CN110953081A - Method and device for operating an internal combustion engine having an exhaust system with a particle filter - Google Patents

Method and device for operating an internal combustion engine having an exhaust system with a particle filter Download PDF

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Publication number
CN110953081A
CN110953081A CN201910917013.8A CN201910917013A CN110953081A CN 110953081 A CN110953081 A CN 110953081A CN 201910917013 A CN201910917013 A CN 201910917013A CN 110953081 A CN110953081 A CN 110953081A
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China
Prior art keywords
internal combustion
combustion engine
exhaust gas
maximum
particle filter
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CN201910917013.8A
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CN110953081B (en
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M.杜翁
O.克兰尼希
R.迈尔
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Robert Bosch GmbH
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Robert Bosch GmbH
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    • 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
    • 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
    • F01N9/00—Electrical control of exhaust gas treating apparatus
    • 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
    • F01N9/00—Electrical control of exhaust gas treating apparatus
    • F01N9/002—Electrical control of exhaust gas treating apparatus of filter regeneration, e.g. detection of clogging
    • 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
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/027—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus
    • F02D41/029—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus the exhaust gas treating apparatus being a particulate filter
    • 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
    • F02D41/1497—With detection of the mechanical response of the engine
    • 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
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • 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
    • F01N2430/00—Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics
    • 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
    • F01N2560/00—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics
    • F01N2560/08—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being a pressure sensor
    • 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
    • F01N2560/00—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics
    • F01N2560/14—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics having more than one sensor of one kind
    • 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
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/06—Parameters used for exhaust control or diagnosing
    • F01N2900/08—Parameters used for exhaust control or diagnosing said parameters being related to the engine
    • 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
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/06—Parameters used for exhaust control or diagnosing
    • F01N2900/14—Parameters used for exhaust control or diagnosing said parameters being related to the exhaust gas
    • F01N2900/1406—Exhaust gas pressure
    • 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
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/06—Parameters used for exhaust control or diagnosing
    • F01N2900/16—Parameters used for exhaust control or diagnosing said parameters being related to the exhaust apparatus, e.g. particulate filter or catalyst
    • F01N2900/1606—Particle filter loading or soot amount
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/08—Exhaust gas treatment apparatus parameters
    • F02D2200/0812—Particle filter loading
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/18—Control of the engine output torque
    • F02D2250/26—Control of the engine output torque by applying a torque limit
    • 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
    • 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

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Processes For Solid Components From Exhaust (AREA)

Abstract

The invention relates to a method for operating an internal combustion engine having an exhaust system with a particle filter, wherein critical material oscillations of the particle filter are prevented, wherein in particular at least one limiting value curve (210) of a motor torque, which is dependent on the operating state of the internal combustion engine, is determined on the basis of at least one predeterminable maximum permissible pressure difference in the particle filter, and the internal combustion engine is operated with a maximum motor torque limited within the limiting value curve.

Description

Method and device for operating an internal combustion engine having an exhaust system with a particle filter
Technical Field
The invention relates to a method for operating an internal combustion engine, in particular of a motor vehicle, having an exhaust system with a particle filter, according to the preamble of claim 1. A computer program, a machine-readable data carrier for storing the computer program, and an electronic control unit which can be used to carry out the method according to the invention are also subject matter of the invention.
Background
Due to increasingly stringent emission regulations in the field of exhaust gas emissions, the installation of particle filters is being considered both for self-igniting internal combustion engines (diesel motors) and for externally ignited internal combustion engines (gasoline motors) with direct fuel injection. Such a particle filter collects and stores the particles produced, in particular soot particles, during combustion in a manner known per se.
In the case of diesel motors, as soon as a certain amount of soot particles is present in the particle filter, a specific machine parameter, for example the ignition time, is set by the control unit of the internal combustion engine in such a way that the exhaust gas is heated to a temperature of approximately 600 ℃. Once this temperature is reached, the air/fuel ratio is changed by the controller to a lambda value greater than 1, resulting in an oxygen surplus in the exhaust gases. This oxygen surplus, in combination with the high exhaust gas temperature, causes oxidation of the soot particles, by which the soot particles are converted into carbon dioxide. This oxidation process is referred to as "regeneration". After the soot particles have been completely removed from the particle filter, the lambda value and the exhaust gas heating are again reset to normal operating conditions.
For gasoline motors, a distinction is made between active and passive regeneration, since higher exhaust gas temperature levels are already present. The so-called "active regeneration" described in the preceding paragraph is only carried out if the regeneration cannot be carried out by means of a passive process with pure oxygen enrichment.
Due to the exhaust gas mass flow which is present during operation of the internal combustion engine, a pressure drop occurs at the particle filter. Since the loading state of the particulate filter also changes during operation, the level of the pressure drop changes accordingly. In addition, in particular also during operation of the internal combustion engine, the particle filter is regenerated and the loading state of the filter is thereby significantly changed or reduced. Furthermore, if a maximum loading state of the particulate filter is reached and cannot be reduced by passive regeneration, an active regeneration of the particulate filter is carried out.
Disclosure of Invention
The invention is based on the idea that: a protective function is provided for preventing damage to the internal combustion engine or components in its exhaust system due to excessive exhaust gas back pressure or pressure pulsations. In particular, in the case of the particle filter of the internal combustion engine referred to here, such a protective function is intended to prevent high pressure differences occurring within the particle filter. By means of the protective function, the particle filter should be effectively protected against mechanical damage.
A protective function should additionally or simultaneously prevent too high an exhaust gas back pressure from causing an unintentional pressing of the exhaust valve of the internal combustion engine.
The proposed method is used for operating an internal combustion engine having an exhaust system with a particle filter, in which critical material oscillations of the particle filter are prevented, and in particular provides for at least one limiting value curve of the motor torque, which is dependent on the operating state of the internal combustion engine, to be determined on the basis of at least one predeterminable maximum permissible differential pressure in the particle filter, and for the internal combustion engine to be operated with a maximum motor torque limited within the limiting value curve.
In this case, it should be noted that such a torque limitation can preferably be achieved by a correspondingly suitable limitation or limitation of the charge of the cylinder of the internal combustion engine (the so-called "cylinder charge").
It should furthermore be mentioned that the particle filter referred to here is only protected by a temperature protection function according to the prior art. In this case, no consideration is given to possible mechanical damage caused by too large a pressure difference and pressure pulsations in the exhaust system of the internal combustion engine.
In the proposed method, furthermore, the corresponding method steps can advantageously be carried out by means of an internal motor already present in the internal combustion engine referred to here.
Furthermore, along the particle filter, it is possible to react to manufacturing tolerances of the filter and different loading conditions by taking into account the pressure difference information provided according to the proposed method. After regeneration of the particle filter, the pressure limitation performed according to the proposed method can easily be cancelled again.
In this case, it should be noted that the differential pressure information, or the pressure values on which it is based, can be measured or modeled, the differential pressure being assumed as a function of the exhaust gas mass flow or exhaust gas volume flow of the particle filter, the soot loading and the ash loading (as a function of the degree of aging).
In the proposed method, it can be provided that a maximum permissible exhaust gas mass flow or exhaust gas volume flow is calculated as described below with a predefined maximum permissible differential pressure and a limiting value profile of the motor torque is determined therefrom, which is dependent on the operating state of the internal combustion engine.
In this case, it should first be mentioned that, for the internal combustion engine referred to here, the continuously calculated exhaust gas mass flow in the control unit of the internal combustion engine is already available as a central variable and therefore only has to be referred to the proposed protective function. In order to be able to take into account the temperature profile of the particulate filter, which is required for the protective function, as a continuously variable in the exhaust gas mass flow, the exhaust gas mass flow needs to be converted or converted into a corresponding volume flow and vice versa.
This conversion is performed by the general gas equation p × V = m × R × T, from which the correlation m = (V × p)/(R × T) is derived by deformation.
For the program-dependent process of the protective function, when the permissible differential pressure is exceeded, the volume flow for which the following correlation according to equation 1 applies is calculated on the basis of the currently existing exhaust gas mass flow and preferably buffered:
Figure DEST_PATH_IMAGE001
(equation 1) of the reaction mixture,
wherein the parameter vfLimnEgpsavedCorresponding to a limited volume flow, msfabr, for calculating the charging limitfildCorresponding to the filtered mass flow flowing out of the corresponding combustion chamber of the internal combustion engine via the exhaust valve, pDIfGpf corresponds to the currently determined differential pressure across the particle filter, pDIfGpfCritCorresponding to the maximum permissible pressure difference, t, over the particle filterCritPDifCorresponding to an overpressure of pDIfGpf>pDifGpfCritAt the moment R is the gas constant, pExhCatCorresponding to the exhaust pressure before the particle filter, TExhCatIs the exhaust gas temperature before the particle filter, and the parameter msfabrLimnTCorCorresponding to the maximum permissible exhaust gas mass flow which has been corrected in accordance with the exhaust gas temperature before the particle filter.
Therefore, if the condition pDIfGpf is satisfied>pDifGpfCritThen there is a critical time t mentionedCritPDif。
Therefore, the mentioned correction can be carried out at a volume flow rate of vflimnEgpsavedIs carried out in real time on the basis of a temperature profile on the particle filter, which is then converted back into a corrected mass flow according to the following equation 2:
Figure 4559DEST_PATH_IMAGE002
(equation 2).
Furthermore, in the proposed method, it can be provided that, on the basis of the calculated maximum permissible exhaust gas mass flow, a maximum cylinder charge and/or a corresponding maximum motor torque corresponding to the maximum permissible exhaust gas mass flow are calculated from the instantaneous motor speed and from the existing combustion chamber volume of the internal combustion engine, according to the following relationship according to equation 3:
Figure DEST_PATH_IMAGE003
(equation 3) of the reaction mixture,
in this equation the parameter ratchrgRednPfilDifP denotes the pressure difference over the particle filter which is most dependent onLarge allowable inflation, msfabrLimnTCorRepresents the maximum permissible exhaust gas mass flow and more precisely it has been corrected as a function of the exhaust gas temperature before the particle filter, and umsrln represents a conversion factor for converting the charge air into a mass flow, where umsrln = motor speed x combustion chamber volume constant.
In addition, the proposed method can provide that the determined value of the differential pressure is compared with a predefined value of a maximum permissible differential pressure, and that the respective currently existing value of the exhaust gas mass flow or exhaust gas volume flow is stored when the maximum permissible differential pressure is reached during operation of the internal combustion engine. And using the stored value of the exhaust gas volume flow as a basis when calculating the maximum cylinder charge and/or the corresponding maximum motor torque.
In the proposed method, provision can also be made for the upper limit of the respective target value for the cylinder charge to be calculated by the minimum value of the calculated exhaust gas volume flow and the current value of the maximum permissible exhaust gas volume flow.
Furthermore, in the proposed method, provision can be made for the duration of the exhaust gas in the exhaust gas system to be taken into account when determining the maximum permissible differential pressure.
In addition, in the proposed method, it can be provided that, depending on the pressure characteristic or pressure profile measured or modeled in the exhaust system as a function of the operating point, the cylinder charge and/or the corresponding maximum motor torque can be additionally reduced in order to prevent a compression of the exhaust valves of the internal combustion engine (aufdreucken).
Finally, in the proposed method, it can be provided that the degree of loading of the particulate filter is learned for controlling the regeneration process of the particulate filter.
The invention can be used not only for internal combustion engines with external ignition (gasoline motors) but also for self-igniting internal combustion engines (diesel motors), since fuel is also added or injected directly into the combustion chamber in the case of diesel motors.
The computer program according to the invention is provided for: in particular, each step of the method is performed when it is executed on a computer or a controller. The method according to the invention can be implemented on an electronic control unit without requiring structural changes to the electronic control unit. For this purpose, a machine-readable data carrier is provided, on which the computer program according to the invention is stored. The electronic control unit according to the invention is obtained by loading the computer program according to the invention on an electronic control unit, which is provided for controlling the operation of an internal combustion engine having a particle filter according to the invention by means of the method according to the invention.
Further advantages and embodiments of the invention emerge from the description and the drawing.
It goes without saying that the features mentioned above and those yet to be explained below can be used not only in the respectively specified combination, but also in other combinations or alone without leaving the scope of the invention.
Drawings
Embodiments of the invention are illustrated in the drawings and are explained in detail in the following description:
fig. 1 shows a typical profile of the motor torque with respect to the motor speed for different exhaust gas mass flows;
fig. 2a-c show more precisely three processing sequences according to an exemplary embodiment of the method according to the present invention with the aid of a single flow chart.
Detailed Description
The following description of the embodiments is based on the recognition that: pressure changes, in particular pulse-like pressure oscillations, in the exhaust system of the internal combustion engine referred to here in the exhaust gas mass flow rate lead to material oscillations of the particulate filter referred to here in the interior of the filter. In addition to this, relatively large pressure differences in the filter also lead to such material vibrations. These vibrations may mechanically damage the particulate filter. Therefore, the maximum permissible pressure difference in the particle filter must not be exceeded.
It is also based on the recognition that: the pressure drop and thus the pressure difference over the particle filter also depend on the exhaust gas mass flow through the filter.This is illustrated in fig. 1, in fig. 1 with respect to units s for different exhaust gas mass flows-1]The motor speed n is shown in units Nm]Typical characteristic curves of the meter motor torque M.
The curve clusters 100, 105, 110, 115, 120 shown in fig. 1 represent the same curve profile of the exhaust gas mass flow or the corresponding curve profile of the differential pressure across the particle filter. The curve 115 corresponds to the limit value profile of the motor torque M calculated according to the method according to the invention and is used to prevent the mentioned material vibrations. As can be seen, the limit value profile of the motor torque M depends on the motor speed n and therefore the respectively permissible motor torque depends on the operating state of the internal combustion engine or can be changed accordingly as a function of the operating state of the internal combustion engine.
According to a first processing program, shown in fig. 2a, according to an embodiment of the method described here, a maximum permissible differential pressure pDifGpf, which can be specified below with respect to the particle filter according to the curve cluster, shown in fig. 1, according to curve 115, can be specified in fig. 2aCritIs calculated 200 maximum allowable exhaust mass flow msfabr (equation 1)LimnTCor. For the maximum allowable pressure difference pDIfGpfCritThe values of (a) can be reliably used to avoid the critical material vibrations of the particle filter, which can be obtained, for example, by analog calculation.
It should be noted that the maximum permissible exhaust mass flow msfabrLimnTCorThe value of (c) can also be known or derived from specification (Spezifoundation) for the new state of the respective internal combustion engine.
Based on equation 1, the maximum permissible exhaust gas mass flow msfabr is calculated 200 in this wayLimnTCorBased on the current motor speed and the predefined combustion chamber volume (or displacement of the internal combustion engine, Hubraum), a maximum permissible exhaust gas mass flow msfabr is calculated 205 from equation 3 aboveLimnTCorCorresponding maximum cylinder charge or corresponding maximum motor torque Mmax。
It should be noted here that the protective function described here calculates the torque limit M on the basis of the nominal cylinder chargemaxA specific motor torque is set according to the torque limit. However, the protective function can also be used directly in the calculation of the motor torque. By means of the maximum motor torque M calculated in this waymaxTo further calculate 210 a limit value for the setpoint value of the cylinder charge or, as in the present exemplary embodiment, a corresponding limit value M for the instantaneous setpoint value of the motor torquesoll(grenz). In addition, this calculation also calculates the currently existing driver setpoint torque M FW215 on a per unit time basis.
In particular, the motor torque M is adjusted according to the motor speedmaxLimited to a value Msoll(grenz)Thereby ensuring that the maximum permissible exhaust gas mass flow msfabr is not exceededLimnTCorAnd therefore also does not exceed the corresponding maximum permissible pressure difference pDifGpfCrit。
In addition to or in parallel to the method step 200 and 215 just described, the pressure difference Ap that (actually) exists is determined according to the second processing program shown in fig. 2b ermittelt220 with a maximum permissible differential pressure pDifGpf across the particle filter Crit225 can be compared 230 with empirically predetermined values. If the comparison 230 shows that the maximum permissible differential pressure pDifGpf is actually also reached during operation of the internal combustion engine Crit225 that can store 235 the allowed exhaust mass flow msfabrLimnTCorOr the corresponding currently existing value of the exhaust gas volume flow vflimnmegp and is used as a basis in the described step 200 of the first processing program shown in fig. 2 a. Otherwise a jump is made back to 240 to the start of the second handler.
Alternatively or additionally, according to the third processing routine shown in fig. 2c, the described motor is rotated by taking the minimum value 240 from the currently present value of the calculated exhaust gas volume flow 245 and the maximum permissible exhaust gas volume flow 250 (and more precisely in the case of a return calculation or conversion into an exhaust gas mass flow)The speed is converted into the corresponding cylinder charge, and the upper limit of the corresponding target value for the cylinder charge is calculated 255 using the above equations 2 and 3, wherein the variable vflimnEgp is calculated by finding the minimum value (Minimumbildung) according to equation 4 belowsaved（t=tCritPDif）：
Figure DEST_PATH_IMAGE005
(equation 4) of the reaction mixture,
in said equation the parameter vfLimnEgpsavedA defined volume flow for calculating the charge limit is indicated, the quantity vflimnEgpRef represents a reference volume flow from the cylinder chamber through the exhaust valve (in accordance with the specifications of a completely new particle filter), and the quantity vfEgp represents a volume flow calculated on the basis of the exhaust gas back pressure and the mass flow.
It should furthermore be noted that for installation positions which are not close to the motor, the duration of the exhaust gas in the exhaust system can additionally be taken into account when calculating the exhaust gas mass flow through the particle filter or when calculating the corresponding pressure difference. Thus, manufacturing-related tolerances of the particle filter can also be taken into account in the described calculation. The loading state of the particulate filter, which is increased as a result of the driving operation, can therefore also be taken into account, since the physical connection between the exhaust gas mass flow or exhaust gas volume flow and the pressure difference likewise changes as a result of the loading of particles or soot.
In the presence of a previously learned first threshold value for the exhaust gas mass flow or exhaust gas volume flow, it is possible for the particle filter to compare the current differential pressure with an empirically predeterminable limit value for the differential pressure. If this comparison shows that the current differential pressure falls below the permissible differential pressure in the particle filter within a second threshold value, which can also be empirically predefined, the existing charge or torque limitation can again be cancelled or released again. In this case, the limitation can be removed additionally (with a time delay) and/or filtered in order to prevent sudden torque jumps (momentenstruence) of the internal combustion engine that are detrimental to driving comfort.
Thus, as conditions for releasing the possible restrictions, two correlations according to the following equations 5 and 6 apply:
Figure 734748DEST_PATH_IMAGE006
(equation 5)
And
Figure DEST_PATH_IMAGE007
(equation 6)
The reference flgchrglnmegagprel in these equations indicates that the existing charging limit can be cancelled by a suitable exhaust gas backpressure, vfEgp indicates the volume flow calculated on the basis of the exhaust gas backpressure and the mass flow, vflimnmegpsavedIndicating a defined volume flow for calculating the charge limitation, the illustrated addend "tolerance" indicating that a predefined empirically defined volume flow vflimnEgp for the defined volume flow is possiblesavedPdifffil indicates the currently sought pressure difference over the particle filter, and pdifffilCritIndicating the maximum allowable pressure differential across the particulate filter.
In this case, the variable vflimnEgpRef (not shown here) can additionally be considered as a reference volume flow from the cylinder chamber through the exhaust valve (according to a completely new particle filter).
After the torque limitation has been released again, the corresponding stored volume flow vfLimnEgp is returnedsavedThe value vflimnEgpRef is increased again or correspondingly increased, and more precisely preferably by means of a changing dynamics which can be predetermined empirically.
The described method can be implemented in the form of a control program for controlling an electronic control unit of an internal combustion engine or in the form of one or more corresponding Electronic Control Units (ECUs).

Claims (10)

1. Method for operating an internal combustion engine having an exhaust system with a particle filter, characterized in that at least one limiting value curve (210) of the motor torque, which is dependent on the operating state of the internal combustion engine, is determined on the basis of at least one predeterminable maximum permissible differential pressure in the particle filter, and the internal combustion engine is operated with a maximum motor torque limited within the limiting value curve.
2. Method according to claim 1, characterized in that the volumetric flow is calculated (200) on the basis of the currently existing exhaust gas mass flow when a maximum permissible differential pressure in the particulate filter is exceeded.
3. Method according to claim 2, characterized in that on the basis of the calculated (200) maximum permissible exhaust gas mass flow, a maximum cylinder charge or a corresponding maximum motor torque (205) corresponding to the maximum permissible exhaust gas mass flow is calculated from the instantaneous motor speed and from the existing combustion chamber volume of the internal combustion engine.
4. A method according to claim 3, characterized in that the measured value of the pressure difference (220) is compared (230) with a predefined value of the maximum permissible pressure difference (225), the respective currently existing value (235) of the exhaust gas mass flow or exhaust gas volume flow is stored when the maximum permissible pressure difference (225) is reached in the operation of the internal combustion engine, and the stored value (235) of the exhaust gas mass flow or exhaust gas volume flow is used as a basis in the calculation of the maximum cylinder charge and/or the respective maximum motor torque.
5. A method according to claim 3 or 4, characterized in that the upper limit (255) of the respective nominal value for the cylinder charge is calculated by the calculated exhaust gas mass or volume flow (245) and the minimum value of the current value of the maximum permitted exhaust gas mass or volume flow (250).
6. A method according to any one of claims 2-5, characterised in that an additional reduction of the cylinder charge and/or the respective maximum motor torque is carried out as a function of a pressure characteristic in the exhaust train of the internal combustion engine which is dependent on the operating state of the internal combustion engine, for preventing a compression of the exhaust valves of the internal combustion engine.
7. Method according to any of the preceding claims, characterized in that the duration of the exhaust gases in the exhaust train is taken into account when calculating the maximum allowed pressure difference.
8. Computer program arranged for performing each step of the method according to any of claims 1 to 7.
9. A machine-readable data carrier on which a computer program according to claim 8 is stored.
10. An electronic control unit which is provided for operating an internal combustion engine having an exhaust system with a particle filter by means of a method according to one of claims 1 to 7.
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