WO2009074169A1 - Moteur à combustion interne à auto-allumage et procédé pour la régulation d'un moteur à combustion interne à auto-allumage - Google Patents

Moteur à combustion interne à auto-allumage et procédé pour la régulation d'un moteur à combustion interne à auto-allumage Download PDF

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Publication number
WO2009074169A1
WO2009074169A1 PCT/EP2007/010859 EP2007010859W WO2009074169A1 WO 2009074169 A1 WO2009074169 A1 WO 2009074169A1 EP 2007010859 W EP2007010859 W EP 2007010859W WO 2009074169 A1 WO2009074169 A1 WO 2009074169A1
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WO
WIPO (PCT)
Prior art keywords
load
internal combustion
combustion engine
stoichiometric
lean
Prior art date
Application number
PCT/EP2007/010859
Other languages
German (de)
English (en)
Inventor
Stefan Pischinger
Gerhard Lepperhoff
Thomas KÖRFER
Matthias Lamping
Original Assignee
Fev Motorentechnik Gmbh
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Fev Motorentechnik Gmbh filed Critical Fev Motorentechnik Gmbh
Priority to PCT/EP2007/010859 priority Critical patent/WO2009074169A1/fr
Publication of WO2009074169A1 publication Critical patent/WO2009074169A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • 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
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1473—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the regulation method
    • F02D41/1475—Regulating the air fuel ratio at a value other than stoichiometry
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
    • 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
    • F02D41/0002—Controlling intake air
    • F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
    • 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
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0047—Controlling exhaust gas recirculation [EGR]
    • F02D41/005—Controlling exhaust gas recirculation [EGR] according to engine 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
    • F02D41/30—Controlling fuel injection
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3076—Controlling fuel injection according to or using specific or several modes of combustion with special conditions for selecting a mode of combustion, e.g. for starting, for diagnosing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/402—Multiple injections

Definitions

  • the invention relates to a self-igniting internal combustion engine, in particular a diesel engine, and a method for controlling a self-igniting internal combustion engine, in particular a diesel engine.
  • the diesel engine has become increasingly popular with buyers of passenger cars in recent years compared to the gasoline engine. This is mainly due to its high specific power and low fuel consumption compared to the gasoline engine. As customer demands for more power and less fuel consumption continue to grow and legal emissions regulations become ever stricter, specific performance must be further increased and pollutant emissions further reduced.
  • DE 696 11 567 T2 describes a diesel internal combustion engine with direct injection.
  • This diesel engine has a fuel injector which, when used in the combustion chamber, injects fuel containing oxygen.
  • the average value of an air-fuel ratio in the combustion chamber is controlled to a target air-fuel ratio that is either the stoichiometric or lean air-fuel ratio.
  • the oxygen-containing fuel either fuel containing oxygen atoms in the molecules themselves or fuel obtained by adding an oxygen-containing additive may be used.
  • BEST ⁇ TIGUNGSKOPSE This document describes a diesel engine in a first embodiment in which, regardless of load and speed, the air-fuel ratio in the combustion chamber is maintained at the stoichiometric air-fuel ratio.
  • This document also describes a diesel engine in a second embodiment in which the air-fuel ratio in the combustion chamber is maintained at the stoichiometric air-fuel ratio when the engine is under medium load at medium speed and lean is set when the engine is operating at a different speed and load other than the medium load.
  • DE 199 51 096 C2 relates to an engine control system for a charged by means of exhaust gas turbocharged diesel engine.
  • This engine control system regulates the operation of the diesel engine in dependence on maps and allows a change between a normal operation and serving to increase the performance of the exhaust gas turbocharger special operation.
  • the exhaust gas temperature and / or the exhaust gas pressure upstream of the exhaust gas turbocharger are increased relative to the normal operation and the diesel engine is operated lean or stoichiometric.
  • the diesel engine is only operated for a short time, ie in the seconds range, in special operation. Switching to the special mode of about one second may be sufficient; the special operation is regularly maintained for less than three seconds.
  • the switching back from the special mode to the normal mode can be triggered in time or take place when a predetermined target boost pressure is reached.
  • a specific accelerator pedal position is proposed, which differs from a so-called “kick-down position" which is known for vehicles with automatic transmissions to switch to the special mode can be chosen so that the driver can generate a "strong” acceleration in normal operation and by a correspondingly accelerated accelerator pedal a "strong” acceleration with switching to the special mode by a slight accelerator pedal pressure.
  • US 2003/0 084 876 A1 relates to a method and apparatus for operating a diesel engine under stoichiometric or slightly rich conditions. It describes a diesel engine having a diesel fuel injector in its combustion chamber and a second injector in its intake passage in communication with a second easily evaporable fuel. This second fuel is injected into the intake passage when the engine is under either a stoichiometric or a operating condition, thereby producing a premixed air-fuel mixture containing air and the second fuel. This premixed air-fuel mixture is introduced into the combustion chamber and the diesel fuel is injected into the combustion chamber through the diesel fuel injector.
  • another autoignition internal combustion engine such as an alcohol engine or flex-fuel engine
  • the invention also includes auto-ignition internal combustion engines having at least one ignition aid, such as glow plugs or the like.
  • the invention proposes a self-igniting internal combustion engine with a control device and a stored characteristic map for different operating states of the self-igniting internal combustion engine.
  • the map has a lower load range ranging from the no load to a lower load limit, an upper load range ranging from a full load limit to full load, and a transition range ranging from the lower load limit to the upper load limit.
  • the control device accesses the characteristic diagram in order to set a lean combustion in the lower load range and a stoichiometric combustion in the upper load range and to maintain the respectively already set lean or stoichiometric combustion in the transition region.
  • the invention utilizes the benefits of stoichiometric combustion for the diesel engine as well as for another autoignition internal combustion engine, such as an alcohol or flex-fuel engine, without the need to use a particular fuel or additive, as disclosed in DE 696 11 567 T2 but, for example, a conventional diesel fuel in accordance with standard EN 590 or a fuel normally provided for the respective engine, such as Alcohol or flex fuel fuel can be used.
  • a conventional diesel fuel in accordance with standard EN 590 or a fuel normally provided for the respective engine, such as Alcohol or flex fuel fuel can be used.
  • the invention should not be limited to this diesel fuel according to EN 590, but may, if necessary, other fuels such as middle distillate, gasoline-diesel mixtures, FAME (fatty acid methyl ester), vegetable oil, alcohol, preferably ethanol, and so on, and mixtures such fuels as flex fuel.
  • the invention uses the stoichiometric combustion in a wide range of the operating map permanently or at least over extended periods of time,
  • the lower load limit and / or the upper load limit depends on at least one state variable, such as the rotational speed or the load change speed, and / or at least one operating variable, such as the ambient temperature or the ambient air pressure.
  • the upper load limit can be proportional to the full load and, for example, at 40 to 60%, preferably 45 to 55%, more preferably 50% of the full load, which depends on the speed, so that also the load upper limit defined in this way depends on the speed.
  • the lower load limit which may be, for example, 5 to 25%, preferably 10 to 20%, more preferably 15% of the full load.
  • these limits may depend on the rate of load change, that is to say on the transition and / or direction thereof, and may decrease and / or increase continuously and / or incrementally, for example, with increasing positive and / or negative load change speed.
  • the load upper limit may decrease with increasing positive load rate of change such that it is less with a fast load increase than with a slow load increase and / or the lower load limit increases with increasing load rate such that it is greater with a fast load drop than with a slow load drop
  • these limits may for example depend on the ambient temperature and rise, for example, with increasing ambient temperature.
  • a hysteresis behavior of the control device is stored in the map when switching between the lean and the stoichiometric combustion.
  • a hysteresis behavior can include, for example, that the change in one direction, that is, for example, from lean to stoichiometric combustion under other conditions, preferably takes place at a different operating state than the change in the other direction. For example, the transition to stoichiometric combustion at one speed and a first load and the reverse te change to lean combustion at the same speed, but a second load smaller than the first load.
  • control device changes in the transition region from lean to stoichiometric combustion process, as soon as a load increase speed is above a predetermined value, and / or from stoichiometric to lean combustion method, as soon as a load dropping speed is above a predetermined value.
  • the auto-ignition internal combustion engine may be constructed as desired in any manner. For example, provision can be made for charging and / or direct injection and / or exhaust gas recirculation and / or exhaust gas aftertreatment to be provided.
  • the charging can be done differently, for example with a compressor and / or turbocharger.
  • the exhaust gas recirculation can be borrowed different borrowed, for example, by internal and / or external exhaust gas recirculation.
  • the exhaust aftertreatment may include, for example, a three-way catalyst and / or a particulate filter and / or a NOx storage catalyst as needed.
  • the stoichiometric combustion control device at least partially feeds the exhaust gas to the three-way catalyst and / or the particulate filter. Since there is no oxygen surplus in stoichiometric combustion, the nitrogen oxides can be reduced very cost-effectively with the aid of the three-way catalytic converter and do not have to be fed to a NOx storage catalytic converter. The soot particles which are increasingly formed during stoichiometric combustion can be collected in the particle filter.
  • control device feeds the exhaust gas at least partially to the particulate filter and / or the NOx storage catalytic converter during lean combustion. Since there is an excess of oxygen in lean combustion, the nitrogen oxides can not be reduced in the three-way catalyst, but are fed to the NOx storage catalyst. Since soot particles can be formed even with lean combustion, they can be collected in the particle filter.
  • control device adjusts the stoichiometric combustion during a regeneration of the particulate filter and / or of the NOx storage catalytic converter. Since the regeneration of the NOx storage catalyst requires a lack of oxygen to the The stoichiometric combustion due to the complete conversion of oxygen and the hotter compared to a lean combustion exhaust gases may enable or at least support these regenerations, and the regeneration of the particulate filter high exhaust temperatures to burn the stored particles.
  • an after-injection device for injecting fuel into the exhaust gas is provided in an outlet line upstream of the particulate filter and / or the NOx storage catalytic converter, and that the control device during a regeneration of the particulate filter and / or the NOx storage catalyst, the post-injection device such controls that the exhaust gas is stoichiometric or substoichiometric.
  • the post-injection device preferably comprises a sputtering nozzle and / or a fuel vaporizer.
  • a three-way catalytic converter is preferably arranged between the post-injection device and the particle filter and / or the NOx storage catalytic converter.
  • the injection of fuel leads to the enrichment of the exhaust gas and can take place both in lean and in stoichiometric combustion.
  • the lean, ie superstoichiometric exhaust gas flowing out of the cylinder is made stoichiometric or substoichiometric.
  • the stoichiometric exhaust gas flowing out of the cylinder is rendered substoichiometric. Since there is no oxygen excess in the stoichiometric or substoichiometric exhaust gas, the regeneration of the NOx storage catalytic converter is made possible or at least supported by reduction of the nitrogen oxides stored therein.
  • the injected fuel should increase the exhaust gas temperature in a known manner, for example by the three-way catalyst preferably arranged between the post-injection device and the particulate filter and / or the NOx storage catalytic converter, the regeneration of the particulate filter is enabled by burning the particulate matter therein at least supported.
  • the stoichiometric combustion therefore does not necessarily have to be set to regenerate the particulate filter and / or the NOx storage catalytic converter.
  • a regeneration of the particulate filter and / or the NOx storage catalyst can be triggered as needed in any manner, preferably by the control device.
  • the control device may be provided for the control device to regenerate the particulate filter and / or the NOx storage catalytic converter as a function of the differential pressure across the particulate filter and / or of a duration of the stoichiometric combustion and / or of a duration of lean combustion and / or of a model calculation for the emitted soot particles and / or from a model calculation for the emitted nitrogen oxides and / or from an accumulated amount of emitted soot particles and / or from an accumulated amount of emitted nitrogen oxides.
  • the differential pressure across the particulate filter is a measure of its loading, it can serve as a criterion for the need for regeneration.
  • the duration of the stoichiometric combustion and the duration of the lean combustion are possible measures for the amounts of soot particles or nitrogen oxides formed and thus for the loadings of the particulate filter or NOx storage catalyst.
  • the model calculations for the emitted soot particles or nitrogen oxides can take place, for example, by means of a load model in the control device.
  • the accumulated quantities of emitted soot particles or nitrogen oxides can be determined, for example, by means of sensors, which can be arranged, for example, in front of and / or behind the particulate filter and / or the NOx storage catalytic converter.
  • control device carries out a plausibility diagnosis of the differential pressure over the particle filter, preferably with the aid of on-board diagnostics, with the aid of a duration of the stoichiometric combustion and / or a duration of the lean combustion.
  • the stoichiometric combustion may be implemented as desired in any manner.
  • the control device realizes the stoichiometric combustion by increasing an injection quantity compared to lean combustion and / or delaying a start of injection compared to lean combustion and / or throttling the air supply compared to lean combustion and / or adjusts the timing versus lean combustion and / or enhances internal and / or external exhaust gas recirculation as compared to lean combustion.
  • an injection quantity includes both the total injection amount and at least a single injection amount in the case of injection having at least two injections.
  • Increasing an injection amount includes, for example, increasing the total injection amount by, for example, increasing at least a single injection amount and increasing at least a single injection amount at a constant rate
  • one start of injection encompasses at least one individual injection start in the case of an injection having at least two individual injections.
  • the shifting of an injection start comprises, for example, the shifting of at least one individual injection start.
  • the stoichiometric combustion control device distributes the injection quantity to at least two individual injections and / or increases the injection pressure in comparison to lean combustion and / or shapes an injection course in comparison to lean combustion.
  • the term "an injection course" comprises at least one individual injection course in the case of an injection having at least two individual injections. Forming an injection course includes, for example, shaping at least one single injection course.
  • Distributing to at least two individual injections can include, for example, at least one pre-injection, preferably one to three pre-injections, and / or at least one main injection, preferably one or two main injections, and / or at least one post-injection, preferably one to three post-injections.
  • the stoichiometric combustion can be set, for example, by an additional pre-injection and / or an additional post-injection.
  • the stoichiometric combustion can be adjusted for example by an additional pilot injection and / or an additional post-injection or for example by omitting the pilot injection and an additional post-injection.
  • the stoichiometric combustion can be set, for example, by an additional pre-injection and / or an additional post-injection.
  • the stoichiometric combustion can be adjusted for example by an additional pilot injection and / or an additional post-injection.
  • the amount of main injection is reduced compared to lean combustion.
  • the shaping of an injection profile may relate, for example, to at least one pre-injection and / or at least one main injection and / or at least one post-injection. Furthermore, it may, for example, comprise changing at least one injection course, for example by changing from one progression form to another progression form and / or by changing at least one parameter of a progression form.
  • the stoichiometric combustion can be set, for example by switching to a rectangular course, and vice versa.
  • the stoichiometric combustion can be set, for example, by changing at least one ramp parameter, such as, for example, ramp gradient, ramp height or ramp width.
  • the self-igniting internal combustion engine can be used in different ways.
  • a vehicle comprises the self-igniting internal combustion engine.
  • the vehicle may be, for example, a motor vehicle, a passenger car, a commercial vehicle, a truck, a rail vehicle, an aircraft or a ship.
  • the application in stationary facilities such as generators or the like also exists.
  • the self-igniting internal combustion engine may preferably be a diesel engine or alcohol engine or flex-fuel engine.
  • the invention also proposes a method for controlling a self-igniting internal combustion engine, in particular the proposed auto-ignition internal combustion engine, wherein the self-igniting internal combustion engine is operated at zero load and a lower part load with a lean combustion process and at full load and an upper part load with a stoichiometric combustion process, and wherein the change between the combustion processes takes place hysteretically.
  • the hysteretic change can be realized differently.
  • the change from the lean to the stoichiometric combustion method occurs when a maximum load limit is exceeded and the change from the stoichiometric to the lean combustion method falls below a lower limit of the load, which is below the lower limit Upper load limit is.
  • the upper limit of the load and / or the lower limit of the load can preferably be specified.
  • the change from lean to stoichiometric combustion method with increasing load as soon as the load rise speed is above a predetermined value, and / or the change from stoichiometric to lean combustion method with decreasing load, as soon as the load drop speed above a predetermined value is.
  • the change depends on at least one state variable, such as, for example, the rotational speed or the load change rate, and / or at least one operating variable, such as, for example, the ambient temperature or the ambient air pressure.
  • the internal combustion engine in a regeneration of a particulate filter and / or a NOx storage catalytic converter, the internal combustion engine is operated with the stoichiometric combustion process.
  • fuel is injected into the exhaust gas upstream of the particulate filter and / or the NOx storage catalytic converter in such a way that the exhaust gas is stoichiometric or sub stoichiometric.
  • the invention further proposes a computer program, in particular implemented in a control unit, for carrying out the proposed method.
  • the invention further proposes a computer program having program code sections that cause the proposed method to be performed when the computer program is run on a computer.
  • Fig. 1 is a schematic representation of a diesel engine as an example of a self-igniting internal combustion engine
  • Fig. 2 is a map which is stored in the diesel engine of Fig. 1.
  • FIG. 1 shows a diesel engine 10 as an example of a self-igniting internal combustion engine having a cylinder 11 with piston 12, a control device 13 and a memory 14 in which at least one characteristic map for different operating states of the diesel engine 10 is stored. This map will be described below with reference to FIG. 2 in more detail.
  • An intake pipe for fresh air and an exhaust pipe 15 for exhaust gas flow into the combustion chamber of the cylinder 11 and can be closed by means of an intake valve and an exhaust valve.
  • An exhaust gas recirculation channel 16 connects the outlet line 15 to the inlet line and carries a control flap 17 near its inlet.
  • a three-way catalytic converter 18, a particulate filter 19 and an NOx storage catalytic converter 20 are arranged one behind the other.
  • An after-injector 21 for injecting fuel into the exhaust gas is disposed between the inlet of the exhaust gas recirculation passage 16 and the three-way catalyst 18 on the exhaust passage 15.
  • a first and a second pressure sensor 22, 23 are arranged between the three-way catalyst 18 and the particulate filter 19 or between the particulate filter 19 and the NOx storage catalyst 20 on the outlet line 15, with which the differential pressure across the particulate filter 19 can be determined.
  • the control device 13 is connected to the reservoir 14, the control valve 17, the post-injection device 21 and the pressure sensors 22, 23, as well as to an injector 24, which opens into the combustion chamber, an angle sensor 25, which is an angular position of one connected to the piston 12,
  • the control device 13 determines from the signal of the angle sensor 25, the engine speed N and from the signal of the accelerator pedal sensor 26, the load L and the load change speed L 1 with direction and magnitude and intervenes with these variables the map stored in the memory 14 to in order to control the diesel engine 10, in particular its combustion, as will be explained in more detail below.
  • the stored in the memory 14 map is shown, in which the load L is plotted against the rotational speed N.
  • the control device 13 accesses the characteristic diagram in order to set a lean and in the upper load range S a stoichiometric combustion in the lower load range M and to maintain the respectively already set lean or stoichiometric combustion in the transition range Ü.
  • the controller when the controller has determined values for the rotational speed N and the load L that are in the lower load range M of the map, it controls the diesel engine 10 to be operated with lean combustion.
  • the controller 13 when the controller 13 has determined values for the rotational speed N and the load L that are in the upper load range S, it controls the diesel engine 10 to operate with stoichiometric combustion. This can be done, for example, with the aid of the injector 24 such that the injection quantity and the injection pressure are increased compared to the lean combustion, the start of injection compared to the lean combustion shifted late and the injection quantity is distributed to at least two individual injections, for example by means of the control valve 17 such that the external exhaust gas recirculation is increased compared to the lean combustion.
  • control device 13 If the control device 13 now determines values for the rotational speed N and the load L which lie in the transition region Ü, then it additionally takes into account the already set combustion mode and changes to the respective other combustion mode according to a hysteresis behavior.
  • This hysteresis behavior is stored in the memory 14 and causes the control device 13 to retain the respectively already set combustion and only switch from lean to stoichiometric combustion or vice versa when the upper load limit O is exceeded or the lower load limit U is undershot.
  • the control device 13 also takes into account the values for the direction and magnitude of the load change rate L 1 which it has determined such that it changes from the lean to the stoichiometric combustion method and vice versa as soon as the direction is positive, ie there is a load increase Amount, so the load rise speed is above a predetermined first value or the direction is negative, so there is a load drop, and the amount, so the load drop speed is above a predetermined second value.
  • These two values can be chosen as desired and be the same or different.
  • control device 13 takes into account in the selection of the combustion process, the load or the need for regeneration of the particulate filter 19 and the NOx storage catalyst 20. For this purpose, it determines from the signals of the pressure sensors 22, 23, the differential pressure across the particulate filter 19, decides based on a stored in the memory 14 map, if regeneration is required, and optionally sets the stoichiometric combustion regardless of the current values of the speed N and the load L and / or controls the Nacheinspritz- device such that the exhaust gas stoichiometrically or is substoichiometric.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

L'invention concerne un moteur à combustion interne à auto-allumage (10) comprenant un dispositif de commande (13), ainsi qu'un diagramme caractéristique mémorisé pour différents états de fonctionnement du moteur à combustion interne. Le diagramme caractéristique présente une plage de charge inférieure (M) allant de la charge nulle à une limite inférieure de charge (U), une plage de charge supérieure (S) allant d'une limite supérieure de charge (O) à la pleine charge (V), ainsi qu'une plage de transition (Ü) allant de la limite inférieure de charge à la limite supérieure de charge. Le dispositif de commande accède au diagramme caractéristique afin de régler une combustion pauvre dans la plage de charge inférieure et une combustion stoechiométrique dans la plage de charge supérieure et de conserver dans la plage de transition la combustion pauvre ou stoechiométrique déjà réglée. L'invention concerne également un procédé pour la régulation d'un moteur à combustion interne à auto-allumage, en particulier d'un moteur à combustion interne à auto-allumage selon l'invention, selon lequel le moteur à combustion interne fonctionne dans un mode de combustion pauvre en cas de charge nulle et de charge partielle inférieure et dans un mode de combustion stoechiométrique en cas de pleine charge et de charge partielle supérieure, le passage d'un mode de combustion à un autre suivant un comportement hystérétique.
PCT/EP2007/010859 2007-12-12 2007-12-12 Moteur à combustion interne à auto-allumage et procédé pour la régulation d'un moteur à combustion interne à auto-allumage WO2009074169A1 (fr)

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PCT/EP2007/010859 WO2009074169A1 (fr) 2007-12-12 2007-12-12 Moteur à combustion interne à auto-allumage et procédé pour la régulation d'un moteur à combustion interne à auto-allumage

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PCT/EP2007/010859 WO2009074169A1 (fr) 2007-12-12 2007-12-12 Moteur à combustion interne à auto-allumage et procédé pour la régulation d'un moteur à combustion interne à auto-allumage

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Cited By (3)

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Publication number Priority date Publication date Assignee Title
DE102011018486A1 (de) * 2011-04-23 2012-10-25 Volkswagen Ag Verfahren zum Betreiben eines Dieselmotors sowie Dieselmotor
WO2013087222A1 (fr) * 2011-12-17 2013-06-20 Volkswagen Aktiengesellschaft Dispositif permettant de produire de l'énergie électrique
DE102018009098A1 (de) 2018-11-20 2020-05-20 Daimler Ag Verfahren zum Betreiben einer Verbrennungskraftmaschine

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