WO2016016202A1 - Vcr-steuerung mit voneinander abweichender verdichtungseinstellung verschiedener zylinder - Google Patents
Vcr-steuerung mit voneinander abweichender verdichtungseinstellung verschiedener zylinder Download PDFInfo
- Publication number
- WO2016016202A1 WO2016016202A1 PCT/EP2015/067185 EP2015067185W WO2016016202A1 WO 2016016202 A1 WO2016016202 A1 WO 2016016202A1 EP 2015067185 W EP2015067185 W EP 2015067185W WO 2016016202 A1 WO2016016202 A1 WO 2016016202A1
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- WO
- WIPO (PCT)
- Prior art keywords
- compression ratio
- cylinder
- internal combustion
- combustion engine
- target
- Prior art date
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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
- F02B75/00—Other engines
- F02B75/04—Engines with variable distances between pistons at top dead-centre positions and cylinder heads
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D15/00—Varying compression ratio
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D17/00—Controlling engines by cutting out individual cylinders; Rendering engines inoperative or idling
- F02D17/02—Cutting-out
Definitions
- the present patent application claims the priority of German Patent Application 10 2014 010 971.2, the content of which is hereby incorporated by reference into the subject matter of the present patent application.
- the invention relates to a method for switching an adjustable variable compression ratio of an internal combustion engine with an adjusting device for adjusting the adjustable variable compression ratio in at least a first cylinder and a second cylinder having a compression ratio of the first cylinder and a second compression ratio of the second cylinder.
- Such an internal combustion engine is known from WO-A-2014/019684 and from WO-A-2014/019683.
- Such internal combustion engines each have an adjusting mechanism for adjusting an adjustable variable compression ratio for each cylinder.
- the adjusting mechanisms of the respective cylinders are adjusted in order, for example, to achieve a reduction in the consumption of the internal combustion engine.
- the object of the present invention is therefore to provide a method and an internal combustion engine in which the switching of a compression ratio of the cylinders takes place with greater flexibility. This object is achieved by a method having the features of claim 1 and a device having the features of claim 13.
- a method for switching an adjustable variable compression ratio of an internal combustion engine with an adjusting device for adjusting the adjustable variable compression ratio in at least a first cylinder and a second cylinder having a first compression ratio of the first cylinder and a second compression ratio of the second cylinder is proposed as a function of a requested load of the internal combustion engine, in particular as a function of at least one load request signal, a torque of the internal combustion engine to be delivered is determined.
- the method according to the invention provides for determining a first target compression ratio for the first cylinder and for the second cylinder a second target compression ratio as a function of the torque to be output, in particular taking into account a medium pressure to be generated by the respective cylinder and in particular the first cylinder first target compression ratio is different from the second target compression ratio.
- the first compression ratio and the second compression ratio are respectively adjusted to the first target compression ratio and the second target compression ratio.
- the first and the second compression ratio are each a current compression ratio of the first or second cylinder, which are both detected, for example via a control unit.
- the requested load can be derived from the position of the accelerator pedal, which is connected to a control unit of the internal combustion engine.
- the requested load may be constant in the proposed method over a time interval within which the proposed method is performed.
- the requested load may also be variable over the time interval, for. B. increase within the time interval and / or decrease.
- the requested load may also be predetermined by a target operating state of the internal combustion engine.
- a target operating state is defined at least by a rotational speed and the torque of the internal combustion engine to be output.
- the target operating state may be further affected by parameters such.
- As the coolant temperature, the oil temperature and / or an amount of a pollutant characteristic are defined. So z. B.
- the internal combustion engine have a target operating state, in which a component protection measure is initiated, wherein a cooling water temperature-dependent withdrawal of the engine torque takes place.
- the requested load can be predetermined by a protective function in a control unit of the internal combustion engine, wherein the protective function preferably limits the rotational speed, the speed, the torque, the power, the soot formation and / or the exhaust gas temperature.
- a mean pressure of the first cylinder to be generated can be determined as a function of the torque to be output.
- the mean pressure represents the work related to a stroke volume of a respective cylinder per working cycle.
- an internal mean pressure or an effective mean pressure of the first cylinder can be determined.
- a first target compression ratio for the first cylinder is determined in dependence on the torque of the internal combustion engine to be delivered, and preferably on the mean pressure of the first cylinder to be generated.
- a second target compression ratio is determined in dependence on the first target compression ratio of the first cylinder and depending on the torque to be output of the internal combustion engine for the second cylinder.
- the first target compression ratio is different from the second target compression ratio.
- the first target compression ratio may be equal to the first compression ratio. In this case, the first compression ratio is not adjusted.
- the first and second compression ratios can be adjusted differently, ie. one can be increased and the other reduced, or one of the two can be adjusted by an amount higher in value relative to the time interval than the other.
- first target compression ratio is different from the first compression ratio, wherein the second target compression ratio is equal to the second target compression ratio.
- first compression ratio is different from the first compression ratio and the second compression ratio is different from the second compression ratio.
- the method according to the invention provides for operating the first and second cylinders each with a different target compression ratio. At the beginning of the process, the first compression ratio may be equal to the second compression ratio.
- the first and / or second target compression ratio is close to a compression ratio, taking into account a target operating condition of the internal combustion engine and preferably a medium pressure to be generated in the first and second cylinders, respectively, a nearly optimal specific consumption, based on the first or second second cylinder is achieved. Furthermore it is it is possible for the first and / or second target compression ratio to be close to a compression ratio at which, for a given target operating state of the internal combustion engine and preferably for the first or second cylinder field to be generated, a minimum ⁇ rate, based on the first and second cylinders, respectively.
- the inventive method can provide particularly advantageous to operate the first cylinder at a first compression ratio, which ⁇ be ⁇ I optimized a first Kenng size, and the second cylinder at a second compression ratio to operate, which bezüg Lich a second of the first different characteristic size is optimized.
- the first and / or second Kenng ize to a specific consumption, noise, a Schadstoffkenng ize such as a NO x - rate, a rate Rußönöns ⁇ , ngsrate a Schmu HC and / or CO ungsrate image based on the first or second cylinder.
- an optimization with respect to the first and / or second characteristic variable can also take place during the implementation of the proposed method.
- the first target compression ratio can ichtungstate be a Verd, wherein a NO x - Image ung is optimized and the second target compression ratio, a Dilute be ichtungsver ⁇ ratio, wherein the specific fuel consumption is optimized, wherein the first target compression ratio lower than the second Zielverdichtungsver ⁇ ratio is.
- two, four, four, five, six or seven cylinders may each have a target compression ratio corresponding to the first or second target compression ratio.
- the first and / or second target compression ratio is determined as a function of a first characteristic map and as a function of a target operating state of the internal combustion engine.
- the first map is preferably described by means of three mutually orthogonally aligned axes, along the three axes, for example, the speed of the internal combustion engine, the torque of the internal combustion engine to be dispensed, more preferably a medium pressure of the first and second cylinder to be generated, the first or second compression ratio of the first and / or second characteristic are plotted.
- the dependence on the first characteristic map can be carried out, for example, such that a first or second compression ratio is selected, which at given fixed parameters of the Ziele Anlagensschreibs, such as the speed and the torque of the internal combustion engine to be delivered, the first and second Characteristic minimized.
- a first or second compression ratio is selected, which at given fixed parameters of the Ziele Anlagensschreibs, such as the speed and the torque of the internal combustion engine to be delivered, the first and second Characteristic minimized.
- several characteristic maps of the type of the first characteristic map are used to determine the first and / or second target compression ratio.
- the characteristic diagrams differ in that in each case a different parameter is plotted against the rotational speed of the internal combustion engine, the first or second compression ratio.
- a further embodiment of the method provides that the current operating state of the internal combustion engine is detected and a first gradient for the adjustment of the first compression ratio is determined depending on the current operating state, the medium pressure to be generated of the first cylinder, the target operating state and the first map. Furthermore, the chronology with which the first summarizing ratio to the first target compression ratio. It can be provided that the course is optimized with respect to a reduction of the first characteristic.
- the adjustable compression ratio can according to the invention fully variable, ie continuously or stepwise ver and adjustable.
- An optimization may for example provide that the first parameters, such.
- the pollutant emissions, the noise emission and / or the consumption over the time interval which requires the internal combustion engine to be adjusted from an initial operating state, in which the proposed method begins to be adjusted to the target operating state, and the amount of the integral thus obtained is minimized in the optimization.
- the first parameter is preferably read out of the characteristic map as a function of a predicted course in the first characteristic field. Integration may be at intervals of, for example, one degree crank angle of a crankshaft of the internal combustion engine or at intervals of time steps.
- the first compression ratio and the second compression ratio may have a different course when adjusting the respective compression ratios.
- a profile of the first or second compression ratio may be determined such that the internal combustion engine cylinder-wise not in a speed range of a local maximum of one of the above characteristics, such. B. the pollutant emissions, is operated.
- the speed range may extend, for example, from lower limit speed below a maximum speed at which the local maximum of the first or second characteristic occurs, to an upper limit speed above the maximum speed, wherein a difference between the maximum speed and the lower or Upper limit speed 10-30 U / min, 31-60 U / min, 61-100 U / min, 101-200 U / min or 200-300 U / min can be.
- a further embodiment of the proposed method provides that a shutdown of at least one cylinder, the first cylinder and / or the second cylinder is performed.
- a cylinder deactivation can be carried out after the first compression ratio and the second compression ratio have been respectively adjusted to the first target compression ratio and the second target compression ratio.
- the proposed method can be carried out as a kind of precursor of a cylinder deactivation.
- two cylinders may have a first target compression ratio and a further target compression ratio, where these two target compression ratios are equal to the current compression ratios, while two other cylinders of the internal combustion engine have a target compression ratio that is lower than the respective current compression ratios.
- the respective target compression ratio before cylinder deactivation may be higher than the current compression ratio.
- the invention also covers the case where the "firing" cylinders operate at at least two different compression ratios, quite fundamentally independent of whether other cylinders are switched off or not.
- Reason can be z.
- a switching threshold for switching from the first or second compression ratio to the first or second target compression ratio is adapted.
- the method is provided such that the first or second compression ratio is adjusted towards the first or second target compression ratio only when a switching threshold is reached.
- the switching threshold is preferably a predetermined absolute difference value between the first or second compression ratio and in each case the first target compression ratio or the second target compression ratio.
- An embodiment of the method with a Umschaltschwel- le can advantageously prevent that with small changes in the requested load, eg. B. by a brief tap of the accelerator pedal and / or a subsequent brief release of the accelerator pedal already a switching of the first or second compression ratio is initiated.
- a switching threshold is predetermined by a switching in the direction of a higher target compression ratio and a further switching threshold in the direction of a lower target compression ratio, wherein a switching hysteresis is realized.
- the switching threshold is adapted to the number of deactivated cylinders. It can be z. B. in a shutdown of a total of two cylinders, the amount of the switching threshold can be reduced. It can be achieved in particular that the switching of the respective compression ratios Similarly, with four firing cylinders, it is similarly sensitively initiated upon a change in the requested load, as in an operation of the internal combustion engine with only two firing cylinders. Furthermore, adjusting the switching threshold may be particularly advantageous in an operation of the internal combustion engine with only two or three discrete compression ratios of the respective cylinders. After a cylinder deactivation, the consumption optimum of the still firing cylinders is typically at a different compression ratio than before the cylinder deactivation.
- an optimum target compression ratio of a still firing cylinder after a cylinder deactivation can be achieved if a switching threshold for switching over the first or second compression ratio, if the first and second cylinders are firing cylinders after the shutdown, is lowered. Furthermore, it is advantageous to reduce the switching thresholds in the event of a cylinder deactivation in order to bring about as rapid a setting as possible of the first or second compression ratio towards the first or second target compression ratio in order to provide the torque to be output as constant as possible over time.
- a special embodiment of the method provides that an adjustment of the first and / or second compression ratio after the cylinder deactivation is performed.
- a deactivated cylinder may have a lower target compression ratio than a still firing cylinder.
- the wall heat losses of the internal combustion engine can be reduced.
- the deactivated cylinder after a cylinder deactivation has a higher target compression ratio than a still firing cylinder and is operated after the adjustment with a higher compression ratio than the still firing cylinder. This can, for example, reduce vibrations of the gas column, which moves back and forth within the deactivated cylinder.
- a development of the method provides that, after the adjustment of the respective compression ratios, a first deactivated cylinder is operated at a lower compression ratio than a still firing cylinder and a second second deactivated cylinder is operated at a higher compression ratio than a still firing cylinder. Furthermore, the still firing cylinders can each be operated with a different compression ratio.
- an internal combustion engine with a continuously or discretely adjustable compression ratio an adjusting device for adjusting the adjustable compression ratio in a first cylinder and a second cylinder with a first compression ratio and a second compression ratio proposed.
- the internal combustion engine has a control unit which adjusts the first and the second compression ratio as a function of the load request signal. Depending on the load request signal is provided that the first compression ratio is adjusted to a first target compression ratio and the second compression ratio to a second target compression ratio.
- the adjusting device has a first adjusting mechanism for at least the first cylinder and a second adjusting mechanism for at least the second cylinder, wherein the first and the second adjusting mechanism are independently adjustable.
- the adjustment mechanisms can actively adjust the engine component or components that are responsible for the respective compression ratio, or passive, d .h. by utilizing forces such as the gas and mass forces that affect the operation of the internal combustion engine to the respective engine component.
- a further embodiment of the internal combustion engine provides that the internal combustion engine has a cylinder deactivation.
- the compression ratio of a reciprocating internal combustion engine is the same for all cylinders or for all cylinders.
- Linder can be adjusted cylinder bank or set for the individual cylinder of the reciprocating internal combustion engine, in all the aforementioned cases, either active or passive.
- the geometry of an engine component such as the connecting rod length, the crankshaft radius, the bearing of the crankshaft and / or the storage of the compression piston on the connecting rod and thus the effective connecting rod length is preferably changed. This is preferably done hydraulically, ie. using a medium.
- the motor oil is especially suitable as a medium.
- the active adjustment means that an adjustment of the relevant engine component is achieved by the action of external adjusting forces on the adjusting mechanism.
- the passive adjustment means that acting on the engine component during operation of the internal combustion engine forces such as the gas pressure forces and the inertial forces are utilized to effect an adjustment of the engine component.
- forces such as the gas pressure forces and the inertial forces
- 1 is a sectional view of an internal combustion engine with an adjustable compression ratio along a first cylinder
- Fig. 2 is a sectional view of an internal combustion engine with an adjustable compression ratio along a second cylinder 1 shows a sectional view of an internal combustion engine 1 through a first cylinder 5 of the internal combustion engine 1, which operates with adjustable compression ratio.
- the internal combustion engine 1 has a first adjusting mechanism 2 for adjusting the first compression ratio of the first cylinder 5, a crankshaft 3 and a control unit 4
- the internal combustion engine 1 also has a rotational speed sensor 6 for detecting the rotational speed of the crankshaft 3.
- the speed sensor 6 is preferably connected to the control unit 4.
- the temperature sensor 7 and the speed sensor 6 are preferably electronically coupled to the control unit 4.
- a first magnet 9 is arranged on a first compression piston 8 of the internal combustion engine 1, preferably glued.
- the internal combustion engine 1 has a first sensor 10, preferably a Hall sensor.
- the first sensor 10 is z. B. arranged on a crankcase of the internal combustion engine 1.
- the position of the first magnet 9 can be detected and thus closed to the first compression ratio of the first cylinder 5 of the internal combustion engine 1.
- the position of the first magnet 9 is detected upon reaching the bottom dead center of the first compression piston 8, wherein the bottom dead center of the first compression piston 8 is detected, for example, with a crankshaft sensor.
- the first compression ratio is at a maximum possible compression ratio E max at a position which has the greatest possible distance to the first sensor 10 at the bottom dead center.
- E min the minimum possible compression ratio of the Internal combustion engine 1
- the first magnet 9 may be located when passing through the bottom dead center of the first compression piston 8 at a position having the smallest possible distance of the first magnet 9 to the first sensor 10.
- any desired first compression ratio of the internal combustion engine 1 is adjustable.
- a function is stored in the control unit 4, which sets the position of the first magnet 9 on reaching the bottom dead center of the first compression piston 8 with respect to each adjustable compression ratio of the internal combustion engine 1.
- the adjustment of the first compression ratio of the first cylinder 5 via the adjusting mechanism 2 preferably takes place via drainage of a fluid either from a first working space 11 or from a second working space 12 of the first adjusting mechanism 2 via a first fluid channel 13 or via a second fluid channel 14
- the adjusting mechanism 2 can cause the rotation of an eccentric 16 in the direction of the arrow A, thereby increasing the first compression ratio of the first adjusting mechanism 2 under the action of inertial forces or gas forces.
- the first compression ratio is reduced.
- a possible variant of the adjustment of the compression ratio is described in detail in DE-A-10 2005 055 199, wherein the first working space 11 the working space 29.2 and the second working space 12 the working space 29.1 of FIG. 1 corresponds to this document.
- FIG. 2 shows a sectional view of an internal combustion engine 1 through a second cylinder 25 of the internal combustion engine 1, which operates with an adjustable compression ratio.
- the internal combustion engine 1 has a second adjusting mechanism 22 for adjusting the second compression ratio of the second cylinder 25.
- a second magnet 29 is arranged on a second compression piston 28 of the internal combustion engine 1, preferably glued.
- the internal combustion engine 1 has a second sensor 30, preferably a Hall sensor.
- the second sensor 30 is z. B. arranged on a crankcase of the internal combustion engine 1.
- the position of the second magnet 29 can be detected and thus closed to the second compression ratio of the second cylinder 25 of the internal combustion engine 1.
- the position of the second magnet 29 is detected by reaching the bottom dead center of the second compression piston 28 by means of the second sensor 30, wherein the bottom dead center of the second compression piston 28 is detected, for example with a crankshaft sensor.
- the second compression ratio is at the maximum possible compression ratio E max at a position which has the greatest possible distance to the second sensor 30 at the bottom dead center.
- E min of the internal combustion engine 1 the second magnet 29, when passing through the bottom dead center of the second compression piston 28 may be located at a position which has the smallest possible distance of the second magnet 29 to the second sensor 30.
- any desired second compression ratio of the internal combustion engine 1 can be set.
- a function is stored, which the position of the second magnet 29 upon reaching the bottom dead center of the second compression piston 28 with respect set to any adjustable compression ratio of the internal combustion engine 1.
- the adjustment of the first compression ratio of the second cylinder 25 via the second adjusting mechanism 22 is preferably carried out by draining a fluid either from a first working chamber 11 or from a second working chamber 12 of the second adjusting mechanism 22 via a first fluid channel 33 and via a second fluid channel 34 of the second Upon actuation of a switching element 35, the adjustment mechanism 22, the rotation can be effected so that an eccentric 36 effect in the direction of arrow A, thereby increasing the second compression ratio. With an opposite rotation of the eccentric device 36, the first compression ratio is reduced.
- a possible variant of the adjustment of the compression ratio is described in detail in DE-A-10 2005 055 199, the first working space 31 being the working space 29.2 and the second working space 32 being the working space 29.1 of FIG.
- the first adjusting mechanism 2 and the second adjusting mechanism 22 form an adjusting device for adjusting the first and second adjustable variable compression ratio in at least the first cylinder and the second cylinder, respectively.
- the inventive method provides that, depending on the requested load of the internal combustion engine 1, preferably in response to at least one load request signal, a torque to be output of the internal combustion engine 1 is determined.
- a first target compression ratio for the first cylinder 5 and for the second cylinder 25 a second target compression ratio is determined, wherein the first target compression ratio is different from the second target compression ratio and the first compression ratio and the second compression ratio each for attaining the first Target compression ratio and the second Zielverdichtungstonss is adjusted.
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- Engineering & Computer Science (AREA)
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- Combustion & Propulsion (AREA)
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- General Engineering & Computer Science (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
Abstract
Description
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Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
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DE112015003504.4T DE112015003504A5 (de) | 2014-07-29 | 2015-07-27 | VCR-Steuerung mit voneinander abweichender Verdichtungseinstellung verschiedener Zylinder |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
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DE102014010971 | 2014-07-29 | ||
DE102014010971.2 | 2014-07-29 |
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WO2016016202A1 true WO2016016202A1 (de) | 2016-02-04 |
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PCT/EP2015/067185 WO2016016202A1 (de) | 2014-07-29 | 2015-07-27 | Vcr-steuerung mit voneinander abweichender verdichtungseinstellung verschiedener zylinder |
Country Status (2)
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DE (1) | DE112015003504A5 (de) |
WO (1) | WO2016016202A1 (de) |
Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102011102754A1 (de) * | 2011-05-28 | 2012-11-29 | Daimler Ag | Verbrennungskraftmaschine, insbesondere für einen Kraftwagen |
US20130133626A1 (en) * | 2011-11-30 | 2013-05-30 | Hyundai Motor Company | Crankshaftless internal combustion engine |
DE102012020999A1 (de) * | 2012-07-30 | 2014-01-30 | Fev Gmbh | Hydraulischer Freilauf für variable Triebwerksteile |
DE102012221743A1 (de) * | 2012-11-28 | 2014-05-28 | Robert Bosch Gmbh | Verfahren zum Steuern eines Verbrennungsmotors |
-
2015
- 2015-07-27 DE DE112015003504.4T patent/DE112015003504A5/de not_active Withdrawn
- 2015-07-27 WO PCT/EP2015/067185 patent/WO2016016202A1/de active Application Filing
Patent Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102011102754A1 (de) * | 2011-05-28 | 2012-11-29 | Daimler Ag | Verbrennungskraftmaschine, insbesondere für einen Kraftwagen |
US20130133626A1 (en) * | 2011-11-30 | 2013-05-30 | Hyundai Motor Company | Crankshaftless internal combustion engine |
DE102012020999A1 (de) * | 2012-07-30 | 2014-01-30 | Fev Gmbh | Hydraulischer Freilauf für variable Triebwerksteile |
DE102012221743A1 (de) * | 2012-11-28 | 2014-05-28 | Robert Bosch Gmbh | Verfahren zum Steuern eines Verbrennungsmotors |
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