WO2009103590A1 - Procédé et dispositif de commande de l'alimentation en air comprimé d'un moteur à combustion interne et d'autres systèmes - Google Patents

Procédé et dispositif de commande de l'alimentation en air comprimé d'un moteur à combustion interne et d'autres systèmes Download PDF

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Publication number
WO2009103590A1
WO2009103590A1 PCT/EP2009/050824 EP2009050824W WO2009103590A1 WO 2009103590 A1 WO2009103590 A1 WO 2009103590A1 EP 2009050824 W EP2009050824 W EP 2009050824W WO 2009103590 A1 WO2009103590 A1 WO 2009103590A1
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WO
WIPO (PCT)
Prior art keywords
internal combustion
combustion engine
compressed air
exhaust gas
additional compressed
Prior art date
Application number
PCT/EP2009/050824
Other languages
German (de)
English (en)
Inventor
Christoph RÜCHARDT
Thomas JÄGER
Roland Mair
Original Assignee
Zf Friedrichshafen 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 Zf Friedrichshafen Ag filed Critical Zf Friedrichshafen Ag
Publication of WO2009103590A1 publication Critical patent/WO2009103590A1/fr

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Classifications

    • 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
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/04—Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
    • F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/24—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by constructional aspects of converting apparatus
    • F01N3/30—Arrangements for supply of additional air
    • F01N3/32—Arrangements for supply of additional air using air pump
    • 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
    • F02B21/00—Engines characterised by air-storage chambers
    • 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
    • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
    • 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
    • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
    • F02B33/44—Passages conducting the charge from the pump to the engine inlet, e.g. reservoirs
    • 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
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/12—Control of the pumps
    • 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
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/12—Control of the pumps
    • F02B37/18—Control of the pumps by bypassing exhaust from the inlet to the outlet of turbine or to the atmosphere
    • 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
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/12—Control of the pumps
    • F02B37/24—Control of the pumps by using pumps or turbines with adjustable guide vanes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D23/00—Controlling engines characterised by their being supercharged
    • F02D23/02—Controlling engines characterised by their being supercharged the engines being of fuel-injection 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
    • F02D41/0002—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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
    • 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
    • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
    • F02B29/04—Cooling of air intake supply
    • F02B29/0406—Layout of the intake air cooling or coolant circuit
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N19/00—Starting aids for combustion engines, not otherwise provided for
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02A—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE
    • Y02A50/00—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE in human health protection, e.g. against extreme weather
    • Y02A50/20—Air quality improvement or preservation, e.g. vehicle emission control or emission reduction by using catalytic converters
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the invention relates to a method and a device for operating a vehicle drive train with an internal combustion engine, with a turbocharger associated with this internal combustion engine, with a device for injecting additional compressed air in facilities in the field of the internal combustion engine and with an exhaust treatment plant and a starter.
  • a piston internal combustion engine equipped with a turbocharger delivers a comparatively low torque in its lower speed range, since the torque increase from a conventional turbocharger
  • the amount of air supplied into the intake tract of the engine depends on the exhaust gas flow of the internal combustion engine which drives the turbine of the turbocharger.
  • This phenomenon known as turbo lag can be mitigated with regard to its characteristic of turbochargers with variable geometry, in which the turbine blades are designed to be adjustable in dependence on the available driving exhaust gas flow. Since turbochargers with variable geometry are comparatively expensive to manufacture and only controllable with complex control and regulation methods, there is a need in the motor vehicle industry to achieve a relatively high drive torque of the internal combustion engine with simpler devices and / or methods even at low engine speeds.
  • DE 39 06 312 C1 and DE 199 44 946 A1 each disclose a method and a device for reducing the turbo lag, in which a diesel engine equipped with a turbocharger is accelerated from a compressed air Memory injected a certain amount of air into the intake manifold of the engine and the fuel injection quantity is adjusted accordingly.
  • the compressed air required for the engine can be taken from a compressed air reservoir of a compressed air brake system of the vehicle.
  • the compressed air connection with a valve having a locked and arbitrarily open positions having compressed-quantity control device cooperates, which is controlled via an electrical input from an electrical control unit.
  • the adjustment of the throttle valve is forcibly actuated by the flow control device and / or the control unit such that a fully locked position of the flow control device is assigned to a fully open position of the throttle.
  • the control unit uses torque request signals from the accelerator pedal, a traction control, a speed control device and / or an electrical stabilization Program, or by means, which send an external torque request to the engine control system.
  • a generic device is known from WO 2006/037564 A1, in which the compressed air taken from a compressed air reservoir can also be fed directly in front of the inlet valve of a cylinder of the internal combustion engine.
  • the invention is therefore based on the object to present a method and a device for coordinated control and / or rules of the blowing of additional compressed air in facilities in the field of the internal combustion engine, which have an influence on the fuel consumption and / or the exhaust emission of the internal combustion engine.
  • the invention is based on the finding that it is necessary for optimum control and / or regulation of a known device for supplying a turbocharged internal combustion engine with additional compressed air, also those devices and / or units to be taken into account, the fuel consumption and the exhaust emission of Influence internal combustion engine.
  • the present invention is therefore concerned with the optimal operation of cooperation devices in the field of the internal combustion engine, which affect the fuel consumption and the exhaust emission of the internal combustion engine, with a device for supplying a turbocharged internal combustion engine with additional compressed air.
  • transmission in this description means all types of transmissions, for example, manual transmissions, automatic gearboxes, powershift transmissions, dual-clutch transmissions, stepped automatic transmissions and continuously variable transmissions.
  • the term "device for blowing additional compressed air into an air intake tract of the internal combustion engine” means the devices described above, regardless of whether the compressed air or the fresh gas from a compressed air tank of a compressed air brake system or other vehicle device is removed, or if the compressed air needs
  • the device mentioned comprises all components and units necessary for its operation.
  • the invention is suitable for all devices for supplying the turbocharged internal combustion engine with compressed air, regardless of whether the compressed air is injected far in front of the cylinders of the internal combustion engine in the intake, whether it is injected directly before the inlet valve of such a cylinder in the inlet region thereof, or whether this injection of compressed air takes place in the exhaust gas stream of the internal combustion engine.
  • turbocharger may be conventional exhaust gas turbochargers or adjustable exhaust gas turbochargers, the latter having adjustable guide vanes in their inlet region or having a bypass valve with which the flow properties of the turbocharger can be actively influenced.
  • the invention is initially based on a method for operating a vehicle drive train with an internal combustion engine, with a turbocharger associated with this internal combustion engine, and with a device for injecting additional compressed air into devices in the region of the internal combustion engine.
  • the invention provides according to the method that then additional compressed air is injected into the facilities in the field of the internal combustion engine, if this results in dependence on the current operating situation of the vehicle to an advantageous operating behavior of the internal combustion engine and / or of vehicle equipment, which are arranged in the exhaust stream of the same.
  • this compressed air injection is in the range of devices, devices or components which are arranged in the region of the internal combustion engine and the combustion and / or or affect exhaust gas conversion process.
  • the additional compressed air is injected directly in front of or into the exhaust-gas treatment device in such a way that the exhaust-gas cleaning behavior of the exhaust-gas treatment device is improved.
  • the additional compressed air is injected directly into the intake of the engine designed as a diesel engine and / or directly before or in the exhaust gas treatment device, such that reduces the flue gas emission of the internal combustion engine itself and / or the exhaust gas treatment device ,
  • the exhaust gas treatment device is designed as a particle filter for filtering soot particles from the exhaust gas
  • the compressed air blown directly before or in the exhaust gas treatment device in such a way that in a regeneration phase of the same free burning of soot deposits by the relative to the exhaust gas increased oxygen antei I in the fresh or compressed air is favored.
  • this discharge of the starter when starting the internal combustion engine by a comparatively strong injection of additional compressed air in the air intake tract of the internal combustion engine is preferably during a start-stop operation of the vehicle. Since the starting process is faster than usual feasible by the injection of compressed air into the air intake tract of the internal combustion engine to relieve the starter, this has a measurable reduction in fuel consumption and a noticeable reduction in exhaust emissions at the many starts at a start-stop operation of the vehicle Episode.
  • an injection of additional compressed air into the air intake tract of the internal combustion engine takes place when the driver of the vehicle signals the signal for a rapid change between a part-load operation and a full-load operation of the internal combustion engine through a correspondingly rapid or strong deflection of the accelerator pedal , Because of an additional compressed air injection faster reaction of the internal combustion engine with an increased engine torque can be assumed that immediately after the fast accelerator pedal deflection (for example, "kickdown") to the immediately supplied to the engine fuel right now the right amount of air available. As a result, a clean fuel combustion and at least a comparatively lower fuel consumption can be expected.
  • the throttle valve in the air intake tract of the internal combustion engine is closed to carry out a pushing operation of the vehicle with shut off fuel supply to the engine and a blowing of additional compressed air is omitted.
  • Another refinement of the method according to the invention provides that, in order to save fuel and to reduce the exhaust emission of the internal combustion engine when using an exhaust gas turbocharger with adjustable geometry, an injection of additional compressed air into the air intake tract of the internal combustion engine is coordinated with the adjustment of the exhaust gas turbocharger.
  • an exhaust gas turbocharger with adjustable geometry and a device for injecting additional compressed air into the intake tract of the internal combustion engine it is possible to provide a pressure drop in the additional compressed air to be injected into the intake tract a predetermined pressure limit value is detected, and that the guide vanes of the exhaust gas turbocharger are adjusted so that at the end of blowing the additional compressed air supplied by the exhaust gas turbocharger boost pressure corresponds to the normal pressure of the exhaust gas turbocharger at the then current speed of the internal combustion engine.
  • the invention also relates to a device for operating a vehicle drive train with an internal combustion engine, to a turbocharger associated with this internal combustion engine and to a device for injecting additional compressed air into devices in the region of the internal combustion engine, in particular for carrying out the above-mentioned method.
  • This device is characterized in that the device for injecting additional compressed air is designed and arranged in such a way that it uses compressed air in the air intake tract and directly before or into the exhaust gas treatment system.
  • Anlvesge the internal combustion engine is inflatable that this Einblas recognized is controllable with a switching and / or control valve in the region of the air intake and / or with a switching and / or control valve in the exhaust treatment plant, and that these switching and / or control valves of at least a control unit can be controlled, which is connected to sensors for detecting the operating situation of the internal combustion engine, the drive train and the vehicle.
  • To the vehicle drive train 1 shown in the figure includes a equipped with a turbo compressor 17 diesel engine 2 with six arranged in a row in the cylinder block 6 cylinders 3.
  • the suction lines 4 of the cylinder 3 are connected to a manifold 5, which has a connecting flange 7, what a Air intake tract 8 is connected to its second end port 9 for the outflow of air.
  • the first end connection 10 for the inflow of air is coupled by a line 11 to the outflow opening 12 of an intercooler 13, whose inflow opening 14 is connected by a line 15 to the outflow opening 16 of the turbo-compressor 17.
  • an air filter 19 is connected to a line 20.
  • the turbocompressor 17 forms part of the turbocharger 22 whose exhaust gas turbine 23 is connected with its inflow opening 24 to the outflow opening 25 of the exhaust pipe 26.
  • the turbocompressor 17 and the exhaust gas turbine 23 are fixed to a rotatably mounted shaft 21.
  • the cylinders 3 are connected by exhaust pipes 27 to the exhaust pipe 26 and the exhaust port 28 of the exhaust gas turbine 23 is fluidly connected to the exhaust pipe 29.
  • EDC electronice control unit
  • the output 34 of the electronic control unit 33 is connected by the line 36.
  • This latter control unit 33 is provided with an actuating member which is formed in this embodiment as an accelerator pedal 35.
  • the electrical connection 39 of the electronic control unit 38 is coupled by the collecting line 40 to the electrical connection 41 of the air intake tract 8.
  • the dashed control line on the air intake tract 8 illustrates that the electronic control unit 38 controls a servomotor, not shown, for actuating the throttle flap 63. With this throttle valve 63, the amount of air sucked by the diesel engine 2 is adjustable.
  • the air intake tract 8 has a compressed air connection 42, which is connected by the line 43 to the outlet connection 44 of a compressed air tank 45.
  • the feed port 46 of the compressed air tank 45 is connected by the line 47 to the compressed air port 48 of a pneumatic compressor 49.
  • the air compressor 49 has an intake 52, which is provided with an air filter 53.
  • the shaft 54 of the air compressor 49 is connected by a belt drive 55 to the main shaft 56 of the turbocharged diesel engine 2.
  • the invention also covers such compressed air compressors which are driven by an electric motor which can be controlled by, for example, the electronic control unit 38 (not shown).
  • the figure shows that the compressed-air compressor 49 is connected via a control unit 73 via an electronic control unit 38.
  • controllable coupling 71 is connected to the belt drive 55 on the internal combustion engine 2, so that this air compressor 49 is only activated by the controller 38 when the pressure in the compressed air tank 45 must be filled.
  • a pressure sensor 79 is arranged there, the measuring signal of which can be conducted via a sensor line 80 to the control unit 38 and / or to the transmission control unit 66.
  • the activation of the air compressor 49 is for example very advantageous if the vehicle is in overrun on a downhill slope to increase the power of the air compressor 49, the braking effect of the drive train 1.
  • the figure shows that the internal combustion engine 2 can be driven by a preferably electromotive starter 59 and thus can be started, which can engage with its pinion 58 in a ring gear 57 of the flywheel of the internal combustion engine 2.
  • the flywheel is attached to the ring gear 57 in a known manner to the main shaft 56 of the engine 2.
  • the starter 59 is connected via a control line 72 to the electronic control unit 38 of the injector for additional compressed air and therefore switched on and off by this controller 38.
  • an activatable by the electronic control unit 38 electromagnetic control and regulating valve 65 is arranged in the conduit 43, with the injection or injection of additional compressed air from the compressed air tank 45 in the air intake tract 8 is possible, if this to influence, in particular to increase the Torque of the diesel engine 2 makes sense.
  • the control valve 65 is controlled by the electronic control unit 38 via the collecting line 40, which in the area of the air intake tract 8 in a control line (shown in small dashed lines) to the control tion of the servomotor of the throttle valve 63 and in a control line (shown in large dashed lines) branches to control the control valve 63.
  • the figure shows schematically that the internal combustion engine 2 is the drive side via the main shaft 56 rotatably connected to the input side of a starting and shifting clutch 60, while the output side of this starting and shifting clutch 60 is coupled to the transmission input shaft 61 of an automatic transmission 62.
  • the starting and shifting clutch 60 is designed as an automatically operable clutch and therefore equipped with a clutch actuator 74, which is connected via a control line 75 to the transmission control unit 66 and is commanded by the latter.
  • the automatic transmission 62 has an output shaft 64 which is connected to the vehicle wheels 78 via drive shafts (not shown) and a differential gear.
  • the automatic transmission 62 is designed as an automated manual transmission whose known gear actuators 70 are connected to the transmission control unit 66 via control lines 69. With the help of these Gangaktuatoren 70 gears can be switched on and interpreted in a known manner or quite generally translation changes are performed.
  • the transmission control unit 66 is also connected via sensor lines 68 with sensors 67 on the transmission 62, by means of which the transmission control unit 66 determines switching-relevant information. Such information is first of all the rotational speeds of the transmission input shaft 61 and the transmission output shaft 64 as well as position and / or position signals of the gear actuators 70.
  • the transmission control unit 66 and / or the control unit 38 use a speed sensor 77 at the Transmission output shaft 64 or a vehicle wheel 78 determines the vehicle speed and with a speed sensor, not shown, on the main shaft 56 of the engine 2, the engine speed. Based on these as well as other information, the gear change operations in the automatic transmission 62 are prepared and performed.
  • the powertrain 1 works with regard to the basic functions of the device 8 for supplying the diesel engine 2 with additional compressed air initially as follows:
  • the cylinders 3 of the turbocharged diesel engine 2 are supplied with fresh gas through the suction lines 4, the manifold 5, the air intake tract 8, the line 1 1, the intercooler 13, the line 15, the turbo-compressor 17 and the air filter 19 when the engine speed is constant ,
  • the exhaust gases leave the cylinders 3 through the exhaust pipes 27, the exhaust pipe 26, the exhaust gas turbine 23, the exhaust pipe 29 and an exhaust treatment plant 100.
  • the diesel engine 2 When the driver quickly depresses the accelerator pedal 35 to rapidly increase the engine torque or the engine speed, the diesel engine 2 needs more fuel and more fresh gas or air than before. The additional fuel is fed into the cylinders 3, but the increase in the amount of fresh gas supplied by the turbocharger 22 remains insufficient.
  • the pressure of the fresh gas in the intake manifold 8 is low, which is constantly determined in the interior by a pressure sensor, not shown, and directed to the electronic control unit 38. In this operating state, the throttle valve 63 is fully open. The electronic control unit 38 then determines, with the aid of a control program, that the pressure in the interior of the air intake tract 8 does not increase sufficiently quickly and an additional air injection is to be carried out.
  • the control program has predetermined information about the conditions when the additional air injection has to begin. At the beginning, the throttle valve 63 is moved in the direction of closing and the compressed air injection is released by opening the valve 65 from the compressed air tank 45 into the air intake tract 8. The duration of the air injection is also specified by the control program, which takes into account the pressure difference and the absolute pressure in the air intake tract 8.
  • the control program is initially intended to prevent the compressed air consumption from the compressed air tank 45 being so high that the brake safety of an air brake system connected to the compressed air tank 45 is adversely affected.
  • the transmission control unit 66 is connected via the data line 76 of the CAN bus system to the control unit 38 of the device for injecting additional compressed air, the latter may also be referred to as engine control unit. Between these two control units 38, 66 is constantly an exchange of information about whether and if so when and to what extent an injection of additional compressed air in the intake tract 8 of the engine 2 to increase the engine torque and support a gear shift can be done and / or done should.
  • the starting process of a vehicle equipped in this way is of particular importance, since it usually starts with engine speeds that are so low that an increase in the engine torque does not yet occur due to the effect of the exhaust gas turbocharger 22. This is especially unfavorable when, for example, a poorly motorized passenger vehicle or a heavily laden commercial vehicle to be approached on a slope.
  • the coordinated operation of the starting and shifting clutch 60 and the device for injecting additional compressed air into the air intake tract 8 of the internal combustion engine 2 takes place in such a way that the actuating speed of a clutch actuator 74 and the time, the pressure and the duration of the injection of additional compressed air is coordinated with each other.
  • the mentioned route information may originate from a satellite-based navigation system, while the values for the vehicle mass are from a vehicle mass sensor, the ambient temperature from a temperature sensor, the road inclination from a tilt sensor or the navigation system, the driver's power requirement from an angle sensor on the accelerator pedal 35 and the current driving resistance come from a rolling resistance determination program.
  • the said operating conditions are provided in the CAN bus system (line 76) to the two control units 38 for the compressed air injection and 66 for the transmission and clutch control, which can control the control valve 65 of the injector to its operation.
  • other control devices via the CAN bus with the two control units 38 and 66 for the compressed air injection and the automatic transmission 62 as well as the actuator 74 of the starting and shifting clutch 60, the air compressor 49 and a display and adjustment for the driver, which will be discussed below.
  • the device for injecting additional compressed air is intentionally not activated during a starting process when the engine torque requested by the driver is less than or equal to the engine torque in the initially pure suction operation of the internal combustion engine 2. Further, it is judged to be advantageous if it is provided that in a starting process, an injection of additional compressed air into the air intake tract 8 of the internal combustion engine 2 then takes place immediately, if it is clear from track information that the vehicle is to drive on a slope or such a slope imminent in the driving route.
  • an operating mode may be provided such that a compressed-air compressor 49 for generating the required compressed air is started immediately before starting, if it is clear from track information that the vehicle is to be approached on a slope or if such a gradient is imminent in the driving route, as well a compressed air tank 45 falls below a predetermined lower filling state.
  • an injection of additional compressed air into the air intake tract 8 of the internal combustion engine 2 can take place during a starting process such that the slip time of the starting and shifting clutch 60 and the starting rotational speed of the internal combustion engine 2 are reduced by an increased engine torque.
  • the drive train 1 and the control device can be operated so that an injection of additional compressed air in the air intake tract 8 of the internal combustion engine 2 takes place during a starting process such that when starting the internal combustion engine 2 by means of a starter 59 this by initially high gas pressures in the combustion chamber of the internal combustion engine 2 is relieved, which will be discussed again below.
  • injection of additional compressed air into the air intake tract 8 of the internal combustion engine 2 is provided by an anti-lock braking system, a traction control system, a roll stabilization program, an off-road program and / or a distance control system. is activated or deactivated depending on security-relevant decision criteria.
  • the injection of additional compressed air into the air intake tract 8 of the internal combustion engine 2 can be manually activated or deactivated by the driver by means of an input and display device, not shown, if he has justified cause.
  • the invention now provides that then additional compressed air in devices 8 and / or 100 is blown in the area of the internal combustion engine 2, if this depending on the current operating situation of the vehicle to an advantageous Operating behavior of the internal combustion engine 2 and / or leads of vehicle equipment, which are arranged in the exhaust stream of the same.
  • the abovementioned exhaust treatment system 100 is installed in the exhaust pipe 29 downstream of the exhaust gas turbocharger 22, through which the exhaust gas coming from the internal combustion engine 2 and the turbocharger 22 is conducted.
  • the exhaust gas treatment plant 100 is controlled starting from the compressed air tank 45 via a compressed air line 101 drawn here interrupted, a control valve 102 and a short compressed air line 104 and / or regulated supplied with compressed air.
  • the control valve 102 is connected via a control line 103 to the electronic control unit 38, which also controls the actuation of the control and regulating valve 65 to the intake manifold 8 of the internal combustion engine 2.
  • a structure is provided by means of which controlled and regulated compressed air can be fed into the intake tract 8 of the internal combustion engine 2 as well as into or in front of the exhaust gas treatment plant 100 into the exhaust pipe 29. Because the controller 38 controls both valves 65 and 102, their operation can be coordinated, in such a way that their operation in dependence from the current operating situation of the vehicle to an advantageous operating behavior of the internal combustion engine 2 and / or the exhaust gas treatment plant 100 leads.
  • the additional compressed air is blown directly in front of or into the exhaust gas treatment device 100, such that the exhaust gas cleaning behavior of this exhaust gas treatment device 100 improves.
  • the exhaust gas treatment device 100 is a particle filter, then it is provided that the additional compressed air is blown directly into or into the exhaust gas treatment device 100, such that in a regeneration phase thereof the burn-off of soot deposits is favored.
  • the additional compressed air is injected into the intake tract 8 of the engine designed as a diesel engine 2 and / or directly before or in the exhaust treatment device 100, such that the flue gas emission of the internal combustion engine 2 and / or the exhaust treatment device 100 is reduced.
  • this device makes it possible for a blowing-in of additional compressed air into the air intake tract 8 of the internal combustion engine 2 to be so strong when the throttle valve 63 is closed that the internal combustion engine 2, in addition to the torque of the starter 59, until its own combustion-supported startup driven by the injected compressed air, for example in the sense of a compressed air motor.
  • This relief of the starter 59 when starting the internal combustion engine 2 is preferably carried out by a relatively strong injection of additional compressed air into the air intake tract 8 of the internal combustion engine 2 during a start-stop operation of the vehicle.
  • the throttle valve 63 is closed in the air intake tract 8 of the internal combustion engine 2 and a blowing of additional compressed air is omitted.
  • an injection of additional compressed air in the air intake tract 8 of the engine 2 can be advantageously coordinated with the setting of the exhaust gas turbocharger 22.
  • an operating mode may be provided according to which the guide vanes in the turbine inlet of the adjustable exhaust-gas turbocharger 22 are set before or during the injection of additional compressed air into the air intake for setting a maximum engine torque. tract 8 of the internal combustion engine 2 are adjusted in the direction of the lowest possible flow resistance.
  • bypass valve is switched before or upon injection of additional compressed air in the air intake tract 8 of the engine 2 so that the flow resistance in the exhaust passage is also minimized ,
  • the method according to the invention can be carried out in such a way that with the use of an adjustable geometry exhaust gas turbocharger 22 or with a bypass valve, a pressure drop in the additionally compressed air to be injected into the intake tract 8 is detected below a predetermined pressure limit, and that the guide vanes of the exhaust gas turbocharger 22 and the bypass valve are adjusted so that at the end of blowing the additional compressed air supplied by the exhaust gas turbocharger 22 boost pressure corresponds to the normal pressure of the exhaust gas turbocharger 22 at the then current speed of the internal combustion engine 2.
  • the device for carrying out the above-described method and its various variants is characterized in that the device for injecting additional compressed air is designed and arranged such that it with compressed air in the air intake tract 8 and immediately before or in the exhaust treatment plant 100th the internal combustion engine 2 is inflatable that this Einblas observed with a switching and / or control valve 65 in the region of the air intake tract 8 and with a switching and / or control valve 102 in the exhaust treatment plant 100 is controllable, and that these switching and / or control valves 65, 102 of at least one control unit 38, 66 are controllable, which with sensors 67, 74, 77, 79 are connected for detecting the operating situation of the internal combustion engine 2, the drive train 1 and the rest of the vehicle.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Health & Medical Sciences (AREA)
  • Toxicology (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Supercharger (AREA)

Abstract

L'invention concerne un procédé de commande d'une chaîne cinématique de véhicule (1) comportant un moteur à combustion interne (2), un turbocompresseur (22) affecté au moteur, et un dispositif d'injection d'air comprimé supplémentaire dans des systèmes au niveau du moteur (2). L'invention vise à réduire les émissions de gaz d'échappement et la consommation en carburant du moteur (2) d'un tel véhicule. A cet effet, de l'air comprimé supplémentaire est injecté dans des systèmes (8, 100) au niveau du moteur (2), uniquement lorsque ceci se traduit par un comportement avantageux du moteur (2) et/ou de systèmes du véhicule disposés dans la ligne d'échappement, en fonction de l'état de fonctionnement en cours. L'invention concerne également un dispositif destiné à la mise en oeuvre du procédé, le dispositif d'injection d'air comprimé supplémentaire étant conçu et disposé de manière à injecter de l'air comprimé dans le collecteur d'admission (8) et directement en amont du dispositif de traitement de gaz d'échappement (100) du moteur (2), ou dans celui-ci.
PCT/EP2009/050824 2008-02-18 2009-01-26 Procédé et dispositif de commande de l'alimentation en air comprimé d'un moteur à combustion interne et d'autres systèmes WO2009103590A1 (fr)

Applications Claiming Priority (2)

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DE102008000325A DE102008000325A1 (de) 2008-02-18 2008-02-18 Verfahren und Vorrichtung zur Steuerung einer Druckluftversorgung einer Brennkraftmaschine und anderer Einrichtungen
DE102008000325.5 2008-02-18

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US8381521B2 (en) 2010-05-19 2013-02-26 Bendix Commercial Vehicle Systems Llc Vehicle pneumatic booster system operating method and apparatus
US8412424B2 (en) 2010-05-19 2013-04-02 Bendix Commercial Vehicle Systems Llc Vehicle pneumatic booster system operating method and apparatus
US8428844B2 (en) 2010-05-19 2013-04-23 Bendix Commercial Vehicle Systems Llc Vehicle pneumatic booster system operating method and apparatus
US8468824B2 (en) 2011-02-25 2013-06-25 Bendix Commercial Vehicle Systems Llc Method of operating a vehicle equipped with a pneumatic booster system
US8484971B2 (en) 2011-02-25 2013-07-16 Bendix Commercial Vehicle Systems Llc Method of operating a vehicle equipped with a pneumatic booster system
US8505297B2 (en) 2011-02-25 2013-08-13 Bendix Commercial Vehicle Systems Llc Method of operating a vehicle equipped with a pneumatic booster system
US8666634B2 (en) 2011-02-25 2014-03-04 Bendix Commercial Vehicle Systems Llc Method of operating a vehicle equipped with a pneumatic booster system
US8805606B2 (en) 2010-05-19 2014-08-12 Bendix Commercial Vehicle Systems Llc Vehicle pneumatic booster system operating method and apparatus
CN113677884A (zh) * 2019-03-29 2021-11-19 Abb瑞士股份有限公司 用于内燃机的空气输送系统

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DE102010036660B4 (de) * 2010-07-27 2023-03-23 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Sekundärluftvorrichtung
DE102010036661B4 (de) * 2010-07-27 2023-03-09 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Sekundärluftvorrichtung
DE102010033591A1 (de) 2010-08-06 2011-04-21 Daimler Ag Kaltstartunterstützung einer Brennkraftmaschine
DE102010054049B4 (de) * 2010-12-10 2016-07-07 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Verfahren zum Starten einer Verbrennungskraftmaschine und Verbrennungskraftmaschine mit Starthilfevorrichtung
DE102012012499B4 (de) * 2012-06-21 2016-08-04 Volkswagen Aktiengesellschaft Verfahren und Vorrichtung zur Schaltsteuerung eines Kraftfahrzeugs
DE102013223454A1 (de) * 2013-11-18 2015-05-21 Bosch Mahle Turbo Systems Gmbh & Co. Kg Verfahren zum Steuern eines Ventilelements
DE102015205519B4 (de) * 2015-03-26 2019-08-29 Ford Global Technologies, Llc Kraftfahrzeug und Betriebsverfahren
DE102015207092B4 (de) * 2015-04-20 2019-08-14 Ford Global Technologies, Llc Kraftfahrzeug und Betriebsverfahren
DE102018001101A1 (de) 2018-02-09 2019-08-14 Fachhochschule Dortmund Einrichtung und Verfahren zum Betrieb einer Verbrennungskraftmaschine mit mindestens einem Zylinder, insbesondere zur Rekuperation von Energie
DE102019124542A1 (de) * 2019-09-12 2021-04-01 Mtu Friedrichshafen Gmbh Drossel, Drosselsystem, Druckluftführendes System

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US8381521B2 (en) 2010-05-19 2013-02-26 Bendix Commercial Vehicle Systems Llc Vehicle pneumatic booster system operating method and apparatus
US8412424B2 (en) 2010-05-19 2013-04-02 Bendix Commercial Vehicle Systems Llc Vehicle pneumatic booster system operating method and apparatus
US8428844B2 (en) 2010-05-19 2013-04-23 Bendix Commercial Vehicle Systems Llc Vehicle pneumatic booster system operating method and apparatus
US8805606B2 (en) 2010-05-19 2014-08-12 Bendix Commercial Vehicle Systems Llc Vehicle pneumatic booster system operating method and apparatus
US8468824B2 (en) 2011-02-25 2013-06-25 Bendix Commercial Vehicle Systems Llc Method of operating a vehicle equipped with a pneumatic booster system
US8484971B2 (en) 2011-02-25 2013-07-16 Bendix Commercial Vehicle Systems Llc Method of operating a vehicle equipped with a pneumatic booster system
US8505297B2 (en) 2011-02-25 2013-08-13 Bendix Commercial Vehicle Systems Llc Method of operating a vehicle equipped with a pneumatic booster system
US8666634B2 (en) 2011-02-25 2014-03-04 Bendix Commercial Vehicle Systems Llc Method of operating a vehicle equipped with a pneumatic booster system
CN113677884A (zh) * 2019-03-29 2021-11-19 Abb瑞士股份有限公司 用于内燃机的空气输送系统

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