WO2013092188A1 - Procédé et dispositif de réglage du cliquetis d'un moteur à combustion interne - Google Patents

Procédé et dispositif de réglage du cliquetis d'un moteur à combustion interne Download PDF

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Publication number
WO2013092188A1
WO2013092188A1 PCT/EP2012/074265 EP2012074265W WO2013092188A1 WO 2013092188 A1 WO2013092188 A1 WO 2013092188A1 EP 2012074265 W EP2012074265 W EP 2012074265W WO 2013092188 A1 WO2013092188 A1 WO 2013092188A1
Authority
WO
WIPO (PCT)
Prior art keywords
injection
internal combustion
combustion engine
liquid fuel
knocking
Prior art date
Application number
PCT/EP2012/074265
Other languages
German (de)
English (en)
Inventor
Martin Huber
Original Assignee
Robert Bosch 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 Robert Bosch Gmbh filed Critical Robert Bosch Gmbh
Publication of WO2013092188A1 publication Critical patent/WO2013092188A1/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
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0027—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures the fuel being gaseous
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/08—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
    • F02D19/10—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels peculiar to compression-ignition engines in which the main fuel is gaseous
    • 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
    • F02D35/027—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions using knock sensors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0639—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels
    • F02D19/0642—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels at least one fuel being gaseous, the other fuels being gaseous or liquid at standard conditions
    • F02D19/0647—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels at least one fuel being gaseous, the other fuels being gaseous or liquid at standard conditions the gaseous fuel being liquefied petroleum gas [LPG], liquefied natural gas [LNG], compressed natural gas [CNG] or dimethyl ether [DME]
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0663—Details on the fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02D19/0686—Injectors
    • F02D19/0692—Arrangement of multiple injectors per combustion chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0663—Details on the fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02D19/0686—Injectors
    • F02D19/0694—Injectors operating with a plurality of fuels
    • 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
    • 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
    • Y02T10/30—Use of alternative fuels, e.g. biofuels

Definitions

  • the invention is based on a method and a device for knock control of an internal combustion engine according to the preamble of the independent claims.
  • the inventive method and the inventive device for knock control of an internal combustion engine have the advantage that even in an internal combustion engine, which is operated by gas and in which an ignition of the gas in the combustion chamber by injecting a liquid fuel, a knock control is possible. It is thus an operation of the internal combustion engine at an efficiency optimized point allows. The fuel efficiency of the internal combustion engine is thus improved without simultaneously causing an increased risk of damaging the internal combustion engine. Further advantages and improvements result from the measures of the dependent claims.
  • the knocking control is particularly simple when, depending on the occurrence of knocking, the time of injection of the liquid fuel is shifted late. Only if there is no knocking for a number of burns does the injection point change again in the direction of early.
  • the respective adjustments in the direction of early or late are so dimensioned that only after several burns without knocking a shift in the direction of late due to a knock is balanced again.
  • Another possibility of knock control is the occurrence of knocking to reduce the injected amount of liquid fuel. If multiple burns occur without knocking, the amount of injection can be increased again.
  • the reduction in the injection quantity when knocking occurs is dimensioned such that a reduction due to knocking is compensated again only by a plurality of knock-free burns.
  • limit values are provided for the adjustment of the time of injection or for increasing or decreasing the injection quantity. If knocking can not be sufficiently prevented within these limits, the proportion of gaseous fuel must be reduced as a further measure. There is thus provided another possibility of preventing knocking burns.
  • the respective knocking measures are implemented by maps which are adapted during operation of the internal combustion engine. It is an adaptation of the knock control to respective operating conditions of the internal combustion engine, for example, guaranteed at different fuel qualities. It ensures a particularly good control quality, which is very rare knocking burns.
  • Figure 1 is a schematic view of an internal combustion engine with a
  • Figure 2 process steps a knock control method
  • Figure 3 Details of the adjustment of the timing of the injection or details of the change in the injection quantity of the liquid fuel.
  • FIG. 1 shows schematically an internal combustion engine is shown, which is operated simultaneously with a gaseous and a liquid fuel. Shown is a cylinder 2 of this internal combustion engine which forms a combustion chamber 3 together with the piston 1 therein. This combustion chamber is supplied with the air required for combustion in the combustion chamber 3 through an air supply 4. Exhaust gases of combustion are led away from the combustion chamber 3 through an exhaust gas path guide 5. Shown in the schematic view of Figure 1 nor a gas injector 6, which is designed for injecting the gaseous fuel into the air supply 4. Furthermore, an injection valve 7 for injecting the liquid fuel directly into the combustion chamber 3 is shown.
  • the control of the gas injection valve 6 and of the injection valve 7 is effected by a control unit 8 which is connected to the gas injection valve 6 and the injection valve 7 by means of appropriate control lines. Furthermore, a knock sensor 9 is mounted on the outside of the cylinder 2, the corresponding signals that arise in the combustion of the fuel in the combustion chamber 3, via a line to the engine controller 8.
  • FIG. 1 shows only those parts of the internal combustion engine which are essential for the invention.
  • Other elements that can be found in all internal combustion engine according to the gasoline or diesel principle, are not shown in the drawing, since these are normal components that are well known to those skilled.
  • inlet valves for the inlet of the air supplied through the air supply 4 into the combustion chamber 3 are not shown.
  • Farther Exhaust valves for discharging the exhaust gas generated in the combustion chamber 3 are not shown in the Abgasweg arrangement 5.
  • Other air control elements, such as a throttle or a turbocharger are common components of an internal combustion engine, but also not shown here.
  • the gaseous fuel can be any combustible gas, such as CNG (Compressed Natural Gas) or LPG (Liquid Petroleum Gas) or other suitable gaseous fuel.
  • CNG Compressed Natural Gas
  • LPG Liquid Petroleum Gas
  • the liquid fuel may be, for example, diesel or gasoline or alcohol or any other possible combustible liquid.
  • a single engine control unit is shown here. But it can also be a matter of several separate engine control units. Common are, for example, a separate engine control unit for the liquid fuel and a separate engine control unit for the gaseous fuel, which exchange data with each other to make the operation of the internal combustion engine coordinated.
  • the knock sensor 9 is shown here as a vibration sensor on the outside of the cylinder 2. Alternatively, however, other sensors can be used, which can detect a knock in the combustion chamber 3, for example, a combustion chamber pressure sensor, which allows a direct evaluation of the pressure in the combustion chamber 3 during combustion. Also not shown are other conventional sensors or actuators on internal combustion engines, such as speed sensors, temperature sensors or the like.
  • the operation of the internal combustion engine shown in Figure 1 is preferably carried out in a mixed operation, in which both gaseous fuel is blown through the air supply 4, as well as liquid fuel is injected directly into the combustion chamber 3.
  • no spark plug is provided for igniting the mixture introduced into the combustion chamber 3.
  • a self-ignition of the fuel takes place due to the high pressure and the associated high temperatures in the combustion chamber 3 due to the compression in the combustion chamber 3.
  • Most gaseous fuels, such as CNG or LPG have the Problem that the required ignition temperature is very high and therefore an ignition of the thus introduced gaseous fuel is very difficult or impossible.
  • a region with a fuel is created in the immediate vicinity of the injection nozzle 7, which is more easily ignited and safely ignited in the usual temperatures resulting from the compression of the combustion chamber 3.
  • This method is also called Zündstrahlvon.
  • the ignition of the introduced in the combustion chamber liquid fuel takes place very soon after or even during the injection of the fuel, so that by the time of injection, the time at which the mixture in the
  • Fuel inflamed can be adjusted accurately. Furthermore, the combustion process starts from the mixing ratio of the two fuels, wherein in particular the use of larger amounts of diesel fuel, the ignition sets very quickly and thus knocking is favored. Furthermore, the occurrence of knocking depends significantly on the time of ignition and thus on the time of injection of the liquid fuel in the combustion chamber 3.
  • FIG. 2 shows process steps of the method according to the invention as program blocks.
  • a calculation takes place of the drive data necessary for the operation of the internal combustion engine for the actuators of the internal combustion engine.
  • both the gas quantity is calculated. net, which is injected from the injection valve 6 in the air supply 4, as well as the injection quantity of liquid fuel, in particular diesel fuel, which is injected from the injection valve 7 directly into the combustion chamber 3.
  • the timing of the diesel injection is also calculated.
  • the essential injection is the one through which the ignition of the fuel in the combustion chamber 3 is started.
  • Pre-injection prior to this main injection or further injections after this main injection which are also used to influence the combustion history of the combustion, are not considered for further discussion.
  • a plurality of sensor data of the internal combustion engine are taken into account.
  • Typical sensor data are, for example, the speed of the internal combustion engine, the power to be output by the internal combustion engine (usually referred to as load) and a variety of other sensor data, such as air temperature, engine temperature, pressure in the air supply, special desired modes, for example, for heating the exhaust gas in the Abgasweg Entry 5 and other measurements.
  • signals from a knock sensor 9 are included in the calculation of the amount of gas, amount of liquid fuel and time of injection of the liquid fuel.
  • step 100 The control values calculated in step 100 are used in step 200 to control combustion in the combustion chamber 3. For each combustion process, new values are calculated, which are then used to control the combustion in step 200.
  • step 200 The combustion in step 200 is followed in step 300 by an evaluation step in which the signals of the knock sensor 9 are evaluated. In particular, it is determined whether a knocking combustion was present or not. This calculation is usually carried out in the engine control unit 8 or in a specially provided evaluation device for the evaluation of the signals of the knock sensor 9.
  • step 300 a query is made, o Knocking has occurred or not. If knocking has occurred in the last combustion, then step 300 is followed by step 301. If no knock has occurred in the last combustion, then step 300 is followed by step 303.
  • step 301 it is added in response to a single knock event the last combustion for the calculation of the next combustion process, the driving values changed.
  • step 301 the time of the injection is shifted back by a defined amount. For example, for each knock event, the time of injection of the liquid fuel is delayed by 3 ° crankshaft in the direction of later ignition of the fuel in the combustion chamber 3 to late.
  • Step 301 is followed by step 302, which terminates this process.
  • step 300 is followed by step 303.
  • step 303 it is checked how many times one after the other burns occurred without causing a knocking event. For this purpose, a number of knock-free burns is provided. If this number has not yet been reached, then step 303 is followed by step 302 terminating the process. If it is determined in step 303 that there are a sufficient number of knock-free burns above the predetermined number, then step 303 is followed by step 304. In step 304, an advance of the injection valve in the direction of an earlier combustion takes place.
  • FIG. 3 has now been described with the example of the adjustment of the angle for the adjustment of the liquid fuel.
  • the amount of be varied in injected liquid fuel in step 301, then, in response to a knock event, the injection amount would be reduced, for example, by 4% per detected knock event.
  • the injection quantity would be increased again, for example by 1%, if a sufficient number of knock-free burns has occurred.
  • both the timing of the injection and the amount of injection of the liquid fuel are defined as upper limits and lower limits, respectively.
  • the injection quantity there is a lower limit, from which reliable ignition of the fuel mixture in the combustion chamber is no longer possible. If one of these limits is reached, in particular the limits with regard to preventing knocking, it must be considered whether the operation of the internal combustion engine is not carried out with a high gas loading. In such a case, then, the amount of gas blown into the air supply 4 must be reduced to prevent the engine from knocking excessively.
  • Such a measure is of course associated with a reduction in the performance of the internal combustion engine.
  • Figure 3 shows the details of the calculation in step 100, which is related to the occurrence of knock or failure with knocking. Furthermore, of course, a calculation of the amount of gas, the amount of liquid fuel and the time of injection of the liquid fuel in dependence, for example, load and speed of the internal combustion engine and possibly other parameters.
  • a learning method is additionally provided in step 100, which in the event of frequent occurrence of knocking events Load and speed ranges or the total absence of knocking in certain operating ranges makes an adjustment of the control data used for the respective operating range. It is thus prevented that the knock control of Figure 3 must actively make an adjustment for each change in load and speed. By this measure, the knock control is improved in terms of the quality of the scheme.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

L'invention concerne un procédé et un dispositif de réglage du cliquetis d'un moteur à combustion interne qui fonctionne avec un carburant gazeux et un carburant liquide. Le carburant gazeux est introduit dans une chambre de combustion (3) du moteur à combustion interne et allumé directement dans la chambre de combustion (3) par l'injection du carburant liquide. Il est proposé, en fonction d'un signal de cliquetis, de modifier le moment de l'injection et/ou la quantité du carburant directement injecté dans la chambre de combustion et de réguler ainsi le fonctionnement du moteur à combustion interne au voisinage du seuil de cliquetis sans aucune génération excessive de cliquetis.
PCT/EP2012/074265 2011-12-20 2012-12-03 Procédé et dispositif de réglage du cliquetis d'un moteur à combustion interne WO2013092188A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102011089292.3 2011-12-20
DE102011089292A DE102011089292A1 (de) 2011-12-20 2011-12-20 Verfahren und Vorrichtung zur Klopfregelung einer Brennkraftmaschine

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Publication Number Publication Date
WO2013092188A1 true WO2013092188A1 (fr) 2013-06-27

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WO (1) WO2013092188A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US10018129B2 (en) 2014-10-28 2018-07-10 Ge Jenbacher Gmbh & Co Og Method of controlling a dual fuel engine

Families Citing this family (7)

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DE102013215924B4 (de) * 2013-08-12 2019-06-13 Mtu Onsite Energy Gmbh Verfahren zur Lastgleichstellung von Zylindern einer Brennkraftmaschine und Brennkraftmaschine
EP2907993B1 (fr) * 2014-02-13 2019-11-06 Caterpillar Motoren GmbH & Co. KG Procédé d'équilibrage de cylindres d'un moteur à combustion interne
AT516320B1 (de) 2014-10-06 2016-07-15 Ge Jenbacher Gmbh & Co Og Verfahren zum Betreiben einer Selbstzündungs-Brennkraftmaschine
US10294884B2 (en) 2014-12-09 2019-05-21 Ge Global Sourcing Llc System for controlling injection of fuel in engine
DE102015007368B3 (de) * 2015-06-10 2016-09-29 Mtu Friedrichshafen Gmbh Verfahren zur Ausführung mit dem Betrieb einer Brennkraftmaschine
DE102016224833B4 (de) 2016-12-13 2023-07-27 Rolls-Royce Solutions GmbH Verfahren zum Betreiben einer Brennkraftmaschine sowie Brennkraftmaschine
DE102022121793A1 (de) 2022-08-29 2024-02-29 Universität Rostock, Körperschaft des öffentlichen Rechts Verfahren zum Regeln eines Zweistoffmotors sowie Zweistoffmotor

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WO2001059280A1 (fr) * 2000-02-11 2001-08-16 Westport Research Inc. Procede et dispositif d'injection double de carburant dans un moteur a combustion interne
US20050005907A1 (en) * 2003-07-07 2005-01-13 Oskar Torno Method and device for knock control of an internal combustion engine
EP1559887A2 (fr) * 2004-01-27 2005-08-03 Woodward Governor Company Procédé et dispositif de commande d'une injection pilote pour minimiser les émissions de NOx et de HC
EP1923556A1 (fr) * 2006-11-14 2008-05-21 Delphi Technologies, Inc. Améliorations pour un système de commande d'un moteur à combustion interne
EP1956231A2 (fr) * 2007-02-08 2008-08-13 IAV GmbH Ingenieurgesellschaft Auto und Verkehr Procédé pour la régulation du cliquetis
GB2457925A (en) 2008-02-28 2009-09-02 Inspecs Ltd Multi-Fuelling an Engine
GB2479567A (en) * 2010-04-15 2011-10-19 T Baden Hardstaff Ltd Engine system having first and second fuel type modes

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WO2001059280A1 (fr) * 2000-02-11 2001-08-16 Westport Research Inc. Procede et dispositif d'injection double de carburant dans un moteur a combustion interne
US20050005907A1 (en) * 2003-07-07 2005-01-13 Oskar Torno Method and device for knock control of an internal combustion engine
EP1559887A2 (fr) * 2004-01-27 2005-08-03 Woodward Governor Company Procédé et dispositif de commande d'une injection pilote pour minimiser les émissions de NOx et de HC
EP1923556A1 (fr) * 2006-11-14 2008-05-21 Delphi Technologies, Inc. Améliorations pour un système de commande d'un moteur à combustion interne
EP1956231A2 (fr) * 2007-02-08 2008-08-13 IAV GmbH Ingenieurgesellschaft Auto und Verkehr Procédé pour la régulation du cliquetis
GB2457925A (en) 2008-02-28 2009-09-02 Inspecs Ltd Multi-Fuelling an Engine
GB2479567A (en) * 2010-04-15 2011-10-19 T Baden Hardstaff Ltd Engine system having first and second fuel type modes

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Publication number Priority date Publication date Assignee Title
US10018129B2 (en) 2014-10-28 2018-07-10 Ge Jenbacher Gmbh & Co Og Method of controlling a dual fuel engine

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