阅读说明：本技术 确定燃烧发动机在未燃烧的运行中的气缸充气量的方法 (Method for determining cylinder charge of a combustion engine during non-combustion operation ) 是由 J·福格尔桑 T·维雷格 M·皮奥伦 A·舒尔克维奇 H·施特恩贝格 N·青巴利斯特 于 2020-08-21 设计创作，主要内容包括：本发明涉及一种用于确定燃烧发动机在未燃烧的运行中的气缸充气量的方法,其中执行用于确定在燃烧的运行中的气缸充气量的方法。根据本发明设置成,在用于确定在燃烧的运行中的气缸充气量的方法中设置有取决于发动机转速和发动机载荷的修正系数,该修正系数使通过该方法在燃烧的运行中确定的值匹配于相应于未燃烧的运行的气缸充气量。本发明此外涉及一种发动机控制器以及一种计算机程序产品,以用于执行该方法。通过根据本发明的方法可改善且更有效地设计到目前为止已知的方法,尤其鉴于针对在未燃烧的运行中的气缸充气量的值相比于燃烧的运行的模型化的值的直至30%的偏差。(The invention relates to a method for determining a cylinder charge of a combustion engine in unburned operation, wherein the method for determining the cylinder charge in combustion operation is carried out. According to the invention, a correction factor is provided in the method for determining the cylinder charge during the combustion mode, which correction factor is dependent on the engine speed and the engine load and matches the value determined by the method during the combustion mode to the cylinder charge corresponding to the unburned mode. The invention further relates to an engine controller and a computer program product for carrying out the method. The method known to date can be improved and designed more efficiently by the method according to the invention, in particular in view of a deviation of the value of the cylinder charge for the unburned operation by up to 30% compared to the modeled value for the burned operation.)

1. A method for determining a cylinder charge quantity of a combustion engine in unburned operation, wherein the method for determining the cylinder charge quantity in combustion operation is carried out, characterized in that a correction factor dependent on the engine speed and the engine load is provided in the method for determining the cylinder charge quantity in combustion operation, which correction factor matches a value determined by the method in combustion operation to the cylinder charge quantity for the unburned operation.

2. The method according to claim 1, characterized in that an intake pipe pressure (p2) is used as the characteristic value for the engine load.

3. A method according to claim 1 or 2, characterized in that the combination of the correction factor into the method for determining the cylinder charge in operation of the combustion takes place depending on the state of a switch or of the respective data bit 21.

4. Method according to either of the two preceding claims, characterized in that the ramp control of the correction factor is carried out at the transition between combustion and unburned operation.

5. Method according to any of the preceding claims, characterized in that the method's charge calculation algorithm has one or more further input parameters: the position of an actuator influencing the charge, the rotational speed of the combustion engine, the intake cam position, the exhaust cam position, the charge motion valve position, at least one valve stroke, the exhaust gas temperature, the air supply temperature, the measured or modeled exhaust gas pressure downstream of the turbine and/or the ambient temperature.

6. The method according to any of the preceding claims, wherein the method supports residual gas recycling.

7. Method according to any one of the preceding claims, characterized in that the intake pipe pressure (p2) and the exhaust gas pressure (p3) are determined in the intake pipe or in the exhaust pipe by means of a pressure measurement or modelling, in particular by means of a pressure measured or modelled average value, respectively.

8. A method for controlling an internal combustion engine having at least one cylinder, wherein the method has:

the method for determining the cylinder charge in an operating mode of combustion is carried out, it is determined whether at least one cylinder is shifted into an unburned operating mode, a correction factor determined as a function of the engine speed and the engine load is combined, and the correction value for the cylinder charge is introduced into a further step of the engine control.

9. Method according to claim 8, characterized in that the adaptation of the amount of fresh air to be supplied and/or the amount of exhaust gases recirculated into the cylinder is carried out.

10. An engine controller configured to implement the method of any preceding claim.

11. A computer program product with a program code stored on a medium readable by a computer for performing the method according to any of the preceding claims.

12. An internal combustion engine having the engine controller according to claim 10.

Technical Field

The invention relates to a method for determining a cylinder charge (zylinderluflullullung) of a combustion engine in unburned operation, having the features of the preamble of patent claim 1.

Background

Unburned operation of a cylinder of a combustion engine occurs particularly in coasting operation but also when the cylinder is closed. Cylinder closing in the case of a combustion engine offers the possibility of increasing the efficiency of the internal combustion engine by reducing wall heat losses and scavenging losses. It is particularly advantageous here to reduce the exhaust gas mass flow and to increase the exhaust gas temperature by means of cylinder deactivation, which has a positive effect on the temperature maintenance (warmolten) of the exhaust gas aftertreatment device. This achieves a high exhaust gas aftertreatment efficiency.

Current exhaust gas legislation requires more and more accurate modeling of cylinder charge. The individual quantity of the cylinder charge is one of the main parameters, which influence the control of modern combustion engines in order to ensure as efficient and as optimal an exhaust gas operating mode as possible. However, all the methods known up to now for determining the cylinder charge only provide for a combustion operation in which fuel is introduced into the cylinder, so that the air-fuel mixture can subsequently be burnt.

A method of this type for determining parameters by means of a suitable model, which is introduced into the control of the combustion engine and which is monitored and optimized, is described in this way, for example, in DE 10158262 a 1. In particular, the filling of the combustion chamber of the combustion engine with the supplied gas mixture consisting of fresh air and recirculated exhaust gas is also simulated here by means of a physical-based model.

DE 10362028B 4 likewise describes a method for determining the amount of fresh gas taking into account the amount of exhaust gas recirculation, which contains a correction based on temperature.

In another model-based method, the oxygen concentration in an internal combustion engine with exhaust gas recirculation is estimated according to EP 2098710B 1, wherein the mass of air entering the cylinder and the estimate of the total gas flow entering the cylinder are taken into account as one of the main parameters.

In unburned operation, which occurs mainly during the coasting phase and in particular when the respective cylinder is switched off, scavenging (Ladungswechsel) takes place in the cylinder without the introduction of fuel and thus also without subsequent combustion. By incomplete combustion, a different charge quantity occurs in the cylinder than in the operation of combustion in the case of otherwise similar conditions. Since the previous model for the cylinder charge only models the operation of the combustion, it does not describe the exact cylinder charge in the unburned operation. The model error is also transmitted to a downstream system in the engine controller. It has been found that this can lead to deviations of the model values from the actual values of up to 30%.

However, in order to comply with the legal limits for exhaust gas emissions, precise models for the gas temperature and the component temperature in the exhaust gas system are required. For modeling the temperature, the mass flow through the cylinder, which is determined primarily by the cylinder charge, forms the main influencing factor, so that inaccuracies in determining the cylinder charge lead to inaccuracies in determining the temperature.

Disclosure of Invention

The object of the present invention is therefore to provide a method for determining the cylinder charge, by means of which the operation of the cylinder in the uncombusted state can also be simulated. Preferably, integration into existing methods should be feasible here.

Furthermore, the object of the present invention is to provide an engine controller and also an internal combustion engine (verbrennungskrafschine) having such an engine controller, which makes it possible to determine the cylinder charge quantity in a reliable and sufficiently precise manner, taking into account the uncombusted operation of the cylinders, even at the expense of time and cost in terms of ordination.

This object is achieved according to the invention by a method having the features of patent claim 1.

The invention relates to a method for determining a cylinder charge of a combustion engine in unburned operation, wherein the method for determining the cylinder charge in combustion operation is carried out. According to the invention, a correction factor is provided in the method for determining the cylinder charge during the combustion mode, which correction factor is dependent on the engine speed and the engine load and matches the value determined by the method during the combustion mode to the cylinder charge corresponding to the unburned mode.

The term cylinder charge is understood in particular within the framework of the invention to mean the amount of air present in the cylinder (in particular the air mass, the number of air particles or the like, the oxygen amount, the oxygen mass or the number of oxygen particles).

According to the invention, a value for the cylinder charge is first determined using a method based on the cylinder in operation with combustion. Many such methods for determining the cylinder charge of a cylinder in operation for combustion are known. Conventionally, the cylinder charge can be calculated from a measured or modeled intake manifold pressure (also called the boost pressure (Ladedruck), which corresponds to the pressure of the air supplied to the cylinder), an exhaust gas backpressure (also called the exhaust gas pressure, which represents the pressure of the exhaust gas in the exhaust manifold), and a model for the residual gas fraction in the cylinder.

Calculation algorithms exist in which the current position of actuators (e.g. intake and exhaust cams, charge motion valves, valve strokes and others) influencing the charge, as well as the intake air temperature and the exhaust gas temperature are also investigated. The inaccuracy of the model can be corrected by digitizing the correction range of the respective engine control software by means of the engine test stand measurement data. Ambient factors such as pressure and temperature may also have an effect on the actual and calculated cylinder charge. Ambient factors such as pressure and temperature may also be taken into account, for example, by model-based methods (as described, for example, in DE 102015210761 a 1).

Additional examples of suitable methods for determining cylinder charge during operation of combustion are set forth in more detail in the detailed description of the figures that follow.

According to the invention, the value determined by the method for determining the cylinder charge amount is multiplied by a correction factor, which, depending on the engine speed and the engine load, matches the value determined by the method in the combustion mode to the cylinder charge amount for the non-combustion mode.

In one embodiment of the invention, the intake manifold pressure is used as a characteristic value for the engine load.

Expressing in a formulaic way for the matching step according to the invention yields:

wherein

mLunbef: the amount of air in the unburned cylinder

mLbef: air mass in a burning cylinder

p 2: intake pipe pressure

Mn: rotational speed of engine

Fkorr (Mn, p 2): a correction coefficient depending on the engine speed Mn and the intake pipe pressure p 2.

It can be shown by applicants' research that unburned operation can register a dramatic effect caused by the pressure differential across the intake valve. The state "cylinder pressure > intake pipe pressure" after combustion does not occur due to incomplete combustion in the unburned operation. As a result, the engine may draw exhaust gas from the exhaust line back into the cylinder. The cylinder can thus be completely filled with residual gas, which can be pushed out again. In the case of a value for exhaust gas pressure p3, a relatively high pressure amplitude can be determined during unburned operation. Since the exhaust gases cannot be adequately expelled via the closed exhaust valve, the cylinder pressure can also rise near the end of the expulsion in unburned operation, which can ultimately result in the cylinder having a lower air requirement in a subsequent step. This influence on the determination of the cylinder charge can now be taken into account with the method according to the invention and this is incorporated in a very efficient manner into the charge calculation algorithms that have been carried out so far in operation for the combustion of the cylinders.

The method can be executed, for example, in an engine controller of an internal combustion engine, in particular in a (software) module of the engine controller. The method may be configured as a computer-implemented method. The method may be entered into the engine controller as a program, for example, during operation. To this end, the engine controller may access a memory containing instructions configured to perform a method for determining a cylinder charge amount in combustion and unburned operation.

The combination of the correction factor into the method for determining the cylinder charge during operation of the combustion can be dependent on the state of a switch or of a corresponding data Bit (Bit).

In a preferred embodiment of the invention, an integrator-controlled ramp control (Verrampung), for example, of a correction factor, is carried out during the changeover between combustion and non-combustion operation. The ramp control between the burning operation and the non-burning operation is particularly linear. The speed of ramp control may be controlled by a parameter. Ramp control may also be presented by a characteristic line or straight line equation.

The intake pipe pressure (also referred to as charging pressure) and/or the exhaust gas pressure can be determined by measurement with the aid of suitable sensors or in part also by modeling.

Besides the engine speed, the intake manifold pressure and the exhaust gas pressure can be input variables for the method according to the invention.

The charge amount calculation algorithm may be executed in a conventional engine controller not only in terms of executing the method for determining the cylinder charge amount in the combustion operation but also in the unburned operation.

The air charge calculation algorithm can be generated from a physical/heuristic model with the aid of characteristic lines and using experimentally determined data.

The charge calculation algorithm of the method may have one or more further input variables: the position of an actuator influencing the charge, the rotational speed of the combustion engine, the intake cam position, the exhaust cam position, the charge motion valve position, at least one valve stroke, the exhaust gas temperature, the air supply temperature, the measured or modeled exhaust gas pressure downstream of the turbine and/or the ambient temperature.

As a result, the charge amount calculation algorithm can derive the amount of air contained within the cylinder when the intake pipe pressure and the exhaust gas pressure are input, in the operation in which combustion is present. If an unburned operation is determined for one or more cylinders, for example during coasting operation of the combustion engine or during cylinder deactivation in the case of a low load, the air quantity determined in this way is matched with a correction factor which is stored or calculated as a characteristic value in the present engine speed and the current intake pipe pressure. The air quantity located in the cylinder at this point in time is therefore determined considerably more precisely and can be used in the subsequent control process. This makes it possible to improve the efficiency of the operation of the cylinder with subsequent combustion. As a result, however, improved exhaust gas cleaning efficiency is also achieved, since now more precise values may also contribute to more precisely detecting and controlling the temperature, the flow rate, the loading capacity of the catalyst element and further factors of the exhaust gas cleaning.

It is very advantageous here that no separate control algorithm and air quantity determination algorithm is required, but that the method according to the invention is operable on the basis of and using existing data and measuring devices.

The object of the invention is also a method for controlling an internal combustion engine having at least one cylinder, wherein the method comprises the following steps:

performing a method for determining a cylinder charge in operation of the combustion,

-determining whether at least one cylinder is shifted into unburned operation, in combination with a correction factor determined in dependence on the engine speed and the engine load, and

-introducing a correction value for the cylinder charge amount into a further step of the engine control.

The process may also optionally support residue gas recycle.

The adjustment of the amount of fresh air to be supplied and/or the amount of exhaust gas recirculated into the cylinder can be realized as an example for a further step of the engine control.

An engine controller according to the present disclosure has an input module and a processor (e.g., including hardware and/or software). The input module is configured to obtain or make available within an engine controller at least one intake pipe pressure and exhaust gas pressure and an engine speed of a cylinder of the internal combustion engine. The processor is configured to execute a charge calculation algorithm that determines a cylinder charge during operation of the combustion. The processor is furthermore configured to modify the cylinder charge quantity as a function of the engine speed and the engine load (preferably determined by the intake pipe pressure) so that a cylinder charge quantity for unburned operation can be determined. The final processor is designed to determine the fuel quantity and/or the fresh air quantity to be introduced into the cylinder during the operation in which combustion is performed again on the basis of a certain air quantity (in particular on the basis of the oxygen quantity of the determined air quantity).

The engine controller may be configured to execute or control a method according to one of the above embodiments.

An internal combustion engine according to the invention (for example comprising an otto engine, a gasoline engine, a diesel engine or a natural gas engine and optionally an additional electric motor) comprises at least one cylinder with an intake line and an exhaust line, and an engine controller according to one of the described embodiments. The engine system is designed to determine the air quantity in the cylinder and on the basis thereof to determine the fuel quantity and/or the fresh air quantity, which is ultimately introduced into the cylinder together with the air quantity for the purpose of combustion in the case of a combustion-initiated operation. The engine controller can control the fuel pump and the intake valve, for example, for this purpose.

The invention also comprises a computer program product with a program code stored on a medium readable by a computer for carrying out the method described above as being according to the invention.

Drawings

There are several possibilities to design and improve the method. Reference is first made to the claims that follow patent claim 1. Preferred embodiments of the invention are explained in more detail below with the aid of the drawings and the description dependent thereon. In the drawings:

fig. 1 shows a highly schematic representation of a flowchart of the steps for correcting the cylinder charge in a preferred embodiment of the invention.

Detailed Description

Fig. 1 shows a schematic representation of a flowchart for a correction procedure in the determination of the cylinder charge in a preferred embodiment of the invention.

Embodiments of the present invention are directed to methods and devices, in particular engine controllers, which can determine the cylinder charge or air quantity within a cylinder. The following equations, equation 1 to equation 7, describe the physical variables which are important for determining the air quantity within the cylinder in the combustion operation.

Equation 1:。

equation 2:。

equation 3:。

equation 4:。

equation 5:。

equation 6:。

equation 7:。

here, the variables appearing in the equations, i.e., equations 1 to 7, have the following meanings:

mRGres: residual gas

mRGreasp: residual gas capable of being sucked again

p 2: intake pipe pressure

mLsca: mass of scavenging air

p 3: pressure of exhaust gas

T2: temperature of air inlet pipe

T3: temperature of exhaust gas

pzyl: cylinder pressure at closing inlet valve

Tzyl: cylinder temperature at closing of inlet valve

pRG: partial pressure of residual gas

pL: air partial pressure

VAS: cylinder volume at closing of exhaust valve

VES: cylinder volume at closing inlet valve

Ra: specific gas constant

A: effective area of valve overflow

C: constant number

mL: air mass in cylinder

pu: the ambient pressure.

Equation 1 describes the amount of residual gas substantially as a function of the exhaust gas pressure p 3. Accurately detecting the residual gas quantity is a precondition for accurately determining the charging quantity of the cylinder; but are not available in a conventional manner for direct measurement by the sensing device.

The residual gas remaining in the dead volume can be calculated from the corresponding cylinder volume VAS, exhaust back pressure p3 and exhaust temperature T3 according to equation 1. In a method common in the field of otto engines, in which residual gas is recirculated internally or the residual gas quantity is swept by fresh air (Scavenging), the residual gas or fresh air between the intake pipe volume and the exhaust gas volume flows through the cylinder during the overlapping phase of the opening times of the intake and exhaust valves in the top dead center of the intake stroke. The amount of overflowed residual gas, which is recovered again into the cylinder in the further course of the intake stroke, depends essentially on the pressure ratio between the exhaust gas pressure p3 and the intake pipe pressure p2 according to equation 2.

Similarly this applies to the amount of fresh air sweeping through the cylinder in the case of a positive pressure difference between the intake pipe pressure and the exhaust gas pressure (see equation 3). (equations 4 to 7) it can be shown that the cylinder charge mL is also linearly scaled to the same extent when the intake pipe pressure p2 and the exhaust back pressure p3 are uniformly scaled.

If, for example, equations 1 to 7 are recorded with p2'= f · p2 and p3' = s · p3 instead of with p2, p3, then equation 7 yields: mL' = f · mL. The amount of air located in the cylinder at intake valve closing is therefore scaled exactly as intake pipe pressure p2 and exhaust gas pressure p 3.

Equation 1 describes the amount of residual gas at the time of exhaust valve closure. In equations 2 and 3 psi marks the throttle outflow function, which is generated as sqrt (k/(k-1) · (x 2/k-xk +1/k), where k is an adiabatic index, equation 5 starts from an approximation that there is a pressure equilibrium between the pressure in the intake pipe and the pressure in the cylinder when the intake valve is closed.

The fact that the intake pipe pressure, the exhaust gas back pressure and the cylinder charge quantity are linearly scaled in the same way is not necessarily the basis of the method for determining the air quantity within the cylinders of an internal combustion engine in the operation of combustion.

Further methods for determining the cylinder charge during operation of the combustion are also known, for example, directly or indirectly from DE 10158262 a1, EP 2098710B 1 or from DE 10362028B 4.

Fig. 1 shows a schematic representation of a module 1, which is designed to carry out a method for determining an air quantity within a cylinder according to an embodiment of the invention and which can be included, for example, in an engine control unit according to an embodiment of the invention.

The module 1 comprises an input module 3 configured to obtain at least one intake pipe pressure p2 and an engine speed Mn and further parameters important for modeling the cylinder charge in a running mLbef of combustion.

The further input variables are labeled E1, E2 and En and may include, for example, the exhaust gas pressure p3, the intake cam position and the exhaust cam position or may also include further input variables such as the intake manifold temperature and the exhaust gas temperature.

Furthermore, module 1 comprises a processor 11, which is designed to determine the cylinder charge in a combustion operating mLbef from various input variables according to a charge calculation algorithm 12.

The correction factor Fkorr is calculated by means of the computing element 14 from the engine speed Mn and the input value of the intake pipe pressure p 2. According to the invention, it is now provided that, in the detection 13 of an unburned operation of the cylinder, the value mLbef determined by the charge calculation algorithm 12 is adapted to the determined unburned state of the cylinder by including the correction factor Fkorr (for example by multiplication or division 23 of two values) and the correction value mlenbef is determined.

In a preferred embodiment, it is checked in the data Bit (Bit)21 whether there is a transition from the uncombusted operation of the cylinder to the combusted operation. In this context, it can be ascertained that a discontinuity (unsettigkeit) occurs during the transition between the two operating modes, and in the event of a determination of such a transition an integrator-controlled ramp control 22 of the correction factor Fkorr can be carried out, before the correction factor Fkorr is used in operation 23 in the calculation of mlenbef. In this way, it is possible to avoid or at least reduce discontinuities in the case of a transition from a burning operation to an unburned operation or conversely from an unburned operation to a burning operation.

List of reference numerals

1 Module

3 input module

11 processor

12 air charge calculation algorithm

13 Inquiry

14 calculating element

21 data bits

22 operation step

Operation 23

E1, E2, E3 En input variables

Mn Engine rotational speed

p2 intake pipe pressure

Fkorr correction factor

Cylinder charge of mLbef in combustion operation

Cylinder charge amount in the unburned operation of mlenbef.