WO2013068140A1 - Procédé de régulation de la température des gaz d'échappement d'un moteur à combustion interne à injection directe - Google Patents

Procédé de régulation de la température des gaz d'échappement d'un moteur à combustion interne à injection directe Download PDF

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Publication number
WO2013068140A1
WO2013068140A1 PCT/EP2012/066148 EP2012066148W WO2013068140A1 WO 2013068140 A1 WO2013068140 A1 WO 2013068140A1 EP 2012066148 W EP2012066148 W EP 2012066148W WO 2013068140 A1 WO2013068140 A1 WO 2013068140A1
Authority
WO
WIPO (PCT)
Prior art keywords
temperature
internal combustion
combustion engine
exhaust gas
injection
Prior art date
Application number
PCT/EP2012/066148
Other languages
German (de)
English (en)
Inventor
Thorsten Schnorbus
Christian FRENKEN
Original Assignee
Fev 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 Gmbh filed Critical Fev Gmbh
Priority to CN201280055185.5A priority Critical patent/CN103930664A/zh
Publication of WO2013068140A1 publication Critical patent/WO2013068140A1/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
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/402—Multiple injections
    • F02D41/405—Multiple injections with post injections
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/028—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the combustion timing or phasing
    • 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
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/1446—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being exhaust temperatures
    • F02D41/1447—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being exhaust temperatures with determination means using an estimation
    • 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
    • Y02T10/40—Engine management systems

Definitions

  • the invention relates to a method for controlling the exhaust gas temperature of a direct-injection internal combustion engine and a direct-injection internal combustion engine with such a control.
  • the temperature of the exiting from an internal combustion engine exhaust gas is of particular importance for the subsequent in the exhaust system and equipment.
  • exhaust aftertreatment devices sometimes require minimum temperatures for efficient exhaust gas purification.
  • at least minimum temperatures are required for the regeneration of exhaust aftertreatment, which are to be achieved as efficiently as possible.
  • certain temperature limits must not be exceeded in order not to thermally overload components such as the turbine of a turbocharger.
  • the temperature of the exiting from a direct-injection internal combustion engine exhaust gas corresponds to the temperature after the exhaust valve or, if a turbocharger of the internal combustion engine is directly downstream, the temperature before turbine of the turbocharger.
  • This temperature is usually regulated by already known control methods.
  • WO 2009/1 12056 A1 proposes to provide a temperature model of a gas in a combustion chamber of a cylinder in order to predictively determine the temperature of an exhaust gas emerging from the combustion chamber of the cylinder and to supply it to a regulator.
  • an internal combustion engine is provided with an HC emission model for determining the HC emission of an exhaust gas leaving the combustion chamber. This is used to control the regeneration of an emission control system, in particular a particulate filter.
  • the object of the present invention is to predictively determine the temperature of the exhaust gas emerging from the internal combustion engine at a given load and to set it in real terms.
  • the engine should be operated in such a way that a predetermined temperature of the exhaust gas emerging from the internal combustion engine is established.
  • the object is achieved by a method for controlling the exhaust gas temperature of a direct-injection internal combustion engine, in which the burning fuel injection is divided into several individual injections and
  • the temperature of the exhaust gas exiting the internal combustion engine at a given load is predictively determined by adjusting the position of the centroid of the heat release and the injection amount of the total combustion fuel injection by means of at least one model. Furthermore, the object is achieved by a direct-injection internal combustion engine having a control unit for controlling the temperature of an exhaust gas emerging from the internal combustion engine according to the aforementioned method.
  • combustion fuel injections are meant all torque-forming fuel injections. Not included are post injections that are no longer combustible and serve only to provide HC emissions for subsequent exhaust aftertreatment devices.
  • the predetermined load is dependent on the requested medium pressure of the internal combustion engine.
  • the location of the area focal point of the heat release is based on the crank angle of the internal combustion engine.
  • the course of the injection has a certain course of implementation, that is, the combustion result. It follows, with respect to the situation at least approximately identical, a course of heat release whose area has a center of gravity, the position of which can be determined based on the crank angle on the basis of the integral of the heat release.
  • the invention is based on the fact that there are basically several combinations of the quantity distribution to the individual injections for a requested mean pressure, that is to say for a given load, for several combusting injections.
  • the position of the center of gravity of the heat release and thus also the temperature of the exhaust gas emerging from the internal combustion engine shifts.
  • the exhaust gas temperature decreases. to a larger crank angle after top dead center, the exhaust gas temperature increases. If now the desired temperature of the exhaust gas leaving the internal combustion engine is determined, then only a possible quantity distribution and thus a position of the centroid of the heat release remain. This is used to predictively determine the optimum injection quantities for the individual injections.
  • a heat release model is used to set the position of the center of gravity of the heat release and the injection quantity, by means of which the heat release of the respective injections can be predicted.
  • a temperature model is used, by means of which the temperature of the exhaust gas emerging from the internal combustion engine can be predictively predicted on the basis of the position of the area center of gravity of the heat release.
  • the individual layers of the predictively determined injections can be adjusted by means of this regulator, for example a combustion position regulator.
  • a combustion position controller combustion chamber pressure sensors are provided, by means of which the combustion chamber pressure can be measured.
  • the fuel injection is split into a main injection and a post-injection. In principle, however, several post-injections and / or one or more pre-injections are conceivable.
  • the temperature in front of the turbine of the turbocharger is controlled by controlling the temperature of the exhaust gas leaving the internal combustion engine.
  • the temperature of the exiting from the engine exhaust gas is controlled so that a regeneration of the exhaust gas aftertreatment device can be performed as efficiently as possible.
  • a regeneration of the exhaust gas aftertreatment device can be performed as efficiently as possible.
  • efficient as possible means that the lowest possible fuel requirement for regeneration occurs.
  • the proposed control of the exhaust gas temperature may refer to a single combustion chamber of the internal combustion engine or to a group of combustion chambers or cylinders.
  • FIG. 2 shows a schematic representation of a method sequence
  • FIG. 3 is a diagram showing the relationship between the temperature of the
  • Figure 4 is a diagram showing the relationship between the mean pressure on injection quantity and heat release center of gravity and
  • FIG. 5 shows a diagram which shows the injection quantity via the heat release center position as a function of a predetermined exhaust gas temperature and a predetermined mean pressure.
  • a diesel internal combustion engine 2 is connected to a first exhaust pipe 3, which leads to a turbine 4 of a turbocharger.
  • the first exhaust pipe 3 may include one or more exhaust manifolds in which the exhaust gas streams are merged into different combustion chambers or cylinders of the diesel engine 2.
  • further components such as EGR valves and branches may also be provided.
  • the turbine 4 is connected via a second exhaust pipe 5 to an exhaust gas aftertreatment device in the form of an oxidation catalytic converter 6 and a particle filter 7. This is followed by a third exhaust pipe 8 connects. Both in the second exhaust pipe 5 and in the third exhaust pipe 8 further components may be provided.
  • a method based on the method sequence shown in FIG. 2 is provided.
  • a predetermined temperature T 3 of the exhaust gas leaving the internal combustion engine in method step 10 by means of a heat release model 11 and by means of a temperature model 12 from a predetermined indicated mean pressure PMI, a predetermined temperature T 3 of the exhaust gas leaving the internal combustion engine, the current temperature T Sa ug of the intake air and the air mass m i zy in the one or more cylinder (s) the position of AQ50 of the centroid of heat release and the entire Einspritzmen- ge QINJ determined.
  • the difference temperature T De ita which must be reached from the inlet valve to the outlet valve, is previously calculated from the predetermined temperature T 3 of the exhaust gas and the temperature T S au g of the intake air.
  • the injection quantities q M i and qp 0 i of the individual injections are then determined from position aQ50 of the centroid of the heat release and the total injection quantity q in j and the positions phi M i and phipoi of the individual injection starts.
  • FIG. 4 shows the relationship between the mean pressure PMI over the entire injection quantity q in j and the heat release center of gravity aQ50. It can be seen here that with increasing injection quantity q in j the mean pressure PMI increases. Furthermore, the mean pressure PMI falls at a constant injection quantity q 1 when the heat release center position aQ50 is adjusted to "late.”

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Processes For Solid Components From Exhaust (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

L'invention concerne un procédé de régulation de la température des gaz d'échappement d'un moteur à combustion interne (2) à injection directe, selon lequel l'injection de carburant en combustion est divisée en plusieurs injections individuelles, et selon lequel la température (T3) des gaz d'échappement sortant du moteur à combustion interne (2) est déterminée de manière prédictive, pour une charge prédéfinie, par un ajustement de la position (aQ50) du centre de gravité du dégagement de chaleur et de la quantité injectée (minj) de l'injection totale de carburant en combustion au moyen d'au moins un modèle (11, 12).
PCT/EP2012/066148 2011-11-11 2012-08-17 Procédé de régulation de la température des gaz d'échappement d'un moteur à combustion interne à injection directe WO2013068140A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN201280055185.5A CN103930664A (zh) 2011-11-11 2012-08-17 一种用于控制直喷式内燃机的废气温度的方法

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102011055273A DE102011055273A1 (de) 2011-11-11 2011-11-11 Verfahren zur Steuerung der Abgastemperatur einer direkteinspritzenden Brennkraftmaschine
DE102011055273.1 2011-11-11

Publications (1)

Publication Number Publication Date
WO2013068140A1 true WO2013068140A1 (fr) 2013-05-16

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PCT/EP2012/066148 WO2013068140A1 (fr) 2011-11-11 2012-08-17 Procédé de régulation de la température des gaz d'échappement d'un moteur à combustion interne à injection directe

Country Status (3)

Country Link
CN (1) CN103930664A (fr)
DE (1) DE102011055273A1 (fr)
WO (1) WO2013068140A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110114569A (zh) * 2017-03-08 2019-08-09 宝马股份公司 用于适配交通工具排放的控制单元

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2014196036A1 (fr) * 2013-06-05 2014-12-11 トヨタ自動車株式会社 Dispositif de contrôle pour moteur à combustion interne
DE202015001630U1 (de) * 2015-02-28 2016-05-31 GM Global Technology Operations LLC (n. d. Ges. d. Staates Delaware) Verbrennungsmotor mit Nachbehandlungsvorrichtung
DE102015204102A1 (de) 2015-03-06 2016-09-08 Fev Gmbh Verfahren zur Einstellung des Luft-Kraftstoff-Verhältnisses im Abgas einer direkteinspritzenden Brennkraftmaschine zur NOx-Speicherkatalysator-Regeneration

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1995016196A1 (fr) * 1993-12-08 1995-06-15 Robert Bosch Gmbh Procede de regulation de la combustion dans la chambre de combustion d'un moteur a combustion interne
DE102004033072A1 (de) * 2004-01-07 2005-07-28 Robert Bosch Gmbh Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
DE102007004265A1 (de) * 2007-01-23 2007-11-29 Daimlerchrysler Ag Verfahren zur Regelung eines Verbrennungsmotors
WO2009112056A1 (fr) 2008-03-14 2009-09-17 Fev Motorentechnik Gmbh Fonctionnement en régénération commandé par la pression dans le cylindre et changement de mode de fonctionnement

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPWO2002066813A1 (ja) * 2001-02-20 2004-06-24 いすゞ自動車株式会社 ディーゼルエンジンの燃料噴射制御方法と排気ガス後処理装置の再生制御方法

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1995016196A1 (fr) * 1993-12-08 1995-06-15 Robert Bosch Gmbh Procede de regulation de la combustion dans la chambre de combustion d'un moteur a combustion interne
DE102004033072A1 (de) * 2004-01-07 2005-07-28 Robert Bosch Gmbh Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
DE102007004265A1 (de) * 2007-01-23 2007-11-29 Daimlerchrysler Ag Verfahren zur Regelung eines Verbrennungsmotors
WO2009112056A1 (fr) 2008-03-14 2009-09-17 Fev Motorentechnik Gmbh Fonctionnement en régénération commandé par la pression dans le cylindre et changement de mode de fonctionnement

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110114569A (zh) * 2017-03-08 2019-08-09 宝马股份公司 用于适配交通工具排放的控制单元

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Publication number Publication date
CN103930664A (zh) 2014-07-16
DE102011055273A1 (de) 2013-05-16

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