EP1479888B1 - Verfahren zum Regeln einer Mehrtaktbrennkraftmaschine - Google Patents

Verfahren zum Regeln einer Mehrtaktbrennkraftmaschine Download PDF

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Publication number
EP1479888B1
EP1479888B1 EP20030011574 EP03011574A EP1479888B1 EP 1479888 B1 EP1479888 B1 EP 1479888B1 EP 20030011574 EP20030011574 EP 20030011574 EP 03011574 A EP03011574 A EP 03011574A EP 1479888 B1 EP1479888 B1 EP 1479888B1
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EP
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Prior art keywords
stroke
torque
engine
engine speed
combustion
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EP20030011574
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English (en)
French (fr)
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EP1479888A1 (de
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Claes Ostberg
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Ford Global Technologies LLC
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Ford Global Technologies LLC
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Priority to DE60333730T priority patent/DE60333730D1/de
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    • 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
    • F02B69/00—Internal-combustion engines convertible into other combustion-engine type, not provided for in F02B11/00; Internal-combustion engines of different types characterised by constructions facilitating use of same main engine-parts in different types
    • F02B69/06—Internal-combustion engines convertible into other combustion-engine type, not provided for in F02B11/00; Internal-combustion engines of different types characterised by constructions facilitating use of same main engine-parts in different types for different cycles, e.g. convertible from two-stroke to four stroke

Definitions

  • the invention relates to a method for operating a multi-stroke combustion engine according to the preamble of claim 1.
  • the decrease in combustion frequency reduces the maximum output, which can be described as the frequency of combustion times the maximum output per combustion.
  • the maximum output per combustion is determined by the geometry of the engine.
  • the system complexity is due to the requirements a combustion cycle sets in combination with the degree of freedom required for multi-stroke operation. Implicit with multi-stroke operation is that changes between two or more stroke modes have to be performed. A smooth transition between two such stroke modes places a high demand on the degree of freedom of the system.
  • a drawback with known systems for controlling multi-stroke engines is that the number of parameters in use for performing engine control is extensive. This increases the difficulty of performing a smooth transition between two different stroke modes.
  • An object of the invention is to reduce the difficulty of performing a smooth transition between two different stroke.
  • a further object is to reduce the number of parameters that has to be re-set when changing stroke mode of the engine, such that the difficulty of performing a smooth transition between two different stroke modes is reduced.
  • the method according to the invention makes use of the process steps of assigning a torque factor F i to at least two, and preferably each, different stroke operating mode in said set, wherein the torque factor is set such that the quota F i/ / N i is substantially the same for all stroke operating modes in said set.
  • the engine control parameters for said multi-stroke combustion engine are determined by a control unit using a stroke mode dependent torque signal as input signal.
  • the stroke mode dependent torque signal is formed from a signal corresponding to requested torque T as an input, which is multiplicated with said torque factor.
  • the combustion frequency is different in the different stroke modes. In the event a stroke mode where combustion occurs more frequently is used, each combustion should provide less power in order to ensure that the same mean output power is provided from the engine. Equivalently, in the event a stroke mode where combustion occurs less frequently is used, each combustion should provide more power in order to ensure that the same mean output power is provided from the engine.
  • the required power from each combustion is half of the required power from combustions in a 4 stroke mode in order to obtain the same mean output power from the engine.
  • the required power from each combustion is double the required power from combustions in a 4 stroke mode in order to obtain the same mean output power from the engine.
  • the multi-stroke engine is controlled to provide the same mean output power, independent of which stroke operating mode is used. This reduces the difficulty of performing a smooth transition between two different stroke by reducing the amount of data that has to be calibrated in the engine management system.
  • Figure 1 shows a block diagram of first part of a control system 1 for operating a multi-stroke combustion engine.
  • the engine is provided with a number of cylinders and two intake valves and two exhaust valves per cylinder.
  • the invention is equally applicable to engines with alternative numbers of valves per cylinder, e.g. two, three of five.
  • Actuation of intake and exhaust cylinders at each cylinder of the engine are controllable by the control system.
  • each valve can be individually activated with a hydraulic, pneumatic, electromagnetic, piezoelectric or any other known activation aid, controlled by the control system.
  • actuation of the intake valves the amount of air admitted to respective cylinder can be controlled.
  • Figure 1 show specifically a block diagram for calculating the opening and closing time of exhaust valves and intake valves provided in the cylinder.
  • a requested torque T is used as an input signal to a first part of the control system, which determines the opening and closing time of the intake and exhaust valves.
  • the requested torque T is preferably transformed into a requested indicated torque T ind from a requested braked torque T br before used as an input to the first part of the control system.
  • the requested braked torque is indicated by a maneuvering device controlled by the driver, such as an accelerator pedal or optionally by a cruise control.
  • the requested torque T is used as input signal to a first function block 2, where a stroke operating mode is determined in dependence of the magnitude of the requested torque T and the engine speed n, which is a second input signal to the first function block 2.
  • the stroke operating mode can be determined in a manner known to a person skilled in the art, for example as disclosed in DE19850584 .
  • the engine can be operated in a plurality of different running modes.
  • the running modes may include, in addition to different stroke operating modes, different valve number modes and valve open modes, as will be described in more detail with reference to figure 2 .
  • the first function block 2 generates output signals including a combustion frequency number N, which is decided in dependence of the stroke operating mode selected, data concerning the ignition angle, ignition order and the next upcoming ignition and a torque factor F corresponding to the combustion frequency number N assigned to the stroke mode in operation.
  • the requested torque T is multiplied with the torque factor F at a second function block 3.
  • a stroke mode dependent torque signal T sm is thereby obtained.
  • the stroke mode dependent torque signal T sm together with a signal corresponding to engine speed n are used as input signals to a first set of maps 4 providing exhaust valve opening time EVO j for respective cylinder j as a function of said stroke mode dependent torque signal and engine speed.
  • the first set of maps include at least one map per stroke operating mode.
  • the calculation of the output signal corresponding to the exhaust valve opening time EVO j is done in a manner known to the person skilled in the art, for example via interpolation in a matrix.
  • An signal indicating in which running mode and in particular, in which stroke mode the engine is operating is generated from the first function block and used as an input signal for determination of which map in said first set of maps should be applied.
  • the stroke mode dependent torque signal T sm together with a signal corresponding to engine speed n are also used as input signals to a second set of maps 5 providing exhaust valve closing time EVC j for respective cylinder j as a function of said stroke mode dependent torque signal and engine speed n.
  • the second set of maps 5 include at least one map per stroke operating mode.
  • the calculation of the output signal corresponding to the exhaust valve closing time EVC j is done in a manner known to the person skilled in the art, for example via interpolation in a matrix.
  • a signal indicating in which running mode and in particular, in which stroke mode the engine is operating is generated from the first function block and used as an input signal for determination of which map in said second set of maps should be applied.
  • the stroke mode dependent torque signal T sm together with a signal corresponding to engine speed n are furthermore used as input signals to a third set of maps 6 providing intake valve opening time IVO j for respective cylinder j as a function of said stroke mode dependent torque signal and engine speed.
  • the third set of maps include at least one map per stroke operating mode.
  • the calculation of the output signal corresponding to the intake valve opening time IVO j is done in a manner known to the person skilled in the art, for example via interpolation in a matrix.
  • a signal indicating in which running mode and in particular, in which stroke mode the engine is operating is generated from the first function block and used as an input signal for determination of which map in said third set of maps should be applied.
  • the stroke mode dependent torque signal T sm together with a signal corresponding to engine speed n are finally used as input signals to a fourth set of maps 7 providing intake valve closing time IVC j for respective cylinder j as a function of said stroke mode dependent torque signal and engine speed.
  • the fourth set of maps include at least one map per stroke operating mode.
  • the calculation of the output signal corresponding to the intake valve closing time IVC j is done in a manner known to the person skilled in the art, for example via interpolation in a matrix.
  • An signal indicating in which running mode and in particular, in which stroke mode the engine is operating is generated from the first function block and used as an input signal for determination of which map in said fourth set of maps should be applied.
  • the intake valve closing time IVC j is adjusted for any deviation of the air fuel mixture from a stochiometric combustion condition.
  • the deviation from a requested lambda value, in most cases a stochiometric combustion condition, is calculated at a third function block 8.
  • the third function block 8 which perform the function of a lambda controller, receives an input signal from a lambda sensor mounted in the exhaust gas conduit. The sensor indicates the present lambda (i.e. the air/fuel ratio) in the exhausts.
  • a correction value ⁇ IVC j is decided in accordance with principles well known to a person skilled in the art in the third correction block. The calculation of the correction value can be performed for example in the manner disclosed in US 5752491 .
  • the adjustment of the Intake valve closing time IVC j in the embodiment shown in figure 1 is done by adding the correction angle ⁇ IVO j to the intake valve closing time IVC j provided as an output signal from the fourth set of maps.
  • Figure 2 shows a block diagram of second part 10 of a control system 1 for operating a multi-stroke combustion engine.
  • Figure 2 shows specifically a block diagram for calculating the injection time t j for respective injector at respective cylinder j.
  • a requested torque T is used as an input signal to the second part 10 of the control system.
  • the requested torque T is preferably transformed into a requested indicated torque T ind from a requested braked torque T br before used as an input to the first part of the control system.
  • the requested braked torque is indicated by a maneuvering device controlled by the driver, such as an accelerator pedal or optionally by a cruise control.
  • the requested torque T is multiplied with the torque factor F at a fourth function block 11.
  • a stroke mode dependent torque signal T sm is thereby obtained.
  • the stroke mode dependent torque signal T sm is together with an input signal corresponding to the engine speed n used as input signals to a sixth function block 12, which performs a calculation of fuel mass for injection in dependence of said input signals.
  • the calculations are performed in a manner known to the person skilled in the art, for example by interpolation in a matrix.
  • the calculations are according to the example shown performed for providing stoichiometric combustions conditions.
  • the output signal corresponding to fuel mass m stoi providing stoichiometric conditions is adjusted in accordance with information from a seventh function 13block which calculates a requested lambda value from input signals including engines speed and requested torque.
  • the lambda value can, according to principles well known to a person skilled in the art, be allowed to deviate from stoichiometric conditions at high torque demand, where gasoline is used for preventing overheating.
  • the lambda value could also deviate from stoichiometric if a lean bum mode is implemented or lean starts are used for minimising emissions.
  • the adjustment of the fuel mass is performed in the embodiment shown in figure 2 at an eighth function block 14 by division of output signal corresponding to fuel mass m stoi providing stoichiometric conditions by the lambda value calculated at the seventh function block 13.
  • the fuel mass is further adjusted for the amount of fuel, which adheres to the walls at a position located downstream of the injection ports.
  • This adjustment is done in a ninth function block 15.
  • the calculation of the correction value relating to the effect of adhered fuel incorporates an additive component corresponding to adhered fuel and a subtractive component corresponding to evaporated fuel form aggregation of adhered fuel. Calculations of this type are well known to persons skilled in the art.
  • An example of a system for calculation of adjustment of fuel mass due to adhered fuel is given in US 5,701,871 .
  • the output signal m actual from the ninth function block corresponds to the actual amount of fuel to be injected at respective injection port of the engine.
  • An injection time t j for respective injector at respective cylinder j is calculated at a tenth function block 16. Such calculations are well known to person skilled in the art. In the embodiment shown a linear transform is performed by multiplying the output signal m actual from the ninth function block corresponding to the actual amount of fuel with a base injection coefficient k.
  • the injection time t j for respective injector at respective cylinder j is further adjusted for battery correction at an eleventh function block 17. Calculations of battery correction are well known to a person skilled in the art and will therefore not be described in detail. An example for how to calculate battery correction is given in US 5,531,208 .
  • Figure 3 shows a block diagram of a third part 20 of a control system for operating a multi-stroke combustion engine.
  • Figure 2 shows specifically a block diagram for calculating the ignition time t ignj for respective spark plug at respective cylinder j.
  • a requested torque T is used as an input signal to the third part 20 of the control system.
  • the requested torque T is preferably transformed into a requested indicated torque T ind from a requested braked torque T br before used as an input to the first part of the control system.
  • the requested braked torque is indicated by a maneuvering device controlled by the driver, such as an accelerator pedal or optionally by a cruise control.
  • the requested torque T is multiplied with the torque factor F at a twelvth function block 21.
  • a stroke mode dependent torque signal T sm is thereby obtained.
  • the stroke mode dependent torque signal T sm is together with an input signal corresponding to the engine speed n and information concerning actual valve mode, which is determined in the first function block 2 ( fig. 1 ), performing running mode selection, used as input signals to a thirteenth function block 22.
  • the actual ignition angle for respective cylinder is determined.
  • the thirteenth function block 22 includes maps for determining the ignition angle as a function of engine speed, requested torque and current valve number mode. Calculations of ignition angle are well known to the person skilled in the art and will not be described in further detail.
  • the actual ignition angle is compensated for events requiring a non optimum ignition time for a maximum torque response such as knocking and for retarding the ignition at low load due to the reduced temperature and pressure and thereby the mixtures ability to ignite.
  • the actual ignition angle is used as an input signal to ignition means.
  • the stroke mode dependent torque signal T sm is together with an input signal corresponding to the engine speed n and information concerning actual valve mode, which is determined in the first function block 2 ( fig. 1 ), performing running mode selection, also used as input signals to a fourteenth function block 23.
  • the optimal ignition time for respective cylinder is determined.
  • the thirteenth function block 22 includes at least one map for each different stroke operating mode.
  • the optimal ignition time is the ignition time, which would generate maximum output torque from the engine. A deviation form optimal ignition time can be necessary in the event that knocking occurs or at low load due to the reduced temperature and pressure and thereby the mixtures ability to ignite.
  • the output signal from the thirteenth and fourteenth function blocks are used as input signals to a fifteenth function block 24, where a difference signal ⁇ ign is generated.
  • the difference signal is used as a input signal when calculating a requested indicated torque from a requested generated torque as will be further explained with reference to figure 4 .
  • Figure 4 shows a block diagram of fourth part 30 of a control system 1 for operating a multi-stroke combustion engine.
  • Figure 4 shows specifically a block diagram for transforming an input signal corresponding to requested braked torque T br into an output signal corresponding to requested indicated torque.
  • the requested indicated torque corresponds to the torque the engine would generate if no pumplosses or energy conversions losses would occur and if the engine was running without friction.
  • the requested braked torque is used as an input to a sixteenth function block 31 where compensation for internal friction of the engine is performed in a first compensation step.
  • Estimation of internal friction is done in a seventeenth function block 32 using engine speed and temperature as input signals. The estimation is performed by interpolation in a matrix, which is based from measured test values. Such estimations are well known to a person skilled in the art and will therefore not be described in further detail.
  • the requested braked torque is furthermore compensated for pumplosses at an eighteenth functional block 33 in a second compensation step.
  • the compensation is performed by adding a compensation component corresponding to the pumplosses to the output signal from the sixteenth functional block 31.
  • the pumplosses are calculated in a conventional manner in an nineteenth functional block 34 using engine speed and requested torque as input signals. Pumplosses are determined by interpolation in a matrix, which includes valued based on experimental measurements. The manner of determining pumplosses is well known to a person skilled in the art and will therefore not be described in detail.
  • the requested braked torque is furthermore compensated for energy conversion losses at an eighteenth functional block 35 in a third compensation step.
  • the compensation is performed by adding a compensation component corresponding to the energy conversion losses to the output signal from the eighteenth functional block 33.
  • the energy conversion losses are calculated in a conventional manner in an nineteenth functional block 36 using engine speed and requested torque as input signals. Calculation algorithms for determining energy conversion losses are performed by interpolation in a matrix.
  • the torque values which are included in the matrix are formed by subtracting the skid torque for active valves which is obtained with active valves which are opening and closing according to a particular valve mode and the from the skid torque with all valves open.
  • skid torque is meant the torque which is required to turn the crankshaft of the engine, when the engine is not running.
  • a fourth compensation step the requested braked torque is compensated for deviations from optimal ignition.
  • the compensation is performed in a twentieth functional block 37 by dividing the output signal from the eighteenth functional block 35 with a divisor estimated in a twenty first functional block 38.
  • the divisor is determined in the twenty first functional block 38 using information ⁇ ign about deviation of ignition time from optimal ignition time, theoretically providing maximum output torque.
  • the signal ⁇ ign is generated in a fifteenth functional block 24 ( fig. 3 ).
  • the devisor which corresponds to the loss of torque due to non optimal ignition time is determined as a function of the deviation from optimal ignition time. The determination of the devisor is done in a manner well known to persons skilled in the art and will therefore not be described in further detail.
  • the requested braked torque is compensated for deviations from stoichiometric condition.
  • the compensation is performed in a twenty second functional block 39 by dividing the output signal from the twentieth functional block 37 with a divisor estimated in a twenty third functional block 40.
  • the divisor is determined in the twenty third functional block 40 using information about a requested lambda value, which can deviate from stoichiometric condition.
  • the requested lambda value is generated in a seventh functional block 13 ( fig. 2 ).
  • the devisor which corresponds to the change of provided output torque due to deviation from stoichiometric condition is determined in a manner well known to persons skilled in the art and will therefore not be described in further detail.
  • Fig. 5 shows torque and engine speed regions for six different operation states. It should be borne in mind that the running modes included in the operation states are given below as examples, and a large number of alternative combinations of running modes are possible. Also, the torque and engine speed limits shown in fig. 5 are given by example only, and can be positioned anywhere in the torque-speed domain depending on design preferences.
  • a first operation state O1 for covering relatively low torque and speed intervals, includes the first valve number mode N1, i.e. leaving one inlet valve and one outlet valve closed during all strokes of the stroke cycles, the six stroke mode S2 and the Early Intake Valve Closing (EIVC) mode C1.
  • first valve number mode N1 i.e. leaving one inlet valve and one outlet valve closed during all strokes of the stroke cycles
  • S2 the six stroke mode S2
  • EIVC Early Intake Valve Closing
  • a second operation state O2 for covering approximately similar engine speed interval as the first operation state O1, but higher torque intervals, includes the second valve number mode N2, i.e. activating all valves to take in and expel air and exhaust, the four stroke mode S1 and the EIVC mode C1.
  • a third operation state O3, for covering higher engine speed intervals than the first operation state O1 in approximately similar torque intervals, includes the first valve number mode N1, the six stroke mode S2 and the Late Intake Valve Closing (LIVC) mode C2.
  • a fourth operation state O4 for covering approximately similar engine speed interval as the third operation state O3, but higher torque intervals, includes the second valve number mode N2, the four stroke mode S1 and the LIVC mode C2.
  • the fifth operation state O5 includes the first valve number mode N1, the six stroke mode S2 and the Late Intake Valve Opeining (LIVO) mode C3.
  • the sixth operation state 06 includes the first valve number mode N1, the cylinder deactivation mode S3 and the LIVC mode C2. Cylinder deactivation is performed by canceling fuel injection to a particular cylinder in order to operate the engine by a reduced number of cylinders. Cylinder deactivation is particularly advantageous in low load conditions. The manner of performing cylinder deactivation is well known to a person skilled in the art.
  • Figure 6 shows a list of combinations of running modes, i.e. operation states of an engine.
  • Each operation state includes one running mode from each of the three groups valve number modes, stroke modes, and valve open modes.
  • the valve number modes include the first, second, third and fourth valve number mode N1, N2, N3, N4.
  • the stroke modes include the first and second stroke modes S1, S2, and also third and fourth stroke modes S3, S4.
  • the two latter modes refer to eight stroke and twelve stroke modes, respectively. Of course further stroke modes, e.g. a sixteen stroke mode, are possible, but not included in the list of table 1.
  • the valve open modes include the EIVC mode C1, the LIVC mode C2, and the LIVO mode C3.
  • each operation state includes one running mode from each of the three groups described above, and two of the groups in this example contain four modes and the third contain three modes, there are forty eight possible operation states of the engine, including the combinations of running modes as suggested in table 1.
  • the first six operation states 01-06 have been described above.
  • the invention is also applicable in cases where the operation states are composed of a lesser amount of running modes that in the cases described above.
  • the invention is applicable to situations where the engine is adapted to run in different running modes of one type only, e.g. different stroke modes only, without provision for changing between other types of modes.

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  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
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Claims (21)

  1. Verfahren zum Betreiben eines Mehrhubverbrennungsmotors, wobei das Verfahren die Schritte umfasst:
    Bereitstellen eines Satzes verschiedener Hubbetriebsarten,
    Bestimmen einer Verbrennungsfrequenzzahl Ni für zumindest zwei verschiedene Hubbetriebsarten, wobei die Verbrennungsfrequenzzahl die Zahl der Hübe indiziert, die durch einen Kolben in einem Verbrennungszyklus des Motors durchgeführt werden,
    Berechnen von Motorsteuerparametern für den Mehrhubverbrennungsmotor durch eine Steuereinheit,
    dadurch gekennzeichnet, dass
    die Motorsteuerparameter unter Verwendung eines einem geforderten Moment T entsprechenden Signal als eine Eingabe berechnet werden, und dadurch, dass
    das Verfahren weiter die Verfahrensschritte umfasst:
    Bestimmen eines Momentfaktors Fi für die zumindest zwei verschiedenen Hubbetriebsarten in dem Satz, wobei der Momentfaktor derart festgelegt wird, dass der Anteil Fi/Ni für alle Hubbetriebsarten in dem Satz im Wesentlichen der gleiche ist, und
    Multiplizieren des geforderten Moments mit dem Momentfaktor, um ein Hubart-abhängiges Momentsignal zu erhalten, und Verwenden des Hubart-abhängigen Momentsignals zum Bestimmen der Motorsteuerparameter, wodurch der Mehrhubmotor gesteuert wird, damit er unabhängig davon, welche Hubbetriebsart verwendet wird, die gleiche durchschnittliche Ausgabeleistung bereitzustellen.
  2. Verfahren gemäß Anspruch 1, bei dem die Motorsteuerparameter, die unter Verwendung des Hubart-abhängigen Momentsignals berechnet werden, einen oder mehrere der folgenden Motorsteuerparameter umfassen: Vorzündung, Einspritzwinkel, Einspritzdauer, Ansaugventilöffnung, Ansaugventilverschluss, Auslassventilöffnung, Auslassventilverschluss, Synchronisation zwischen einem ersten und einem zweiten Ansaugventil, die in jedem Zylinder des Mehrhubverbrennungsmotors vorgesehen sind, und Synchronisation zwischen einem ersten und einem zweiten Auslassventil, die in jedem Zylinder des Mehrhubverbrennungsmotors vorgesehen sind.
  3. Verfahren gemäß Anspruch 1 oder 2, bei dem das geforderte Moment T in ein gefordertes indiziertes Moment umgewandelt wird, welches das Moment repräsentiert, das vom Mehrhubverbrennungsmotor vor einer Momentenreduktion aufgrund von Pumpenminderungen, Minderungen aufgrund von Reibung und Minderungen aufgrund von Energieumwandlung vor einer Multiplikation mit dem Momentfaktor bereitgestellt ist.
  4. Verfahren gemäß Anspruch 3, bei dem eine Umwandlung vom geforderten Moment zum geforderten indizierten Moment eine Kompensation für jeden oder eine Kombination der folgenden Parameter aufweist: nicht-optimale Zündung, nicht-optimale Auslassventilöffnung und nicht-optimale Kraftstoff/Luft-Mischung.
  5. Verfahren gemäß Anspruch 3 oder 4, bei dem das Hubart-abhängige Momentsignal zusammen mit einem der Motorgeschwindigkeit entsprechenden Signal als Eingabesignale für einen ersten Kennfelder-Satz verwendet werden, der eine Auslassventilöffnungszeit als eine Funktion des Hubart-abhängigen Momentsignals und der Motorgeschwindigkeit bereitstellt, wobei der erste Kennfelder-Satz zumindest ein Kennfeld pro Hubbetriebsart aufweist.
  6. Verfahren gemäß Anspruch 5, bei dem die Auslassventilöffnungszeit weiter für eine Abweichung von der optimalen Auslassventilöffnungszeit, die ein Maximalausgabemoment bereitstellt, kompensiert wird.
  7. Verfahren gemäß einem der Ansprüche 3 - 6, bei dem das Hubart-abhängige Momentsignal zusammen mit einem der Motorgeschwindigkeit entsprechenden Signal als Eingabesignale für einen zweiten Kennfelder-Satz verwendet werden, der eine Auslassventilverschlusszeit als eine Funktion des Hubart-abhängigen Momentsignals und der Motorgeschwindigkeit bereitstellt, wobei der zweite Kennfelder-Satz zumindest ein Kennfeld pro Hubbetriebsart aufweist.
  8. Verfahren gemäß einem der Ansprüche 3 - 7, bei dem das Hubart-abhängige Momentsignal zusammen mit einem der Motorgeschwindigkeit entsprechenden Signal als Eingabesignale für einen dritten Kennfelder-Satz verwendet werden, der eine Ansaugventilöffnungszeit als eine Funktion des Hubart-abhängigen Momentsignals und der Motorgeschwindigkeit bereitstellt, wobei der dritte Kennfelder-Satz zumindest ein Kennfeld pro Hubbetriebsart aufweist.
  9. Verfahren gemäß einem der Ansprüche 3 - 8, bei dem das Hubart-abhängige Momentsignal zusammen mit einem der Motorgeschwindigkeit entsprechenden Signal als Eingabesignale für einen vierten Kennfelder-Satz verwendet werden, die eine Ansaugventilverschlusszeit als eine Funktion des Hubart-abhängigen Momentsignals und der Motorgeschwindigkeit bereitstellen, wobei der vierte Kennfelder-Satz zumindest ein Kennfeld pro Hubbetriebsart aufweist.
  10. Verfahren gemäß Anspruch 9, bei dem die Ansaugventilverschlusszeit für eine Abweichung von der optimalen Luft/Kraftstoff-Mischung weiter kompensiert wird.
  11. Verfahren gemäß Anspruch 10, bei dem die Kompensationsgröße der Ansaugventilverschlusszeit durch einen Lamda-Steuerungskreis berechnet wird, der ein Korrektursignal einführt, das einen der Abweichung von einer stöchiometrischen Verbrennung entsprechenden Betrag aufweist.
  12. Verfahren gemäß Anspruch 3 oder 4, bei dem das Hubart-abhängige Momentsignal zusammen mit einem der Motorgeschwindigkeit entsprechenden Signal als Eingabesignale für ein erstes Kraftstoffmassenberechnungskennfeld verwendet werden, das ein Ausgabesignal bereitstellt, das einer eine stöchiometrische Verbrennung bereitstellenden Kraftstoffmasse entspricht.
  13. Verfahren gemäß Anspruch 12, bei dem das Ausgabesignal, das einer eine stöchiometrische Verbrennung bereitstellenden Kraftstoffmasse entspricht, für eine Abweichung von einer stöchiometrischen Verbrennung angepasst wird.
  14. Verfahren gemäß Anspruch 12 oder 13, bei dem das Ausgabesignal, das einer eine stöchiometrische Verbrennung bereitstellenden Kraftstoffmasse entspricht, für eine Wandbenetzung angepasst wird.
  15. Verfahren gemäß einem der Ansprüche 12 - 14, bei dem eine Einspritzzeit aus der Kraftstoffmasse berechnet wird.
  16. Verfahren gemäß Anspruch 14, bei dem die Einspritzzeit für eine Batteriekorrektur angepasst wird.
  17. Verfahren gemäß Anspruch 3 oder 4, bei dem das Hubart-abhängige Momentsignal zusammen mit einem der Motorgeschwindigkeit entsprechenden Signal als Eingabesignale für einen fünften Kennfelder-Satz verwendet werden, der eine tatsächliche Zündzeit als eine Funktion des Hubart-abhängigen Momentsignals und der Motorgeschwindigkeit bereitstellt, wobei der fünfte Kennfelder-Satz zumindest ein Kennfeld pro Hubbetriebsart aufweist.
  18. Verfahren gemäß Anspruch 17, bei dem das Hubart-abhängige Momentsignal zusammen mit einem der Motorgeschwindigkeit entsprechenden Signal als Eingabesignale für einen sechsten Kennfelder-Satz verwendet werden, der eine ein optimales Ausgabemoment ergebende Zündzeit als eine Funktion des Hubart-abhängigen Momentsignals und der Motorgeschwindigkeit bereitstellt, wobei der sechste Kennfelder-Satz zumindest ein Kennfeld pro Hubbetriebsart aufweist.
  19. Verfahren gemäß Anspruch 18, bei dem die Abweichung zwischen der ein optimales Ausgabemoment ergebenden Zündzeit und der tatsächlichen Zündzeit als Eingabeparameter in der Umwandlung vom geforderten Moment zum geforderten indizierten Moment verwendet wird.
  20. Verfahren gemäß einem der vorangegangenen Ansprüche, dadurch gekennzeichnet, dass eine Verbrennungsfrequenzzahl und ein Momentfaktor für jede verschiedene Hubbetriebsart in dem Satz bestimmt werden.
  21. Verfahren gemäß einem der vorangegangenen Ansprüche, dadurch gekennzeichnet, dass der Anteil für jede verschiedene Hubbetriebsart in dem Satz konstant ist.
EP20030011574 2003-05-22 2003-05-22 Verfahren zum Regeln einer Mehrtaktbrennkraftmaschine Expired - Fee Related EP1479888B1 (de)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0387372B1 (de) * 1989-03-14 1994-05-25 Vasant Mukund Joshi Brennkraftmaschine
JPH0663458B2 (ja) * 1989-05-09 1994-08-22 いすゞ自動車株式会社 サイクル変換可能エンジン
US5131354A (en) 1989-11-09 1992-07-21 North American Philips Corporation Method of operating a two-stroke-cycle engine with variable valve timing in a four-stroke-cycle mode
JP3162553B2 (ja) 1993-09-13 2001-05-08 本田技研工業株式会社 内燃機関の空燃比フィードバック制御装置
US5701871A (en) 1994-12-20 1997-12-30 Honda Giken Kogyo Kabushiki Kaisha Fuel supply control system for internal combustion engines
DE19530274B4 (de) 1995-08-17 2005-09-08 Fev Motorentechnik Gmbh Verfahren zur Steuerung einer Kolbenbrennkraftmaschine
JPH1162616A (ja) * 1997-08-23 1999-03-05 Kiyouhei Ikegami 低燃費、低公害のエンジン装置
DE19850584A1 (de) 1998-11-03 2000-05-04 Bosch Gmbh Robert Verfahren zum Betreiben einer Brennkraftmaschine
SE521741C2 (sv) 1999-06-24 2003-12-02 Volvo Personvagnar Ab Metod för att styra en flertaktsmotor
SE523773C2 (sv) * 2001-09-07 2004-05-18 Cargine Engineering Ab Modulering av vridmoment i en förbränningsmotor

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