EP2772631A1 - Verfahren für den Betrieb eines Verbrennungsmotors - Google Patents

Verfahren für den Betrieb eines Verbrennungsmotors Download PDF

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Publication number
EP2772631A1
EP2772631A1 EP13157358.6A EP13157358A EP2772631A1 EP 2772631 A1 EP2772631 A1 EP 2772631A1 EP 13157358 A EP13157358 A EP 13157358A EP 2772631 A1 EP2772631 A1 EP 2772631A1
Authority
EP
European Patent Office
Prior art keywords
overrun
heat release
load
condition
combustion engine
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.)
Withdrawn
Application number
EP13157358.6A
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English (en)
French (fr)
Inventor
Joachim Paul
Sebastian-Paul Wenzel
Roberto SARACINO
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Priority to EP13157358.6A priority Critical patent/EP2772631A1/de
Publication of EP2772631A1 publication Critical patent/EP2772631A1/de
Withdrawn legal-status Critical Current

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/023—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the cylinder pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/028—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the combustion timing or phasing

Definitions

  • the invention relates to a method of operating a combustion engine.
  • the invention relates to a control unit for operating a combustion engine and to a combustion engine comprising such a control unit.
  • a combustion engine comprising a pressure sensor for measuring a pressure signal in a combustion chamber of the combustion engine. Furthermore, the combustion engine comprises an injection valve for injecting fuel into the combustion chamber. Based on the measured pressure signal, a point of injection is determined and the used for influencing the amount of fuel injected into the combustion chamber.
  • the invention solves this object by a method according to claim 1.
  • the presented method is able to determine an integral gross heat release of a load condition of a combustion engine which inter alia accounts for heat losses through cylinder walls. Moreover the integral gross heat release of the load condition is provided in real time. This enables a further processing of the integral gross heat release of the load condition and therefore a more precise observation and control of the actual combustion process in real time terms.
  • values of an integral net heat release of an overrun condition are updated during the overrun condition taking advantageously into account a change of the combustion characteristics due to normal deterioration of the combustion engine.
  • Figure 1 shows a schematic block diagram of an embodiment of a combustion engine according to the invention
  • FIG 1 one cylinder 10 of a number of cylinders of an internal combustion engine is shown.
  • the combustion engine may be a diesel engine or a gasoline engine and may have e.g. four or six cylinders.
  • a piston 11 is movable in an up- and down direction as shown by arrow 12.
  • the piston 11 is coupled by a connecting rod or the like to a crank shaft 13 so that the up- and down movement of the piston 11 is converted into a rotation of the crank shaft 13 as shown by arrow 14.
  • the cylinder 10 and the piston 11 delimit a combustion chamber 16.
  • An injection valve 17 is allocated to the cylinder 10 such that fuel may be injected into the combustion chamber 16 by the injection valve 17.
  • a pressure sensor 18 is allocated to the cylinder 10 such that the pressure in the combustion chamber 16 may be measured by the pressure sensor 18.
  • the combustion engine is in a load condition when fuel is being injected into the combustion chamber 16 by the injection valve 17 and the fuel being combusted resulting in a mechanical excitation of the crank shaft 13.
  • the combustion engine is in an overrun condition when there is no mechanical excitation of the crank shaft 13 by fuel combustion but a mechanical excitation of the piston 11 by a movement of the crank shaft 13. Therefore in the overrun condition there is substantially no fuel injection into the combustion chamber 16.
  • the overrun mode is present when the vehicle is driven downhill with a gear engaged.
  • the load condition and the overrun condition may not only be related to the combustion engine as a whole but also to a specific cylinder 10.
  • the combustion engine may comprise further sensors, e.g. a sensor assigned to the crank shaft 13 for measuring a rotational speed N and/or a crank angle ⁇ of the crank shaft 13, and so on.
  • the combustion engine may comprise known functions, e.g. an exhaust gas recirculation, a turbo charger, a fuel tank ventilation and the like, with additional sensors.
  • the control unit 20 generates an injection signal TI which is forwarded to the injection valve 17 for driving the injection valve 17 into a state in which fuel is injected by the injection valve 17.
  • the pressure sensor 18 generates a pressure signal P which corresponds to the pressure measured in the combustion chamber 16 and which is input to the control unit 20.
  • a number of other signals IN, OUT are input to the control unit 20 and/or are output from the control unit 20.
  • the rotational speed N is forwarded to the control unit 20.
  • the combustion chamber 16 is characterized by a model according following equations 1 and 2, wherein the first equation 1 is related to a time interval dt and the second equation 2 is related to the crank angle interval d ⁇ .
  • the term dQ ch represents the variation of the chemical energy released by combustion of a fuel mass injected by the injection valve 17 into the combustion chamber 16.
  • the term dU s represents the variation of the internal energy of the gas mass of the charge into the combustion chamber due to temperature variation.
  • the term dW which is also depicted in figure 1 represents the variation of the mechanical work of the piston 11.
  • the term h i represents a specific enthalpy relating to the i-th mass flow across system boundaries m i .
  • the term dQ ht which is also depicted in figure 1 represents the variation of the heat transfer to and from the walls of the cylinder 10.
  • figure 1 depicts the term h f ⁇ dm f which relates to the energy associated to the fuel mass m f injected into the combustion chamber 16 incorporating the specific enthalpy h f .
  • the term h ' ⁇ dm cr relates to the energy flowing into and out of the crevice region 15.
  • Equation 5.1 the mass flow in and out of the crevice region 15 during a specific time period is considered as negligible. Also the enthalpy h f is considered as negligible according to equation 5.2.
  • Equation 6 represents the ideal gas law with the pressure p, the volume V, the mass m, the gas constant R and the temperature T.
  • Equations 7 define the constant values of c v and c p ⁇
  • equation 6 can be differianted to equation 7.4 by the step illustrated in equation 7.3 and equation 4 can be rewritten as equation 7.5 shows.
  • equation 7 the first two summands on the right hand side of equation 2 can be expressed in the following equation 7.6.
  • equation 8. the equation 8 can be derived.
  • the term d ⁇ Q ch ⁇ d ⁇ ⁇ represents the gross heat release rate GH RR including the heat exchange with the walls of the cylinder 10.
  • the net heat release rate NHRR does not include the heat exchange with the walls of the cylinder 10 resulting in the right hand side term considering equation 8.
  • the equation 10.1 represents the integrated gross heat release IGHR based on the gross heat release rate GHRR of equation 9.1.
  • the equation 10.2 represents the integrated net heat release INHR base on the net heat release rate NHRR of equation 9.2.
  • d ⁇ Q ht ⁇ d ⁇ ⁇ strongly depends inter alia on the variation of gas temperature inside the combustion chamber 16, the temperature of the walls of the cylinder 10, the available surface for heat exchange and the mechanisms of heat transfer.
  • a model to calculate d ⁇ Q ht ⁇ d ⁇ ⁇ would not provide the sufficient accuracy or would not be available in real time terms to calculate the respective values all due to the aforementioned complexity.
  • Figure 2 shows a diagram exemplifying the progress of some characteristic values of the combustion engine over the crank angle ⁇ .
  • the progress of the injection signal TI shows the release of a pilot injection into the combustion chamber 16 in the area PI and the release of a main injection into the combustion chamber 16 in the area MI. Therefore the progress of the signal TI shows the load condition of the combustion engine. It is marked the crank angle SOMIC which determines the start of the combustion of the main injection in the load condition of the combustion engine.
  • the crank angle SOMIC is located at a minimal turning point between two peaks, the first peak being related to the combustion of the pilot injection and the second peak related to the combustion of the main injection.
  • figure 2 shows the progress of the pressure p load in the load condition and the pressure p overrun in the overrun condition. It is also shown the progress of an integrated gross heat release IGHR load of the load condition, an integrated net heat release INHR load of the load condition and an integrated heat release INHR overrun in the overrun condition.
  • crank angles ⁇ before the crank angle SOMIC equation 11.2 can be transformed to the following equation 12.
  • dQ ht ⁇ d ⁇ ⁇ load ⁇ dQ ht ⁇ d ⁇ ⁇ overrun - NHRR ⁇ ⁇ load ⁇ ⁇ SOMIC
  • IGHR load can also be derived from figure 2 in a graphical manner. As IGHR load remains up to the first increase at a nearly constant level around zero, the INHR load can be subtracted from INHR overrun or vice versa to obtain IGHR load .
  • equation 13.2 does not affect its possible application especially for values of IGHR load after the crank angle SOMIC.
  • equation 13.2 is applicable to all kinds of combustion engines independently of what type of fuel is used to inject and combust inside the combustion engine.
  • Figure 3 shows a schematic block diagram 30 which comprises steps 32, 34 and 36 which are executed during the load condition of the combustion engine in order to determine the integrated gross heat release IGHR load .
  • step 32 it is determined a value of the integral net heat release INHR load of the load condition corresponding to the actual angle ⁇ of the combustion engine and depending on the pressure signal p load .
  • the net heat release rate IHRR load may be derived from the pressure signal p load .
  • the net heat release rate IHRR load of the load condition and the net heat release rate IHRR overrun of the overrun condition may be evaluated using a so-called "schnelles Walker Too (fast heating rule)”; reference is made e.g. to Pischinger, Kraßnig, Taucar, Sams, Thermodynamik der Verbrennungskraftmaschine, Wien, New York, Springer, 1989 .
  • the pressure within the combustion chamber, the volume of the combustion chamber and a so-called “kalorischer Wert (caloric value)” is used to calculate the net heat release rate IHRR load in the load condition.
  • the integral net heat release INHR load of the load condition is the integrated net heat release rate NHRR load in the load condition.
  • step 34 a value of the integral net heat release INHR overrun of the overrun condition of the combustion engine corresponding to the actual angle ⁇ is retrieved.
  • the values of the integral net heat release INHR overrun of the overrun condition are provided while in the load condition by a respective memory means.
  • the respective value of the integral net heat release INHR overrun of the overrun condition corresponding to the angle ⁇ is determined for the combustion engine during the overrun condition and stored in the respective memory means.
  • the respective value of the integral net heat release INHR overrun of the overrun condition corresponding to the angle ⁇ is determined during the overrun condition of a special application combustion machine in an application mode for a type of combustion engine.
  • the respective value of the integral net heat release INHR overrun of the overrun condition corresponding to the angle ⁇ for a type of combustion engine is determined by a simulation of a type of combustion engine.
  • the values of the integral net heat release INHR overrun of the overrun condition can be recorded additionally to the crank angle ⁇ over the rotational speed N of the combustion engine. That means that the integral net heat release INHR overrun of the overrun condition is recorded in a map and depends on the crank angle ⁇ and the rotational speed of the combustion engine. For the sake memory capacity the values or curves of the integral net heat release INHR overrun of the overrun condition may be recorded in steps of 250 to 500 rpm of the rotational speed N.
  • the integral net heat release INHR overrun of the overrun condition is updated when the combustion engine is in the overrun condition to take into account the normal deterioration of the combustion engine.
  • This update method may be accomplished by retrieving the recorded value of the integral net heat release INHR overrun of the overrun condition, combine the recorded value with the determined value of the integral net heat release INHR overrun of the overrun condition and storing the result.
  • This update method may be accomplished especially by multiplying the recorded value of the integral net heat release INHR overrun with a first number and by multiplying a new value of the integral net heat release INHR overrun with a second number, wherein the first number is greater than the second number and the sum of the first number and the second number equals one, and saving the sum of both products by overwriting the recorded value of the integral net heat release INHR overrun of the overrun condition.
  • a value of the integral gross heat release IGHR load of the load condition corresponding to the actual angle ⁇ is determined depending on the retrieved value of the integral net heat release INHR overrun of the overrun condition and the already determined value of the integral net heat release INHR load of the load condition. More specifically the value of the integral gross heat release IGHR load of the load condition corresponding to the actual angle ⁇ is determined by subtracting the value of the integral net heat release INHR overrun of the overrun condition from the value of the integral net heat release (INHR load ) of the load condition or vice versa.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
EP13157358.6A 2013-03-01 2013-03-01 Verfahren für den Betrieb eines Verbrennungsmotors Withdrawn EP2772631A1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP13157358.6A EP2772631A1 (de) 2013-03-01 2013-03-01 Verfahren für den Betrieb eines Verbrennungsmotors

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EP13157358.6A EP2772631A1 (de) 2013-03-01 2013-03-01 Verfahren für den Betrieb eines Verbrennungsmotors

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EP2772631A1 true EP2772631A1 (de) 2014-09-03

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2019034260A1 (en) * 2017-08-18 2019-02-21 Wärtsilä Finland Oy FUEL COMBUSTION CONTROL METHOD IN MULTI-CYLINDER INTERNAL COMBUSTION ENGINE AND COMPUTER CONTROL SYSTEM FOR CONTROLLING COMBUSTION PROCESS IN MULTI-CYLINDER INTERNAL COMBUSTION PISTON ENGINE

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102006001271A1 (de) * 2006-01-10 2007-07-12 Siemens Ag System zur Bestimmung des Verbrennungsbeginns bei einer Brennkraftmaschine
EP1936156A1 (de) * 2006-12-21 2008-06-25 Delphi Technologies, Inc. Verfahren zur Steuerung eines Verbrennungsmotors
US20090055074A1 (en) * 2007-08-21 2009-02-26 Honda Motor Co., Ltd. Control for determining a firing timing of an internal-combustion engine
DE102008004221A1 (de) * 2008-01-14 2009-07-16 Robert Bosch Gmbh Bestimmung einer während des Betriebs einer Brennkraftmaschine auftretenden NOx- und Rußemission
US20100121555A1 (en) 2008-10-13 2010-05-13 Wolfgang Fischer Method and device for operating a combustion engine

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102006001271A1 (de) * 2006-01-10 2007-07-12 Siemens Ag System zur Bestimmung des Verbrennungsbeginns bei einer Brennkraftmaschine
EP1936156A1 (de) * 2006-12-21 2008-06-25 Delphi Technologies, Inc. Verfahren zur Steuerung eines Verbrennungsmotors
US20090055074A1 (en) * 2007-08-21 2009-02-26 Honda Motor Co., Ltd. Control for determining a firing timing of an internal-combustion engine
DE102008004221A1 (de) * 2008-01-14 2009-07-16 Robert Bosch Gmbh Bestimmung einer während des Betriebs einer Brennkraftmaschine auftretenden NOx- und Rußemission
US20100121555A1 (en) 2008-10-13 2010-05-13 Wolfgang Fischer Method and device for operating a combustion engine

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
PISCHINGER; KRAF3NIG; TAUCAR; SAMS: "Thermodynamik der Verbrennungskraftmaschine", 1989, SPRINGER

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2019034260A1 (en) * 2017-08-18 2019-02-21 Wärtsilä Finland Oy FUEL COMBUSTION CONTROL METHOD IN MULTI-CYLINDER INTERNAL COMBUSTION ENGINE AND COMPUTER CONTROL SYSTEM FOR CONTROLLING COMBUSTION PROCESS IN MULTI-CYLINDER INTERNAL COMBUSTION PISTON ENGINE
KR20200024933A (ko) * 2017-08-18 2020-03-09 바르실라 핀랜드 오이 다중 실린더 내연 엔진에서 연료의 연소를 제어하는 방법 및 다중 실린더 내연 피스톤 엔진에서 연소 공정을 제어하도록 구성된 컴퓨터 제어 시스템
CN111051670A (zh) * 2017-08-18 2020-04-21 瓦锡兰芬兰有限公司 控制多气缸内燃发动机中燃料燃烧的方法和配置为控制多气缸内燃活塞发动机中的燃烧过程的计算机控制***
CN111051670B (zh) * 2017-08-18 2022-03-29 瓦锡兰芬兰有限公司 控制多气缸内燃发动机中燃料燃烧的方法和配置为控制多气缸内燃活塞发动机中的燃烧过程的计算机控制***

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