WO2004016924A1 - Method and device for controlling the combustion process of an hcci internal combustion engine - Google Patents

Method and device for controlling the combustion process of an hcci internal combustion engine Download PDF

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Publication number
WO2004016924A1
WO2004016924A1 PCT/DE2003/002275 DE0302275W WO2004016924A1 WO 2004016924 A1 WO2004016924 A1 WO 2004016924A1 DE 0302275 W DE0302275 W DE 0302275W WO 2004016924 A1 WO2004016924 A1 WO 2004016924A1
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Prior art keywords
internal combustion
combustion engine
ignition
hcci
combustion process
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PCT/DE2003/002275
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German (de)
French (fr)
Inventor
Frédéric Galtier
Hong Zhang
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Siemens Aktiengesellschaft
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Publication of WO2004016924A1 publication Critical patent/WO2004016924A1/en

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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
    • 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
    • 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
    • F02B1/00—Engines characterised by fuel-air mixture compression
    • F02B1/12—Engines characterised by fuel-air mixture compression with compression ignition
    • F02B1/14—Methods of operating
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0203—Variable control of intake and exhaust valves
    • F02D13/0207—Variable control of intake and exhaust valves changing valve lift or valve lift and timing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D15/00—Varying compression ratio
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • 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
    • F02D35/027—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions using knock sensors
    • 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
    • F02D41/30—Controlling fuel injection
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
    • F02D41/3035—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the premixed charge compression-ignition mode
    • 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
    • F02B1/00—Engines characterised by fuel-air mixture compression
    • F02B1/12—Engines characterised by fuel-air mixture compression with compression ignition
    • 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
    • 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

Definitions

  • the present invention relates to a method and a device for controlling the combustion process of an internal combustion engine, which is operated at least at times with controlled auto-ignition (HCCI).
  • HCCI controlled auto-ignition
  • HCCI Homogeneous Charge Compression Ignition
  • CAI Controlled Auto Ignation
  • ATAC Active Thermo-Atmosphere Combustion
  • TS Toyota Soken
  • HCCI combustion has the advantage of reduced fuel consumption and lower pollutant emissions compared to conventional spark-ignited combustion.
  • controlling the self-ignition of the mixture is not easy.
  • a corresponding control of parameters influencing the combustion process is required, such as for example control of the intake and exhaust valves, the internal or external exhaust gas recirculation, the fuel injection and / or the compression ratio of the internal combustion engine.
  • Such parameters are usually used to create a homogeneous and / or non-homo- Generate mixture in the combustion chamber to control the auto-ignition of the mixture.
  • the combustion pressure peak should occur approximately 15 to 20 ° crankshaft angle after top dead center.
  • the ignition delay and the burning rate must be taken into account in order to correctly set the parameters influencing the combustion process.
  • the present invention is based on the object
  • the present invention is based on the knowledge that combustion pressure peaks occur in HCCI operation which are similar to those knocking combustion are similar to a conventional spark ignition internal combustion engine. Since the auto-ignition of the mixture in HCCI operation leads to a spontaneous explosion of the mixture in the combustion chamber, the pressure rise is faster and stronger than in a conventional spark-ignition internal combustion engine, which results in sharper and thinner pressure peaks.
  • these pressure peaks are detected by a knock sensor, as is usually already present in modern internal combustion engines for head control.
  • a knock sensor as is usually already present in modern internal combustion engines for head control.
  • a wide variety of such knock sensors are known.
  • the information contained in the signal of the knock sensor makes it possible to determine the angle of the crankshaft of the internal combustion engine at which a combustion pressure peak has occurred. This feedback information then makes it possible to optimize the parameters of the internal combustion engine that influence the combustion process.
  • the “auto-ignition angle”, expressed in degrees of the crankshaft angle of the internal combustion engine with the aid of the signal from the knock sensor signal processing methods can be used, as are known in connection with the knock control of conventional spark-ignited internal combustion engines, for example reference is made to EP 0 187 081, EP 0 458,993 and US 4,884,206.
  • the current angular position detected by means of the knock sensor signal is expediently compared with a nominal angular position stored in a characteristic diagram. If the current angular position deviates from the nominal angular position, the parameters controlling the combustion process are then changed such that the current angular position is shifted towards the nominal angular position.
  • the procedure here is such that the parameters influencing the combustion process are preset by means of characteristic diagrams stored in the electronic operating control device and are corrected as a function of the signal from the knock sensor.
  • the correction can be carried out using a simple correction function (addition, multiplication, etc.). However, the correction is preferably carried out in a closed control loop, for example in the form of a PID control.
  • a complex learning and adaptation function can of course also be used.
  • the present invention makes it possible to constantly optimize the HCCI combustion process, irrespective of age-related changes in the internal combustion engine and / or production-related manufacturing differences between different internal combustion engines, in order to minimize fuel consumption and pollutant emissions.
  • the invention allows a simplification of the calibration of the internal combustion engine, since the method according to the invention a kind of self-calibration currency ⁇ rend causes operation.
  • a major advantage of the invention is that only hardware already available in any case, such as an electronic operating control device and a knock sensor, is required for its implementation, it also being possible to use signal processing methods known from knock control.
  • Figure 1 is a schematic representation of an internal combustion engine with an electronic operating control device
  • Figure 2 is a diagram in which the pressure for various Types of combustion are plotted over the angle of the crankshaft
  • FIG. 3 is a flowchart to illustrate the method according to the invention.
  • FIG. 1 schematically shows an internal combustion engine 1 with a crankshaft 2, a cylinder 3, a combustion chamber 4, an intake tract 5, an exhaust tract 6, an intake valve 7, an exhaust valve 8, a fuel injection valve 9, an ignition device 10 and an exhaust gas recirculation 11 with an exhaust gas recirculation valve 12.
  • the internal combustion engine 1 is assigned an electronic operating control device 13 which, for controlling the operation of the internal combustion engine, emits control signals - among other things - to actuators of the valves 7 to 9 and 12 and the ignition device 10.
  • the internal combustion engine 1 is designed as an HCCI internal combustion engine, which can be operated at least during certain operating phases with controlled auto-ignition of the air / fuel mixture (ie without spark ignition by the ignition device 10). As already explained at the beginning, the combustion process takes place in HCCI operation in such a way that, as a result of the self-ignition of the mixture, pronounced, i.e. sharp and thin, combustion pressure peaks occur in the combustion chamber 4.
  • FIG. 2 in which the combustion pressure P is plotted over the crankshaft angle ° CRK.
  • Curve a shows the course of the combustion pressure in normal operation with spark ignition, curve b in the case of knocking combustion and curve c in HCCI operation of the internal combustion engine.
  • the pressure peaks each have a predetermined angular distance from the top dead center TDC of the associated piston.
  • combustion pressure peaks according to curve c can be detected by means of a conventional knock sensor, as is used for knock control in modern internal combustion engines.
  • a corresponding knock sensor 14 is assigned to the cylinder 3 or the combustion chamber 4, the signals of which are fed to the operating control device 13.
  • the operating control device 13 contains a signal processing device, such as is used in knock control systems for conventional spark-ignition internal combustion engines.
  • This signal processing device enables the current angle of the crankshaft 2 to be determined at which the combustion pressure peaks (curve c) occur.
  • the current crankshaft angle in question is then compared with the target crankshaft angle required for optimal combustion and corrected in the event of deviations in such a way that the current ignition timing is shifted towards the optimal ignition timing. This is done by correcting parameters influencing the combustion process, preferably in a closed control loop.
  • a PID controller (block 17) generates an actuating signal (stage 19) with which one or more parameters influencing the combustion process are changed so that the difference in stage 18 disappears, that is, the current ignition timing is shifted towards the target ignition timing.
  • stage 19 the actuating signal
  • the instant of auto-ignition is corrected by means of a PID controller.
  • another correction function including a learning and adaptation function can also be used.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Exhaust-Gas Circulating Devices (AREA)

Abstract

According to the invention, in an internal combustion engine with controlled spontaneous ignition (HCCI), the combustion pressure peaks are detected by means of knock sensors. According to the signals of the knock sensors, the parameters influencing the combustion process are optimised in such a way that the spontaneous ignition of the mixture respectively takes place at an optimum moment.

Description

Beschreibungdescription
Verfahren und Vorrichtung zum Steuern des Verbrennungsvorganges einer HCCI-BrennkraftmaschineMethod and device for controlling the combustion process of an HCCI internal combustion engine
Die vorliegende Erfindung betrifft ein Verfahren und eine Vorrichtung zum Steuern des Verbrennungsvorganges einer Brennkraftmaschine, die zumindest zeitweise mit kontrollierter SelbstZündung (HCCI) betrieben wird.The present invention relates to a method and a device for controlling the combustion process of an internal combustion engine, which is operated at least at times with controlled auto-ignition (HCCI).
Derartige Brennkraftmaschinen mit kontrollierter Selbstzündung, die üblicherweise mit der Abkürzung HCCI (= Homogeneous Charge Compression Ignition) bezeichnet wird, sind bekannt, verwiesen sei beispielsweise auf die US 6 260 520, US 6 390 054, DE 199 27 479, und WO 98/10179. Manchmal wird die HCCI- Verbrennung auch als CAI (Controlled Auto Ignation) oder als ATAC (Active Thermo-Atmosphere Combustion) oder TS (Toyota Soken) bezeichnet, wobei gelegentlich der Begriff CAI für mit Benzin betriebene Brennkraftmaschinen und der Begriff HCCI für mit Dieselkraftstoff betriebene Brennkraftmaschinen verwendet wird. Für die Zwecke der vorliegenden Anmeldung soll der Begriff HCCI jedoch alle diese Verbrennungsarten umfassen, unabhängig davon, ob es sich um Otto- oder Dieselmotoren handelt .Such internal combustion engines with controlled auto-ignition, which is usually referred to with the abbreviation HCCI (= Homogeneous Charge Compression Ignition), are known, reference is made, for example, to US Pat. No. 6,260,520, US Pat. No. 6,390,054, DE 199 27 479 and WO 98/10179 , Sometimes HCCI combustion is also referred to as CAI (Controlled Auto Ignation) or ATAC (Active Thermo-Atmosphere Combustion) or TS (Toyota Soken), with the term CAI sometimes being used for gasoline-powered internal combustion engines and the term HCCI being used for diesel fuel Internal combustion engines is used. For the purposes of the present application, however, the term HCCI is intended to encompass all of these types of combustion, regardless of whether they are gasoline or diesel engines.
Die HCCI-Verbrennung hat gegenüber der herkömmlichen fremdgezündeten Verbrennung den Vorteil eines reduzierten Kraftstoff erbrauchs und geringerer Schadstoffemissionen. Allerdings ist die Steuerung der Selbstzündung des Gemischs nicht einfach. So bedarf es einer entsprechenden Steuerung von den Verbrennungsvorgang beeinflussenden Parametern wie beispielsweise einer Steuerung der Einlass- und Auslassventile, der - internen oder externen - Abgasrückführung, der Kraftstoffeinspritzung und/oder des Verdichtungsverhältnisses der Brenn- kraftmaschine. Derartige Parameter (Stellgrößen) werden üblicherweise dazu verwendet, ein homogenes und/oder nicht homo- genes Gemisch im Brennraum zu erzeugen, um damit die Selbstzündung des Gemisches zu steuern.HCCI combustion has the advantage of reduced fuel consumption and lower pollutant emissions compared to conventional spark-ignited combustion. However, controlling the self-ignition of the mixture is not easy. A corresponding control of parameters influencing the combustion process is required, such as for example control of the intake and exhaust valves, the internal or external exhaust gas recirculation, the fuel injection and / or the compression ratio of the internal combustion engine. Such parameters (manipulated variables) are usually used to create a homogeneous and / or non-homo- Generate mixture in the combustion chamber to control the auto-ignition of the mixture.
Um einen optimalen Verbrennungsvorgang mit bestmöglicher Nut- zung der zur Verfügung stehenden Kraftstoffenergie zu erzielen, ist allgemein anerkannt, dass die Verbrennungsdruckspitze ungefähr 15 bis 20° Kurbelwellenwinkel nach dem oberen Totpunkt auftreten soll. Um dieses Hauptziel zu erreichen, muss" die Zündverzögerung und die Brenngeschwindigkeit berück- sichtigt werden, um die den Verbrennungsvorgang beeinflussenden Parameter korrekt einzustellen.In order to achieve an optimal combustion process with the best possible use of the available fuel energy, it is generally recognized that the combustion pressure peak should occur approximately 15 to 20 ° crankshaft angle after top dead center. In order to achieve this main goal, " the ignition delay and the burning rate must be taken into account in order to correctly set the parameters influencing the combustion process.
Bei einer herkömmlichen fremdgezündeten Brennkraftmaschine (Ottomotor) wird dies durch eine entsprechende Einstellung des Zündwinkels (ungefähr 20 bis 25° Kurbelwellenwinkel vor dem oberen Totpunkt) erreicht, was zu einer optimalen Lage der Verbrennungsdruckspitze führt. Bei einer HCCI- Brennkraftmaschine kann dies jedoch lediglich durch eine Steuerung der oben erwähnten, den Verbrennungsvorgang beein- flussenden Parameter erreicht werden. Dies erfolgt heutzutage •weitgehend durch eine einfache Steuerung dieser Parameter anhand von in Kennfeldern abgelegten Werten ohne Feedback der Brennkraftmaschine.In a conventional spark-ignition internal combustion engine (gasoline engine), this is achieved by adjusting the ignition angle accordingly (approximately 20 to 25 ° crankshaft angle before top dead center), which leads to an optimal position of the combustion pressure peak. In the case of an HCCI internal combustion engine, however, this can only be achieved by controlling the above-mentioned parameters that influence the combustion process. Nowadays this is done • largely by simple control of these parameters based on values stored in characteristic maps without feedback from the internal combustion engine.
Der vorliegenden Erfindung liegt die Aufgabe zugrunde, einThe present invention is based on the object
Verfahren und eine Vorrichtung zum Steuern des Verbrennungsvorgangs einer HCCI-Brennkraftmaschine anzugeben, die eine Optimierung von den Verbrennungsvorgang beeinflussenden Parametern unter Berücksichtigung des in der Brennkraftmaschine tatsächlich ablaufenden Verbrennungsvorganges erlauben.To specify methods and a device for controlling the combustion process of an HCCI internal combustion engine, which allow optimization of parameters influencing the combustion process, taking into account the combustion process actually taking place in the internal combustion engine.
Diese Aufgabe wird durch die in den Patentansprüchen 1 und 6 definierte Erfindung gelöst. Vorteilhafte Ausgestaltungen und Weiterbildungen ergeben sich aus den Unteransprüchen.This object is achieved by the invention defined in claims 1 and 6. Advantageous refinements and developments result from the subclaims.
Die vorliegende Erfindung beruht auf der Erkenntnis, dass im HCCI-Betrieb Verbrennungsdruckspitzen auftreten, die denen bei einer klopfenden Verbrennung einer herkömmlichen fremdgezündeten Brennkraftmaschine ähnlich sind. Da die Selbstzündung des Gemischs beim HCCI-Betrieb zu einer spontanen Explosion des Gemischs im Brennraum führt, ist der Druckanstieg schneller und stärker als bei einer herkömmlichen fremdgezündeten Brennkraftmaschine, was schärfere und dünnere Druckspitzen zur Folge hat.The present invention is based on the knowledge that combustion pressure peaks occur in HCCI operation which are similar to those knocking combustion are similar to a conventional spark ignition internal combustion engine. Since the auto-ignition of the mixture in HCCI operation leads to a spontaneous explosion of the mixture in the combustion chamber, the pressure rise is faster and stronger than in a conventional spark-ignition internal combustion engine, which results in sharper and thinner pressure peaks.
Diese Druckspitzen werden erfindungsgemäß durch einen Klopf- sensor erfasst, wie er bei modernen Brennkraftmaschinen zur Kopfregelung meistens ohnehin vorhanden ist. Hierbei kommen Klopfsensoren beliebiger Bauart wie beispielsweise Schwin- gungs- und Beschleunigungssensoren in Form von Piezo-, Zylinderdruck-, Ionenstrom-Sensoren u.a. in Frage. Derartige Klopfsensoren sind in großer Vielfalt bekannt.According to the invention, these pressure peaks are detected by a knock sensor, as is usually already present in modern internal combustion engines for head control. This includes knock sensors of any type, such as vibration and acceleration sensors in the form of piezo, cylinder pressure, ion current sensors and others. in question. A wide variety of such knock sensors are known.
Die im Signal des Klopfsensors enthaltenen Informationen erlauben es, den Winkel der Kurbelwelle der Brennkraftmaschine zu bestimmen, bei dem eine Verbrennungsdruckspitze aufgetre- ten ist. Diese Feedback-Information erlaubt es dann, die den Verbrennungsvorgang beeinflussenden Parameter der Brennkraftmaschine zu optimieren. Zur Bestimmung des „Selbstzündungs- winkels" ausgedrückt in Grad Kurbelwellenwinkel der Brennkraftmaschine mit Hilfe des Signals des Klopfsensors können Signalverarbeitungsverfahren verwendet werden, wie sie in Zusammenhang mit der Klopfregelung herkömmlicher fremdgezündeter Brennkraftmaschinen bekannt sind, verwiesen sei beispielsweise auf die EP 0 187 081, EP 0 458 993 und US 4 884 206.The information contained in the signal of the knock sensor makes it possible to determine the angle of the crankshaft of the internal combustion engine at which a combustion pressure peak has occurred. This feedback information then makes it possible to optimize the parameters of the internal combustion engine that influence the combustion process. To determine the “auto-ignition angle”, expressed in degrees of the crankshaft angle of the internal combustion engine with the aid of the signal from the knock sensor, signal processing methods can be used, as are known in connection with the knock control of conventional spark-ignited internal combustion engines, for example reference is made to EP 0 187 081, EP 0 458,993 and US 4,884,206.
Zweckmäßigerweise wird die mittels des Signals des Klopfsensors detektierte aktuelle Winkelposition mit einer in einem Kennfeld abgelegten Soll-Winkelposition verglichen. Bei einer Abweichung der aktuellen Winkelposition von der Soll- Winkelposition werden dann die den Verbrennungsvorgang steuernden Parameter so geändert, dass die aktuelle Winkelposition zu der Soll-Winkelposition hin verschoben wird. Hierbei wird zweckmäßigerweise so vorgegangen, dass die den Verbrennungsvorgang beeinflussenden Parameter mittels im e- lektronischen Betriebssteuergerät abgelegten Kennfeldern vor- eingestellt und in Abhängigkeit von dem Signal des Klopfsensors korrigiert werden. Die Korrektur kann mittels einer einfachen Korrekturfunktion (Addition, Multiplikation, etc.) erfolgen. Vorzugsweise erfolgt die Korrektur jedoch in einem geschlossenen Regelkreis, beispielsweise in Form einer PID- Regelung. Es kann natürlich auch eine komplexe Lern- und A- daptionsfunktion verwendet werden.The current angular position detected by means of the knock sensor signal is expediently compared with a nominal angular position stored in a characteristic diagram. If the current angular position deviates from the nominal angular position, the parameters controlling the combustion process are then changed such that the current angular position is shifted towards the nominal angular position. Appropriately, the procedure here is such that the parameters influencing the combustion process are preset by means of characteristic diagrams stored in the electronic operating control device and are corrected as a function of the signal from the knock sensor. The correction can be carried out using a simple correction function (addition, multiplication, etc.). However, the correction is preferably carried out in a closed control loop, for example in the form of a PID control. A complex learning and adaptation function can of course also be used.
Die vorliegende Erfindung erlaubt es, den HCCI-Verbrennungs- vorgang unabhängig von alterungsbedingten Änderungen der Brennkraftmaschine und/oder herstellungsbedingten Fertigungsunterschieden zwischen verschiedenen Brennkraftmaschinen ständig zu optimieren, um Kraftstoffverbrauch und Schadstoffemissionen zu minimieren. Außerdem erlaubt die Erfindung eine Vereinfachung der Kalibrierung der Brennkraftmaschine, da das erfindungsgemäße Verfahren eine Art Selbstkalibrierung wäh- ■ rend des Betriebs bewirkt.The present invention makes it possible to constantly optimize the HCCI combustion process, irrespective of age-related changes in the internal combustion engine and / or production-related manufacturing differences between different internal combustion engines, in order to minimize fuel consumption and pollutant emissions. In addition, the invention allows a simplification of the calibration of the internal combustion engine, since the method according to the invention a kind of self-calibration currency ■ rend causes operation.
Ein wesentlicher Vorteil der Erfindung besteht darin, dass zu ihrer Implementierung lediglich bereits ohnehin vorhandene Hardware wie ein elektronisches Betriebssteuergerät und ein Klopfsensor erforderlich sind, wobei überdies auf aus der Klopfregelung' bekannte Signalverarbeitungsverfahren zurückgegriffen werden kann.A major advantage of the invention is that only hardware already available in any case, such as an electronic operating control device and a knock sensor, is required for its implementation, it also being possible to use signal processing methods known from knock control.
Weitere Einzelheiten und Vorteile der Erfindung werden anhand der Zeichnungen erläutert, in denenFurther details and advantages of the invention are explained with reference to the drawings, in which
Figur 1 eine schematische Darstellung einer Brennkraftmaschine mit einem elektronischen Betriebssteuergerät ist;Figure 1 is a schematic representation of an internal combustion engine with an electronic operating control device;
Figur 2 ein Diagramm ist, in dem der Druck für verschiedene Verbrennungsarten über dem Winkel der Kurbelwelle aufgetragen ist;Figure 2 is a diagram in which the pressure for various Types of combustion are plotted over the angle of the crankshaft;
Figur 3 ein Flussdiagramm zum Veranschaulichen des erfin- dungsgemäßen Verfahrens ist.FIG. 3 is a flowchart to illustrate the method according to the invention.
Figur 1 zeigt in schematischer Weise eine Brennkraftmaschine 1 mit einer Kurbelwelle 2, einem Zylinder 3, einem Brennraum 4, einem Ansaugtrakt 5, einem Abgastrakt 6, einem Einlassven- til 7, einem Auslassventil 8, einem Kraftstoffeinspritzventil 9, einer Zündeinrichtung 10 und einer Abgasrückführung 11 mit einem Abgasrückführventil 12. Der Brennkraftmaschine 1 ist ein elektronisches Betriebssteuergerät 13 zugeordnet, das zur Steuerung des Betriebs der Brennkraftmaschine Stellsignale - unter anderem - an Aktoren der Ventile 7 bis 9 und 12 sowie der Zündeinrichtung 10 abgibt.FIG. 1 schematically shows an internal combustion engine 1 with a crankshaft 2, a cylinder 3, a combustion chamber 4, an intake tract 5, an exhaust tract 6, an intake valve 7, an exhaust valve 8, a fuel injection valve 9, an ignition device 10 and an exhaust gas recirculation 11 with an exhaust gas recirculation valve 12. The internal combustion engine 1 is assigned an electronic operating control device 13 which, for controlling the operation of the internal combustion engine, emits control signals - among other things - to actuators of the valves 7 to 9 and 12 and the ignition device 10.
Die Brennkraftmaschine 1 ist als HCCI-Brennkraftmaschine ausgebildet, die zumindest während bestimmter Betriebsphasen mit kontrollierter Selbstzündung des Luft/Kraftstoffgemischs (also ohne Fremdzündung durch die Zündeinrichtung 10) betrieben werden kann. Wie bereits eingangs erläutert, läuft im HCCI- Betrieb der Verbrennungsvorgang so ab, dass als Folge der Selbstzündung des Gemischs ausgeprägte, d.h. scharfe und dün- ne, Verbrennungsdruckspitzen im Brennraum 4 auftreten.The internal combustion engine 1 is designed as an HCCI internal combustion engine, which can be operated at least during certain operating phases with controlled auto-ignition of the air / fuel mixture (ie without spark ignition by the ignition device 10). As already explained at the beginning, the combustion process takes place in HCCI operation in such a way that, as a result of the self-ignition of the mixture, pronounced, i.e. sharp and thin, combustion pressure peaks occur in the combustion chamber 4.
Zur Erläuterung sei auf Figur 2 verwiesen, in der der Verbrennungsdruck P über dem Kurbelwellenwinkel °CRK aufgetragen ist. Die Kurve a zeigt den Verlauf des Verbrennungs- drucks bei normalem Betrieb mit Fremdzündung, die Kurve b bei klopfender Verbrennung und die Kurve c bei HCCI-Betrieb der Brennkraftmaschine. Die Druckspitzen haben jeweils einen vorgegebenen Winkelabstand zum oberen Totpunkt TDC des zugehörigen Kolbens. Wie eingangs erläutert, können Verbrennungs- druckspitzen gemäß der Kurve c mittels eines herkömmlichen Klopfsensors detektiert werden, wie er bei modernen Brennkraftmaschinen zur Klopfregelung verwendet wird. In Figur 1 ist dem Zylinder 3 bzw. dem Brennraum 4 ein entsprechender Klopfsensor 14 zugeordnet, dessen Signale dem Betriebssteuergerät 13 zugeführt werden. Das Betriebssteuerge- rät 13 enthält eine Signalverarbeitungseinrichtung, wie sie bei Klopfregelungen für herkömmliche fremdgezündete Brennkraftmaschinen verwendet wird. Diese Signalverarbeitungseinrichtung ermöglicht eine Bestimmung des aktuellen Winkels der Kurbelwelle 2, bei dem die Verbrennungsdruckspitzen (Kurve c) auftreten. Der betreffende aktuelle Kurbelwellenwinkel wird dann mit dem für eine optimale Verbrennung erforderlichen Soll-Kurbelwellenwinkel verglichen und bei Abweichungen so korrigiert, dass der aktuelle Zündzeitpunkt zu dem optimalen Zündzeitpunkt hin verschoben wird. Dies erfolgt durch eine Korrektur von den Verbrennungsvorgang beeinflussenden Parametern, vorzugsweise in einem geschlossenen Regelkreis.For an explanation, reference is made to FIG. 2, in which the combustion pressure P is plotted over the crankshaft angle ° CRK. Curve a shows the course of the combustion pressure in normal operation with spark ignition, curve b in the case of knocking combustion and curve c in HCCI operation of the internal combustion engine. The pressure peaks each have a predetermined angular distance from the top dead center TDC of the associated piston. As explained at the beginning, combustion pressure peaks according to curve c can be detected by means of a conventional knock sensor, as is used for knock control in modern internal combustion engines. In FIG. 1, a corresponding knock sensor 14 is assigned to the cylinder 3 or the combustion chamber 4, the signals of which are fed to the operating control device 13. The operating control device 13 contains a signal processing device, such as is used in knock control systems for conventional spark-ignition internal combustion engines. This signal processing device enables the current angle of the crankshaft 2 to be determined at which the combustion pressure peaks (curve c) occur. The current crankshaft angle in question is then compared with the target crankshaft angle required for optimal combustion and corrected in the event of deviations in such a way that the current ignition timing is shifted towards the optimal ignition timing. This is done by correcting parameters influencing the combustion process, preferably in a closed control loop.
Zur Erläuterung eines derartigen Regelkreises sei auf Fig. 3 Bezug genommen. Der mit „Ist" bezeichnete Block 15 enthält den aktuellen Kurbelwellenwinkel, bei dem die Verbrennungs- •druckspitze (Kurve c) aufgetreten ist. Der aktuelle Kurbelwellenwinkel wurde, wie bereits erwähnt, von dem Betriebssteuergerät 13 aus dem Signal des Klopfsensors 14 gewonnen. Der mit „Soll" bezeichnete Block 16 stellt ein im Betriebs- Steuergerät 13 abgelegtes Kennfeld dar, in dem der optimale Kurbelwellenwinkel, bei dem die Verbrennungsdruckspitze auftreten soll, d.h. der optimale Zeitpunkt der Selbstzündung, in Abhängigkeit von beispielsweise der Drehzahl und Last der Brennkraftmaschine aufgetragen ist. Der aktuelle Winkel und der Sollwinkel werden dann in einer Stufe 18 miteinander verglichen. In Abhängigkeit von einer etwaigen Differenz zwischen diesen beiden Winkeln erzeugt ein PID-Regler (Block 17) ein Stellsignal (Stufe 19) , mit dem ein oder mehrere den Verbrennungsvorgang beeinflussende Parameter so geändert wer- den, dass die Differenz in der Stufe 18 verschwindet, d.h., dass der aktuelle Zündzeitpunkt zu dem Soll-Zündzeitpunkt hin verschoben wird. Bei dem in Fig. 3 gezeigten Ausführungsbeispiel erfolgt die Korrektur des Zeitpunkts der Selbstzündung mittels eines PID- Reglers. Wie bereits eingangs erwähnt, kann jedoch auch eine andere Korrekturfunktion einschließlich einer Lern- und Adaptionsfunktion verwendet werden.To explain such a control loop, reference is made to FIG. 3. With "If" block designated 15 includes the current crankshaft angle at which the combustion • pressure peak (curve c) has occurred. The current crank angle is, as already mentioned, obtained from the operation control apparatus 13 from the signal of the knock sensor 14, the with "Desired" block 16 represents a map stored in the operating control unit 13, in which the optimal crankshaft angle at which the combustion pressure peak is to occur, ie the optimum point in time for auto-ignition, is plotted as a function of, for example, the speed and load of the internal combustion engine. The current angle and the target angle are then compared with one another in a step 18. Depending on a possible difference between these two angles, a PID controller (block 17) generates an actuating signal (stage 19) with which one or more parameters influencing the combustion process are changed so that the difference in stage 18 disappears, that is, the current ignition timing is shifted towards the target ignition timing. In the exemplary embodiment shown in FIG. 3, the instant of auto-ignition is corrected by means of a PID controller. As already mentioned at the beginning, however, another correction function including a learning and adaptation function can also be used.
Als den Verbrennungsvorgang beeinflussende Parameter kommen eine Zeitsteuerung (VVT = Variable Valve Time) und/oder eine Ventilhubverstellung (VVL = Variable Valve Lift) des Einlassund Auslassventils 8 und/oder des Abgasrückführventils 12 und/oder eine Steuerung des Einspritzventils 9 (Einfach- oder Mehrfacheinspritzung) und/oder eine Änderung des Verdichtungsverhältnisses der Brennkraftmaschine u.a. in Frage. Da die Steuerung des Verbrennungsvorganges durch derartige Parameter grundsätzlich bekannt ist, sind hierzu keine weitere Erläuterungen erforderlich. The parameters influencing the combustion process include a time control (VVT = variable valve time) and / or a valve lift adjustment (VVL = variable valve lift) of the intake and exhaust valve 8 and / or the exhaust gas recirculation valve 12 and / or a control of the injection valve 9 (single or multiple injection) ) and / or a change in the compression ratio of the internal combustion engine, among others in question. Since the control of the combustion process by means of such parameters is fundamentally known, no further explanations are required for this.

Claims

Patentansprüche claims
1. Verfahren zum Steuern des Verbrennungsvorgangs einer Brennkraftmaschine (1), die zumindest zeitweise mit kontrol- lierter Selbstzündung (HCCI) betrieben werden kann, bei welchem Verfahren während eines Betriebs mit kontrollierter Selbstzündung (HCCI) die Verbrennungsdruckspitzen in zumindest einem Brennraum (4) der Brennkraftmaschine (1) mittels eine's Klopfsensors (14) detektiert werden und den Verbren- nungsvorgang beeinflussende Parameter in Abhängigkeit von dem Signal des Klopfsensors (14) optimiert werden.1. A method for controlling the combustion process of an internal combustion engine (1) which can be operated at least temporarily with controlled auto-ignition (HCCI), in which method the combustion pressure peaks in at least one combustion chamber (4) during operation with controlled auto-ignition (HCCI) internal combustion engine can be detected (1) by an 's knock sensor (14) and the combustion process parameters influencing in response to the signal of the knock sensor (14) to be optimized.
2. Verfahren nach Anspruch 1, d a d u r c h g e k e n n z e i c h n e t, dass in Abhängigkeit von dem Signal des Klopfsensors (14) die aktuelle Winkelposition der Kurbelwelle (2) der Brennkraftmaschine (1), bei der jeweils eine Verbrennungsdruckspitze auftritt, bestimmt wird und bei einer Abweichung der aktuellen Winkelposition von einer Soll-Winkelposition die den Verbrennungsvorgang beeinflussenden Parameter so geändert •werden, dass die aktuelle Winkelposition zu der Soll- Winkelposition hin verschoben wird.2. The method according to claim 1, characterized in that, depending on the signal of the knock sensor (14), the current angular position of the crankshaft (2) of the internal combustion engine (1), in which a combustion pressure peak occurs, is determined and if the current angular position deviates • be changed from a desired angular position that the combustion process influencing parameters so that the current angular position is shifted to the desired angle position.
3. Verfahren nach Anspruch 2, d a d u r c h g e k e n n z e i c h n e t, dass die den Verbrennungsvorgang beeinflussenden Parameter mittels in einem elektronischen Betriebssteuergerät (13) abgelegten Kennfeldern (Block 16) voreingestellt und in Abhängigkeit von dem Signal des Klopfsensors (14) korrigiert wer- den.3. The method as claimed in claim 2, so that the parameters influencing the combustion process are preset using characteristic maps (block 16) stored in an electronic operating control unit (13) and corrected as a function of the signal from the knock sensor (14).
4. Verfahren nach Anspruch 3, d a d u r c h g e k e n n z e i c h n e t, dass die Korrektur der voreingestellten Parameter in einem geschlossenen Regelkreis (Fig. 3) erfolgt.4. The method as claimed in claim 3, so that the correction of the preset parameters takes place in a closed control loop (FIG. 3).
5. Verfahren nach einem der vorhergehenden Ansprüche, d a d u r c h g e k e n n z e i c h n e t, dass die den Verbrennungsvorgang beeinflussenden Parameter Stellgrößen für Aktoren eines Einlass-/Auslassventiles (7, 8) und/oder Abgasrückführventiles (12) und/oder Kraftstoff- einspritzventiles (9) und/oder zum Ändern des Verdichtungsverhältnisses der Brennkraftmaschine (1) sind.5. The method according to any one of the preceding claims, characterized in that the parameters influencing the combustion process are manipulated variables for actuators of an intake / exhaust valve (7, 8) and / or exhaust gas recirculation valve (12) and / or fuel injection valve (9) and / or for changing the compression ratio of the internal combustion engine (1) ,
6. Vorrichtung zum Steuern des Verbrennungsvorganges einer Brennkraftmaschine (1) , die zumindest zeitweise mit kontrol- lierter SelbstZündung (HCCI) betrieben werden kann, mit einem Betriebssteuergerät (13) zum Steuern des Betriebs der Brennkraftmaschine (1) und einem Klopfsensor (14), der während eines Betriebs mit kontrollierter Selbstzündung (HCCI) die Verbrennungsdruckspitzen in einem zugehörigen Brennraum (4) detektiert und dessen resultierendes Signal dem elektronischen Betriebssteuergerät (13) zugeführt wird, das in Abhängigkeit von diesem Signal die den Verbrennungsvorgang beeinflussenden Parameter der Brennkraftmaschine (1) optimiert. 6. Device for controlling the combustion process of an internal combustion engine (1), which can be operated at least temporarily with controlled auto-ignition (HCCI), with an operating control device (13) for controlling the operation of the internal combustion engine (1) and a knock sensor (14), which detects the combustion pressure peaks in an associated combustion chamber (4) during operation with controlled auto-ignition (HCCI) and whose resulting signal is fed to the electronic operating control unit (13), which, depending on this signal, optimizes the parameters of the internal combustion engine (1) that influence the combustion process ,
PCT/DE2003/002275 2002-07-24 2003-07-07 Method and device for controlling the combustion process of an hcci internal combustion engine WO2004016924A1 (en)

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