treatment, for example because the soot filter can be omitted and the catalytic converter size can be reduced. Stronger stabilization in the warm-up phase of the internal combustion engine after cold start may also be provided to significantly reduce exhaust emissions.

Claims

A method for stabilizing an internal combustion engine of an automobile, wherein activation of a stabilization function of an internal combustion engine is executed in accordance with a load fluctuation process of an internal combustion engine to be expected according to predicted data.

2. The method according to claim 1, wherein the prediction data is extracted from a navigation system of an automobile.

3. The method according to claim 1 or 2, wherein the prediction data is calculated from sensor data of peripheral recognition of an automobile.

4. The method according to any one of claims 1 to 3, characterized in that the expected load change process of the internal combustion engine is calculated according to a driver model.

The method according to any one of claims 1 to 4, characterized in that the load variation of the internal combustion engine is carried out in the form of a ramp so that the stabilization of the internal combustion engine is carried out.

6. The method according to any one of claims 1 to 5, characterized in that the stabilization of the internal combustion engine is calculated according to the aging of the lambda sensor in the exhaust gas branching device of the internal combustion engine.

7. The stabilization of an automotive internal combustion engine according to any one of claims 1 to 6, characterized in that the automobile is a hybrid vehicle and the activation of the stabilization function of the internal combustion engine is carried out in accordance with the charging of the energy storage of the automobile Way.

7. A computer program for executing all steps of the method according to any one of claims 1 to 7 when executed on a computing device or a control device.

9. A storage medium storing a computer program according to claim 8.

A control device for stabilizing an internal combustion engine of an automobile by the method according to any one of claims 1 to 7.