EP1079091B1 - Système de régulation pour moteur Diesel - Google Patents

Système de régulation pour moteur Diesel Download PDF

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Publication number
EP1079091B1
EP1079091B1 EP00113354A EP00113354A EP1079091B1 EP 1079091 B1 EP1079091 B1 EP 1079091B1 EP 00113354 A EP00113354 A EP 00113354A EP 00113354 A EP00113354 A EP 00113354A EP 1079091 B1 EP1079091 B1 EP 1079091B1
Authority
EP
European Patent Office
Prior art keywords
diesel engine
engine
load
fuel mixture
air
Prior art date
Legal status (The legal status 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 status listed.)
Expired - Lifetime
Application number
EP00113354A
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German (de)
English (en)
Other versions
EP1079091A2 (fr
EP1079091A3 (fr
Inventor
Holger Adler
Frank Dr. Duvinage
Michael Lenz
Thomas Liebscher
Ulrich Merten
Norbert Ruzicka
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Daimler AG
Original Assignee
DaimlerChrysler AG
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Filing date
Publication date
Application filed by DaimlerChrysler AG filed Critical DaimlerChrysler AG
Publication of EP1079091A2 publication Critical patent/EP1079091A2/fr
Publication of EP1079091A3 publication Critical patent/EP1079091A3/fr
Application granted granted Critical
Publication of EP1079091B1 publication Critical patent/EP1079091B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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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
    • F02D21/00—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas
    • F02D21/06—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air
    • F02D21/08—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air the other gas being the exhaust gas of engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
    • F02B29/04—Cooling of air intake supply
    • F02B29/0406—Layout of the intake air cooling or coolant circuit
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
    • F02M26/05—High pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust system upstream of the turbine and reintroduced into the intake system downstream of the compressor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/17—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories in relation to the intake system
    • F02M26/21—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories in relation to the intake system with EGR valves located at or near the connection to the intake system
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
    • F02M26/23—Layout, e.g. schematics

Definitions

  • the invention relates to a motor control system for a Diesel engine having the features of the preamble of the claim 1.
  • an engine control system of the type mentioned which allows a lean operation and a rich operation of the diesel engine.
  • “Lean operation” is here understood to mean an overstoichiometric engine operation, in which there is an excess of oxygen, ie ⁇ > 1, in combustion.
  • rich operation means a substoichiometric engine operation in which an excess of fuel occurs in the combustion and thus in the exhaust gas
  • the engine control operates both for the lean operation and for the rich operation with maps, with separate maps are stored for the lean operation and for the rich operation.
  • a load control i. the adaptation of the diesel engine actually delivered engine power (actual value) to one of an engine control or specified by the driver or Desired engine power (setpoint), as follows:
  • the motor control determines by comparing the setpoint and actual values of engine load is the standard requirement and varies in Depending on the fuel injection amount by this more or less increased or decreased. in this respect is it in a conventional diesel engine to a so-called fuel-guided load control, in which the Load adjustment and the load control of the diesel engine through a load-determined attitude and change of the Diesel engine for combustion amount of fuel supplied he follows.
  • This fuel-guided load control has the consequence that the Realization of a grease operation in a diesel engine not can only be achieved by the Burning more fuel than required is supplied because the above-described fuel-guided load control then always have a full load operation of the diesel engine result would.
  • a method for operating a diesel engine wherein in a suction line of the diesel engine, a throttle valve and an air mass meter are arranged.
  • a NO x adsorber is arranged, which can be regenerated by switching the diesel engine in a rich operation. This regeneration operation can be initiated and supported, inter alia, by intake air throttling. A load control during the fat operation is not explained in detail.
  • EP 0 829 623 A1 shows a NO x exhaust gas purification process, in which the setting of a rich exhaust gas mixture is made possible by a strong throttling of the air supply to the diesel engine.
  • the regeneration of the NO x storage is carried out in overrun, idle or in the lower part load range of the diesel engine. For this purpose, before the regeneration in addition to a memory loading query and a query of the engine load and the speed.
  • the engine load thus forms a decision criterion, depending on the lean operation in the rich operation of the diesel engine is switched. Whether and how a load control during the fat operation takes place remains open.
  • the present invention deals with the problem an engine control system of the type mentioned so to design that it is also in the rich operation of the diesel engine allows a load control.
  • the invention is based on the general idea for which Grease operation of the diesel engine an air-driven load control provided.
  • the invention uses the knowledge that in lean-burn diesel engine in the partial load range always more air is available than to provide the air desired engine load is required, with the result that a change in the amount of fuel on the engine load affects while changing the amount of air supplied remains essentially without influence on the engine load.
  • the Applicant has recognized that this law in grease operation reversed and in a reciprocal manner, i. in fat operation the diesel engine is at least in the partial load range always more fuel available than to achieve the desired engine load is required, with the result that only a change of the diesel engine Combustion of air supplied affects engine load, while a change in the amount of fuel supplied in essential without affecting the engine load remains.
  • Load control allows the diesel engine even in rich operation be operated instationär, whereby a change between Lean operation and fat operation greatly simplified and that Performance of the diesel engine can be significantly improved can.
  • the diesel engine also with a Throttle and equipped with an air flow meter be used to form the control loop.
  • the engine control system has the diesel engine Fuel injection means, e.g. a Fuel injection system, in particular with “common-rail technology", with the help of which the diesel engine supplied Fuel quantity can be adjusted and varied.
  • the diesel engine may be equipped with air quantity adjusting means, such as e.g. Throttle, air flow meter, exhaust gas recirculation valve, Turbocharger, equipped with the help of which the Diesel engine supplied amount of air adjusted and varied can be.
  • the engine control system operates in lean operation both the fuel injection means and the Air quantity adjusting means according to the criteria of lean operation, i.e. essentially depending on fuel-guided load control.
  • both the Fuel injection as well as the Air quantity adjusting means according to the criteria of the fat operation i.e. essentially depending on air-guided load control.
  • the engine control system actuates the diesel engine at least briefly in a switching mode, in which for the current Load state of the diesel engine, the fuel injection means according to the criteria of lean operation and the Air quantity adjusting means according to the criteria of the fat operation be operated.
  • the fuel injection means according to the criteria of lean operation and the Air quantity adjusting means according to the criteria of the fat operation be operated.
  • Fig. 1 shows a schematic diagram of a principle Diesel engine, with the engine control system according to the invention equipped and operated.
  • an exhaust gas turbocharger 1 sucks on its Compressor inlet side fresh air according to the arrow a on.
  • an exhaust gas turbocharger 1 can also another Charging device, z.
  • a mechanical loader or a so-called booster " the sucked Fresh air flows through at a correspondingly increased pressure Heat exchanger 2, which serves as intercooler, and reached a throttle point 3 in a suction line 4 a Diesel engine 10.
  • throttle 3 is a throttle 5 arranged, via an actuator 6 of a power-operated actuator 7 is actuated.
  • Throttle 3 After Throttle 3 first passes through the fresh air Suction pipe 16 and then reaches an air-collecting chamber 8, from where from them via separate inlet channels 9 the combustion areas of the Diesel engine 10 is supplied.
  • each individual throttle valves 11 are arranged, the according to the embodiment via a common Actuator 12 of a power-assisted actuator 13th are operable.
  • Downstream of the diesel engine 10 are those during combustion formed exhaust gases in an exhaust gas collection chamber 14 with a Exhaust gas recirculation line 15 in the intake manifold 16, d. H. here after the throttle 3 and in front of the air collection chamber 8 in the Air intake 4 opens.
  • the exhaust gas recirculation line 15 also upstream of the Throttle 3 to the intake of the diesel engine 10th be connected.
  • an exhaust gas recirculation valve 17 In the mouth region of the exhaust gas recirculation line 15 is in Intake manifold 16, an exhaust gas recirculation valve 17 is arranged, the via an actuator 18 of a power-operated Actuator 19 can be actuated.
  • an actuator 18 of a power-operated Actuator 19 can be actuated.
  • the exhaust gas recirculation line 15 with a heat exchanger 20 in the heat exchange, so that optionally achieved cooling of the recirculated exhaust gas can be.
  • the turbine inlet section and / or the turbine flowing exhaust gas flow is with the help of a Actuator 21 changeable, that of a power-operated Actuator 22 is actuated.
  • a Actuator 21 changeable that of a power-operated Actuator 22 is actuated.
  • the exhaust gas according to the Arrow b an exhaust purification device 28 fed, the in Fig. 1 by a dashed lines shown Frame is marked and described in more detail below becomes.
  • the diesel engine 10 is powered by a motor control or Motor control 23 controlled or regulated, what this over Lines with the corresponding units of the diesel engine 10 is connected.
  • a line 24th shown, which the engine control with a Injection 25 of the diesel engine 10 connects.
  • Further Lines 34, 35, 36 and 37 connect the controller 23 with the Actuators 22, 13, 19 and 7.
  • the exhaust gas purification device 28 has an adsorber or storage catalytic converter 29, which is preferably designed as a NO x storage catalytic converter. Furthermore, the exhaust gas purification device 28 comprises an oxidation catalyst 30 arranged downstream of or also upstream of the NO x storage catalytic converter 29. The two catalysts 29 and 30 are optionally connected to each other by at least one heat-insulated tube 31, which is, for example, air gap and / or mat insulated. Downstream of the storage catalytic converter 29, a first ⁇ probe 32 is arranged in the exhaust line of the diesel engine 10, which is connected via a corresponding signal line 33 to the controller 23. Furthermore, downstream of the storage catalytic converter 29, a first temperature sensor 38 is arranged, which is connected via a signal line 39 to the controller 23.
  • ⁇ probes and temperature sensors may be housed in the exhaust line of the diesel engine 10.
  • NO x sensor 42 is provided which communicates downstream of the storage catalytic converter 29 with the exhaust line and is also connected to the controller 23.
  • a secondary air supply 43 is provided which Fresh air via a connected to the exhaust system Zu Adjustsleirung 44 downstream of the diesel engine 10, here downstream of the turbocharger 1, and upstream of the storage catalyst 29 in initiates the exhaust system.
  • the amount of fed Secondary air is via a controllable supply valve 45 adjustable, via a corresponding control line 46 at the motor controller 23 is connected.
  • the secondary air can For example, from the pressure side of the exhaust gas turbocharger. 1 be diverted. Similarly, the secondary air to a be provided in another suitable manner.
  • the storage catalytic converter 29 may be provided with a heating device 27 be equipped in Fig. 1 by a in the Storage catalytic converter 29 symbolizes integrated heating coil is.
  • an air mass meter 47th Power is arranged on the throttle valve 5, which has a corresponding signal line 48 connected to the controller 23 is.
  • the engine control system according to the invention operates as follows:
  • the controller 23 operates according to the principle of a fuel-driven load control. To for this purpose, the controller 23 determines from a load setpoint, the e.g. from the driver one with the diesel engine 10 equipped vehicle or one Speed control system of this vehicle generates and from a currently available load actual value Regulation requirements for the fuel injection system 25. About the Change in the amount of fuel supplied to the diesel engine 10 then the engine load can be influenced. If more engine load is required, the diesel engine 10 accordingly more Diesel fuel to be supplied. In the context of this fuel-driven load control works the lean-operated Diesel engine 10 with ⁇ values of ⁇ 1.3 to 10.
  • the Throttle 5 usually not operated. If, however, one higher exhaust gas recirculation rate can be generated at opened exhaust gas recirculation valve 17 by an operation the throttle valve 5, the fresh air supply are throttled, whereby the exhaust gas recirculation rate increases. This Influencing the exhaust gas recirculation can also be on the Engine load, but is not part of the Load control in lean operation. If, for example, the Increase the exhaust gas recirculation rate a reduction of Motor load causes this is done with the help of load control a correspondingly increased injection quantity compensated.
  • the controller 23 switches to an air-controlled load control around. Accordingly, a comparison of the setpoints and actual values the engine load to an operation of the throttle valve 5, so the diesel engine 10 more or less air for combustion supply.
  • the Air-controlled load control then becomes the throttle valve 5 gradually closed until only one Air is supplied to the diesel engine 10, the Compliance with the lambda value is required. During this Valve adjustment does not change the engine load.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Claims (9)

  1. Système de régulation pour un moteur diesel (10), qui permet un fonctionnement pauvre et un fonctionnement riche du moteur diesel (10), dans lequel :
    pendant le fonctionnement pauvre, il s'effectue un réglage de la charge et une régulation de la charge du moteur diesel par un réglage et une modification, déterminés par la charge, de la quantité de carburant amenée au moteur diesel (10) pour la combustion, et
    pour le réglage du fonctionnement riche, il s'effectue un étranglement de l'air aspiré,
    caractérisé en ce que :
    pendant le fonctionnement riche, le réglage de la charge et la régulation de la charge s'effectuent par un réglage et une modification, déterminés par la charge, de la quantité d'air amenée au moteur diesel (10) pour la combustion.
  2. Système de régulation de moteur selon la revendication 1, caractérisé en ce qu'il est prévu des moyens d'injection de carburant (25) qui servent à régler et à modifier la quantité de carburant amenée au moteur diesel (10), et en ce qu'il est prévu des moyens de réglage de quantité d'air (5, 11, 17, 21, 47) qui servent à régler et à modifier la quantité d'air amenée au moteur diesel (10).
  3. Système de régulation de moteur selon la revendication 2, caractérisé en ce que :
    pendant le fonctionnement pauvre, les moyens d'injection de carburant et les moyens de régale de quantité d'air sont actionnés en correspondance des critères du fonctionnement pauvre,
    pendant le fonctionnement riche, les moyens d'injection de carburant et les moyens de régale de quantité d'air sont actionnés en correspondance des critères du fonctionnement riche,
    pour commuter entre un fonctionnement pauvre et un fonctionnement riche, le moteur diesel (10) opère brièvement en fonctionnement de commutation du fait que pour l'état de charge actuel du moteur diesel (10), les moyens d'injection de carburant sont actionnés en correspondance des critères du fonctionnement pauvre, et les moyens de réglage de quantité d'air sont actionnés en correspondance des critères du fonctionnement riche.
  4. Système de régulation de moteur selon la revendication 3, caractérisé en ce que le passage des moyens d'injection de carburant et des moyens de réglage de quantité d'air entre l'actionnement en correspondance des critères du fonctionnement pauvre et l'actionnement en correspondance des critères du fonctionnement riche s'effectue en continu.
  5. Système de régulation de moteur selon l'une des revendications 2 à 4, caractérisé en ce que les moyens de réglage de quantité d'air comprennent un clapet d'étranglement (5) agencé dans le circuit d'aspiration du moteur diesel (10) et un débitmètre d'air (47) agencé dans le circuit d'aspiration du moteur diesel (10).
  6. Système de régulation de moteur selon la revendication 5, caractérisé en ce que les moyens de réglage de la quantité d'air comprennent un conduit de retour de gaz d'échappement (15) qui débouche dans le circuit d'aspiration en amont ou en aval du clapet d'étranglement (5), et en ce que ce conduit de retour de gaz d'échappement (15) comprend une valve de retour de gaz d'échappement (17) au moyen de laquelle la quantité des gaz d'échappement retournés est réglable, la valve de retour de gaz d'échappement (17) étant actionnée en fonction de la charge moteur conjointement avec le clapet d'étranglement (5) pour régler et modifier la quantité d'air amenée au moteur diesel (10) et sa composition.
  7. Système de régulation de moteur selon l'une ou l'autre des revendications 5 et 6, caractérisé en ce que les moyens de réglage de quantité d'air comprennent un compresseur (1), par exemple un turbocompresseur à gaz d'échappement, et/ou des clapets de canal d'admission (11) au moyen desquels est réglable la section transversale d'écoulement de canaux d'admission (9), alimentant en air aspiré le circuit d'aspiration vers une chambre de combustion de cylindre respective du moteur diesel (10), le compresseur (1) et/ou les clapets de canal d'admission (11) étant actionnés en fonction de la charge moteur conjointement avec le clapet d'étranglement (5) pour régler et modifier la quantité d'air amenée au moteur diesel (10) et sa composition.
  8. Système de régulation de moteur selon l'une des revendications 1 à 7, caractérisé en ce que pour régler et modifier la quantité d'air amenée au moteur diesel (10) pour la combustion, la pression dans le circuit d'aspiration est régulée et/ou commandée.
  9. Système de régulation de moteur selon l'une des revendications 1 à 8, caractérisé en ce que pendant le fonctionnement riche, le rapport air/carburant (λ) est réglé par l'actionnement commun des moyens d'injection de carburant (25) et d'un conduit de retour de gaz d'échappement (15, 17).
EP00113354A 1999-08-24 2000-06-23 Système de régulation pour moteur Diesel Expired - Lifetime EP1079091B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19939989 1999-08-24
DE19939989A DE19939989C1 (de) 1999-08-24 1999-08-24 Motorregelsystem für einen Dieselmotor

Publications (3)

Publication Number Publication Date
EP1079091A2 EP1079091A2 (fr) 2001-02-28
EP1079091A3 EP1079091A3 (fr) 2003-01-15
EP1079091B1 true EP1079091B1 (fr) 2004-08-18

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Application Number Title Priority Date Filing Date
EP00113354A Expired - Lifetime EP1079091B1 (fr) 1999-08-24 2000-06-23 Système de régulation pour moteur Diesel

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EP (1) EP1079091B1 (fr)
DE (2) DE19939989C1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP4055670B2 (ja) * 2003-07-30 2008-03-05 日産自動車株式会社 エンジンの排気浄化装置
DE102006015264A1 (de) * 2006-04-01 2007-10-04 Bayerische Motoren Werke Ag Verfahren zum Steuern einer Brennkraftmaschine
DE102008059698A1 (de) * 2008-11-29 2010-06-02 Daimler Ag Verfahren zum Betreiben eines Dieselmotors mit einer einen Stickoxid-Speicherkatalysator aufweisenden Abgasreinigungsanlage

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19543219C1 (de) * 1995-11-20 1996-12-05 Daimler Benz Ag Verfahren zum Betreiben eines Dieselmotors
DE19636790A1 (de) * 1996-09-11 1998-03-12 Volkswagen Ag NOx-Abgasreinigungsverfahren
DE19716275C1 (de) * 1997-04-18 1998-09-24 Volkswagen Ag Verfahren zur Stickoxidreduzierung im Abgas einer Brennkraftmaschine
DE19750226C1 (de) * 1997-11-13 1998-10-29 Daimler Benz Ag Motorregelsystem für einen Dieselmotor
DE19753718C1 (de) * 1997-12-04 1999-07-08 Daimler Chrysler Ag Verfahren zum Betreiben eines Dieselmotors
DE19847874A1 (de) * 1998-10-16 2000-04-20 Volkswagen Ag Verfahren zur Stickoxidreduzierung im Abgas einer mager betriebenen Brennkraftmaschine

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Publication number Publication date
DE19939989C1 (de) 2000-10-05
DE50007446D1 (de) 2004-09-23
EP1079091A2 (fr) 2001-02-28
EP1079091A3 (fr) 2003-01-15

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