CN1479005A - Working method of IC engine, especially vehicle engine - Google Patents
Working method of IC engine, especially vehicle engine Download PDFInfo
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- CN1479005A CN1479005A CNA031284442A CN03128444A CN1479005A CN 1479005 A CN1479005 A CN 1479005A CN A031284442 A CNA031284442 A CN A031284442A CN 03128444 A CN03128444 A CN 03128444A CN 1479005 A CN1479005 A CN 1479005A
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- 238000000034 method Methods 0.000 title claims abstract description 87
- 238000002485 combustion reaction Methods 0.000 claims abstract description 109
- 239000000446 fuel Substances 0.000 claims abstract description 106
- 238000002347 injection Methods 0.000 claims abstract description 90
- 239000007924 injection Substances 0.000 claims abstract description 90
- 230000008569 process Effects 0.000 claims abstract description 30
- 239000000567 combustion gas Substances 0.000 claims description 110
- 238000006243 chemical reaction Methods 0.000 claims description 72
- 238000010304 firing Methods 0.000 claims description 39
- 230000008859 change Effects 0.000 claims description 35
- 238000012546 transfer Methods 0.000 claims description 16
- 230000008676 import Effects 0.000 claims description 6
- 238000004590 computer program Methods 0.000 claims description 4
- 239000007788 liquid Substances 0.000 abstract 1
- 239000000295 fuel oil Substances 0.000 description 17
- 238000002360 preparation method Methods 0.000 description 11
- 230000007704 transition Effects 0.000 description 7
- 230000006872 improvement Effects 0.000 description 6
- 239000003921 oil Substances 0.000 description 6
- 230000007423 decrease Effects 0.000 description 3
- 239000007789 gas Substances 0.000 description 3
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- 230000008901 benefit Effects 0.000 description 1
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- 230000003197 catalytic effect Effects 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
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- 239000002737 fuel gas Substances 0.000 description 1
- 239000003502 gasoline Substances 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 239000001294 propane Substances 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
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- 238000012552 review Methods 0.000 description 1
- 239000011435 rock Substances 0.000 description 1
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Classifications
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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
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
- F02D19/0639—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels
- F02D19/0642—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels at least one fuel being gaseous, the other fuels being gaseous or liquid at standard conditions
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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
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
- F02D19/0602—Control of components of the fuel supply system
- F02D19/0607—Control of components of the fuel supply system to adjust the fuel mass or volume flow
- F02D19/061—Control of components of the fuel supply system to adjust the fuel mass or volume flow by controlling fuel injectors
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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
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
- F02D19/0663—Details on the fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
- F02D19/0686—Injectors
- F02D19/0692—Arrangement of multiple injectors per combustion chamber
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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
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
- F02D19/08—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
- F02D19/081—Adjusting the fuel composition or mixing ratio; Transitioning from one fuel to the other
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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
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
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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
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D41/0027—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures the fuel being gaseous
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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
- F02D2250/00—Engine control related to specific problems or objectives
- F02D2250/18—Control of the engine output torque
- F02D2250/21—Control of the engine output torque during a transition between engine operation modes or states
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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
- F02D37/00—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for
- F02D37/02—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for one of the functions being ignition
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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
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/008—Controlling each cylinder individually
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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
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/12—Introducing corrections for particular operating conditions for deceleration
- F02D41/123—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off
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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
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1497—With detection of the mechanical response of the engine
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- 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
- Y02T10/30—Use of alternative fuels, e.g. biofuels
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Oil, Petroleum & Natural Gas (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
An operating process for a combustion engine, especially for a motor vehicle, which can switch between gaseous and liquid fuel injection systems prevents changes in torque during fuel switching by influencing the operational parameters during the changeover. Independent claims are also included for the following: (a) a combustion engine, especially for a motor vehicle as above; (b) a computer command program for the above;and (c) a control unit for the combustion engine .
Description
Technical field
The present invention relates to a kind of method of work, especially the method for work of car combustion engine as claim 1 internal-combustion engine as described in the preamble.The invention still further relates to a kind of corresponding internal combustion engine control gear and a kind of corresponding internal combustion engine.
Background technique
Car combustion engine by two kinds of different fuel work of the known usefulness of DE 199 22 748 A1.Conversion between two kinds of fuel is carried out according to the discharging that is produced.Particularly can reduce emission of harmful substances by this conversion.
In DE 199 22 748 A1, only considered the discharging of internal-combustion engine.By other performance of internal-combustion engine that the conversion between different fuel types farthest influences, in this piece prior art document, do not consider.
Summary of the invention
Task of the present invention provides a kind of method for operating internal combustion engine, and especially the method for work of car combustion engine can easily be implemented the conversion of internal-combustion engine between the different fuel kind by this method, particularly to internal-combustion engine without any influence.
This task is achieved in that by the running parameter that influences internal-combustion engine by the present invention in the described method of beginning avoids engine torque to change in transfer process as far as possible.
According to the present invention, can not produce change in torque when internal-combustion engine is changed basically or can not produce the moment of torsion sudden change between the different fuel kind.Therefore this conversion can not influence the especially tranquil running of performance of internal-combustion engine.Thereby this conversion particularly between the different fuel kind can not cause impact etc. and can not produce any negative effect to the automobile running performance.
In advantageous modification of the present invention, the conversion moment and/or air mass flow and firing angle and/or air fuel ratio are influenced.
Particularly advantageous is that cylinder of internal-combustion engine in chronological sequence order is changed.Therefore make because of changing the possible change in torque that itself causes and be distributed in the different moment.Thereby make the much smaller and in chronological sequence appearance of each change in torque.Integral body makes the internal-combustion torque curve farthest keep equal like this.
In the particularly advantageous design proposal of another kind of the present invention, conversion is carried out in the process that slides (Schiebebetrieb) of internal-combustion engine.Thisly slide that the driver does not have accelerator pedal when for example appearing at automobile downhill, automotive transmission is not thrown off.This sliding also can produce when automobile runs into red light.In this case, the driver is accelerator pedal not usually, and speed changer is not thrown off equally.This existed or sliding of being intended to produce, according to the present invention, conversion or conversely between a kind of fuel injection and a kind of combustion gas input.In the process of sliding, this conversion to engine torque without any influence.Thereby change in torque can not occur or the moment of torsion sudden change can not occur.
In addition, particularly preferably be and in transfer process, influence air-flow and firing angle.Can in a transfer process, avoid in this way producing appearance sudden change between the moment of torsion at moment of torsion that fuel injection produces and combustion gas input.Here, the delay adjustment that already present moment of torsion raises by firing angle in fuel injection processes compensates.Realize finally that thus internal-combustion torque keeps constant as far as possible in whole transfer process.
Another kind of preferred version is, be transformed into from fuel injection the combustion gas input or conversely after, curvilinerar figure ground disconnects or connects the combustion gas input.The influence that can make the fuel oil wall film that forms by this measure in intake lines of combustion engines connects or disconnects the combustion gas input by curvilinerar figure and is compensated.
At last, be preferably in the transfer process or after conversion, change air fuel ratio.Especially can when the internal-combustion engine full load, carry out the conversion of input from the fuel injection to the combustion gas in this way.In this case, after conversion the air fuel ratio of combustion gas input is changed into " dense ", so that improve moment of torsion thus, moment of torsion keeps equating in the whole transfer process thereby integral body is implemented in.
Further feature of the present invention, application scheme and advantage are provided by following description to the embodiment of the invention shown in the accompanying drawing.Described herein and all features itself or combination in any that illustrate all are themes of the present invention, and irrelevant with the content of claim and each dependent claims, have nothing to do with their form and the description of specification and accompanying drawing.
Description of drawings
Fig. 1 is an embodiment's of an internal-combustion engine of the present invention schematic block diagram,
Fig. 2 is the time plot of working parameter for internal combustion engine shown in Figure 1,
Fig. 3 is according to control of the present invention and/or regulates method embodiment's flow chart of internal-combustion engine shown in Figure 1,
Fig. 4 is the flow chart of the part in the method shown in Figure 3,
Fig. 5 a and 5b are the time plots of working parameter for internal combustion engine shown in Figure 1,
Fig. 6 is the time plot of the running parameter of internal-combustion engine shown in Figure 1 in the improvement project of method shown in Figure 3,
Fig. 7 is the time plot of the running parameter of internal-combustion engine shown in Figure 1 in the improvement project of method shown in Figure 3,
Fig. 8 is according to control of the present invention and/or regulates method embodiment's flow chart of internal-combustion engine shown in Figure 1.
Figure 1 illustrates a car combustion engine 10, wherein piston 11 can move back and forth in cylinder 12.Cylinder 12 has a firing chamber 13, and this firing chamber is limited by piston 11, an intake valve 14 and an exhaust valve 15.A suction tude 16 links to each other with intake valve 14, and an outlet pipe 17 links to each other with exhaust valve 15.Firing chamber 13 also has a spark plug 18.
In suction tude 16, settled a closure 19, can be by this closure to firing chamber 13 input airs.The air mass flow of input is relevant with the aperture of closure 19.In outlet pipe 17, comprise a catalytic converter 20.
Between closure 19 and the intake valve 14, two oil nozzles 21,22 are arranged in the suction tude 16.First oil nozzle 21 is used for especially gasoline of injected fuel.Second oil nozzle 22 is used to spray combustion gas especially propane or rock gas.
In order to control and/or regulate internal-combustion engine 10, a control gear 23 is arranged.A plurality of input signals 24 corresponding to the running parameter of internal-combustion engine 10 are input to this control gear 23.Here for example can be the revolution of internal-combustion engine 10, temperature of cylinder 12 or the like.Control gear 23 produces a plurality of output signals 25 according to input signal 24.Influence the function of internal-combustion engine 10 by these output signals 25.Like this, just can regulate for example spark plug 18 according to output signal 25, its time of ignition especially, perhaps oil nozzle 21,22, and especially its injection beginning is constantly and injection time, perhaps aperture of closure 19 or the like.
In order to control and/or regulate internal-combustion engine 10, control gear 23 has a computer program.This computer program has the programming instruction that much is suitable for implementing below the method that will describe in detail.In order to implement, a computer is arranged in control gear 23, it has for example flash memory of an electronic storage medium, has stored aforementioned calculation machine program in this storage medium.
When internal-combustion engine 10 work, can be from being transformed into through oil nozzle 21 injected fuel through oil nozzle 22 input combustion gas.Correspondingly, also can change back injected fuel from the input combustion gas.
Fuel oil has different combustion values usually with combustion gas.If this has caused not having special measure will produce the moment of torsion sudden change of internal-combustion engine 10 from injected fuel to input combustion gas conversion or conversely the time.In addition, the combustion gas of input has bigger volume than the fuel oil that sprays.This combustion gas that causes having the more air flow to be imported in suction tude 16 is pushed.Therefore be transformed into the input combustion gas from injected fuel and conversely the time, the air inlet of the firing chamber 13 of internal-combustion engine 10 reduces.This also causes the sudden change of the moment of torsion of internal-combustion engine 10.
The invention provides a kind of method, avoided largely in conversion from injected fuel to the input combustion gas or the moment of torsion sudden change of internal-combustion engine 10 conversely the time by this method.
First kind of embodiment of the method according to this invention is shown in Figure 2.There is shown each cylinder Z1 of a four-cylinder internal combustion engine, Z2, Z3, the relation of the fuel injection of Z4 and combustion gas input and time t.Fuel injection represents that with solid line the combustion gas input dots.
Require to be transformed into the combustion gas input at moment UA from fuel injection.As can be seen from Figure 2,, stop fuel injection, begin to cylinder Z1 input combustion gas at synchronization to cylinder Z1 at moment UA.Behind T1 after a while, cylinder Z2 is carried out same conversion.Behind T1 after a while, cylinder Z3 is carried out same conversion again.At last, behind T1 after a while, cylinder Z4 is carried out same conversion again.
Therefore, behind moment UA in three time period T1 with whole four cylinder Z1, Z2, Z3, Z4 have been transformed into the combustion gas input from fuel injection.By like this to each cylinder Z1 of four-cylinder internal combustion engine 10, Z2, Z3, Z4 in chronological sequence changes, the moment of torsion of internal-combustion engine 10 has only very little sudden change in whole transfer process.
It is given in advance that time period T1 can be used as fixed value.Here, can this value be transferred to a value that makes fuel injection be transformed into the torque ripple minimum that is produced in the combustion gas input process by test.Also can for example the temperature of cylinder 12 or the revolution of internal-combustion engine 10 change this time period T1 according to the running parameter of internal-combustion engine.
Correspondingly also can use from the combustion gas input to the process of fuel injection conversion by the described method of Fig. 2.
Fig. 3 shows according to of the present invention and is used to make internal-combustion engine 10 to be transformed into combustion gas input or method conversely from fuel injection.As described below, in this method, each cylinder of internal-combustion engine 10 is in chronological sequence changed.Method shown in Figure 3 is consistent with time graph shown in Figure 2.
But be noted that all cylinders whiles or at least almost conversion simultaneously that in method shown in Figure 3, also can make internal-combustion engine 10.To no longer describing in detail below this, but by the described method of Fig. 3 is side by side carried out just can realizing this point at an easy rate to each cylinder of internal-combustion engine 10 is approximate.
Method shown in Figure 3 is with square frame 30 beginnings, and whether inquiry has the conversion requirement in square frame 31 subsequently.Here can be one from fuel injection to the conversion of combustion gas input require or also can be conversely from the combustion gas input to fuel-injected conversion requirement.
If, then preparation and carry out the conversion of first cylinder of desirable internal-combustion engine 10 in square frame 32.This point below will further describe in detail by Figure 4 and 5.
Whether inquiry has passed through time period T1 in square frame 33.If not, then continue preparation and change by square frame 32.And if time period T1 is over and done with, then no longer continues preparation and change first cylinder immediately.
Time period T1 in the time period T1 corresponding diagram 2.Therefore by inquiring that 33 realize that the conversion of first cylinder of internal-combustion engine 10 is carried out at the latest in any case after transit time section T1.
Preparation and carry out the conversion of second cylinder of internal-combustion engine 10 in ensuing square frame 34.Whether review time section T1 reaches once more in ensuing inquiry.If not, then just like top first cylinder in conjunction with internal-combustion engine 10 described-continue preparation and carry out second cylinder by square frame 34.And if time period T1 has reached, then second cylinder no longer continues preparation but conversion immediately through square frame 34.
According to shown in Figure 3, this method is carried out successively to all cylinders of internal-combustion engine 10.At last, this method finishes with square frame 35 after last cylinder conversion of internal-combustion engine 10.
Therefore, in method shown in Figure 3, four-cylinder internal combustion engine is transformed into combustion gas input or conversely from fuel injection in four time period T1.One of square frame 32,34 grades work in each of four time period T1, and the cylinder of internal-combustion engine 10 prepares conversion successively and changes then thus.If the conversion endurance of a cylinder of preparation is oversize, then realize when front air cylinder just conversion after transit time section T1 under any circumstance by square frame 33 grades and supervision subsequently thereof.
By the conversion in square frame 32 and 34 preparation, the moment of torsion sudden change when being implemented in single cylinder conversion is far smaller than the situation that does not have above-mentioned preparation.In a word, avoided internal-combustion engine 10 to be transformed into combustion gas input or the sudden change conversely the time thus from fuel injection.
Fig. 4 shows a kind of prepare and the carry out conversion of input from the fuel injection to the combustion gas or method conversely.So method shown in Figure 4 for example can be distinguished the square frame 32,34 in the alternate figures 3 etc.
By Fig. 5 a and 5b method shown in Figure 4 is described below.Should be pointed out that Fig. 4,5a and 5b only are meant a cylinder of internal-combustion engine 10.
A cylinder by internal-combustion engine 10 is transformed into combustion gas input or conversely from fuel injection, then according to shown in Figure 4, and the air inflow of determining cylinder when fuel injection in square frame 41.Correspondingly, the air inflow of determining cylinder when combustion gas is imported in square frame 42.For these two calculating, can consider model, the especially model of firing chamber 13 suck air/fuel mixture or air/fuel gas mixture of internal-combustion engine 10.
In square frame 43, obtain the moment of torsion that cylinder intake is produced when fuel injection.Correspondingly, in square frame 44, obtain when combustion gas is imported moment of torsion by cylinder intake produced.Square frame 43 and two calculating of 44 can be undertaken by modeling again.
Whether the moment of torsion that produces according to square frame 43 when checking in fuel injection in ensuing square frame 45 equals when combustion gas import the moment of torsion according to square frame 44 generations.If not, then proceed method shown in Figure 4 with square frame 46.
On the contrary, if equal with the moment of torsion when combustion gas is imported when fuel injection, then proceed this method with square frame 47.Here, square frame 46 and 47 depends on from fuel injection and is transformed into combustion gas input or conversely.
At first internal-combustion engine 10 is described in detail in detail below and is converted to the combustion gas input from fuel injection by Fig. 5 a.
In Fig. 5 a, show the delay adjustment of air mass flow LS, firing angle ZW of the aperture DKW of closure 19, the closure 19 of flowing through and injection signal TIK and the injection signal TIG of combustion gas and the relation of time t of fuel oil respectively.
When being transformed into the combustion gas input from fuel injection, can make moment of torsion sport a less torque value during without any counter-measure.This is because because calorific value when adopting combustion gas under the situation that keeps the constant aperture DKW of closure 19 and less air inlet amount, the combustion gas just moment of torsion than the fuel oil generation is little.
Require internal-combustion engine 10 to be transformed into the combustion gas input at moment UA from fuel injection.According to Fig. 5 a, in these closure 19 unlatchings constantly, thereby aperture DKW raises suddenly.The result is, the more air closure 19 of flowing through causes the air mass flow LS that arrives the firing chamber slowly to rise.Thisly slowly rise to be to cause from closure 19 distance that 13 must process to the firing chamber by air.
According to Fig. 5 a,, and do not import combustion gas in moment UA injected fuel.This by injection signal TIK and TIG as can be seen.Because fuel injection and air mass flow increase raise corresponding cylinder torque.And the moment of torsion that should raise is by the delay compensation of firing angle ZW.The trend of firing angle ZW in Fig. 5 a as can be seen.
The delay of the variation of the aperture DKW of above-mentioned closure 19 and firing angle ZW is adjusted in Fig. 4 square frame 46 to be carried out.Change accordingly when in square frame 41 and 43, calculating cylinder intake and calculating the moment of torsion that produces and take in.Correspondingly, in square frame 42 and 44, the combustion gas air inlet is also considered the variation of closure 19 aperture DKW.
Yet, should point out, in square frame 42 and 44, do not consider the delay adjustment of firing angle ZW.
The result is as previously mentioned, to keep equal by the moment of torsion that fuel injection produced is basic owing to the delay adjustment of firing angle ZW.But the moment of torsion that in square frame 42 and 44 the combustion gas input is calculated is because the aperture DKW of closure 19 changes and slowly rising.The reason of this rising is not consider the delay adjustment of firing angle ZW-as previously mentioned in square frame 42 and 44.
Therefore, in square frame 45, the moment of torsion that calculates through square frame 42 and 44 for combustion gas input slowly is close to the moment of torsion that calculates through square frame 41 and 44 of the current existence of fuel injection.As previously mentioned, this near continuing through square frame 46 until the current moment of torsion that is produced by fuel injection equals the moment of torsion that combustion gas input calculates.If as previously mentioned, method shown in Figure 4 continues with square frame 47.
In square frame 47, carry out the conversion of real input from the fuel injection to the combustion gas.This is corresponding to the moment U among Fig. 5 a.At this moment U, shown in Fig. 5 a, finish fuel injection according to injection signal TIK on the one hand, begin the combustion gas input according to injection signal TIG on the other hand.Simultaneously, cancel the delay adjustment of firing angle ZW again, firing angle ZW is transferred to concerning the combustion gas input value corresponding to current air mass flow LS at moment U.This moment, air mass flow LS was because air is subjected to the extruding of combustion gas and slightly decline.Thereby EOC from injected fuel to the input combustion gas.
Illustrated among Fig. 5 b from combustion gas and be input to the fuel-injected conversion.Signal shown in Fig. 5 b is corresponding to the signal shown in Fig. 5 a.The result that the method for Fig. 5 b produces is identical with Fig. 4.
For being input to fuel-injected conversion from combustion gas, square frame shown in Figure 4 41 to 45 carries out with aforesaid same way as.The moment UA that occurs previously shows in Fig. 5 b equally.
When combustion gas input is transformed into fuel injection, if will suddenly change to a bigger moment of torsion without any counter-measure.Its reason is, under the constant situation of closure 19 aperture DKW, fuel oil produces higher moment of torsion than combustion gas.
In square frame shown in Figure 4 46, in order to prepare real conversion, calculate the delay adjustment of desired firing angle ZW, so that under current air mass flow LS, will be reduced to the current torque value that in fact produces by the moment of torsion that fuel injection produces by the combustion gas input.If calculate this delay adjustment of firing angle ZW, then carry out real being input to the fuel-injected conversion from combustion gas at moment U.The result is to continue method shown in Figure 4 in square frame 47.
According to Fig. 5 b, thereby in square frame 47, finish the combustion gas input according to injection signal TIG on the one hand, begin fuel injection according to injection signal TIK on the other hand at moment U.Simultaneously, reduce the aperture DKW of closure 19 suddenly.The result is that air mass flow LS slowly descends.This decline be again since air from closure 19 to the firing chamber 13 must process distance cause.
As mentioned above, fuel injection causes with the air mass flow LS of current existence according to injection signal TIK and sports a bigger moment of torsion.This point is by postponing to adjust compensation with firing angle backward according to the calculating in the front square frame 46.
The delay adjustment of this firing angle ZW is return subsequently more lentamente, reduces with the roughly the same mode of air mass flow LS specifically.After the certain hour section, the moment of torsion that produces when the moment of torsion that the numerical value of air mass flow LS and firing angle ZW produces when making fuel injection is imported with the front combustion gas is identical.Therefore be input to the fuel-injected EOC from combustion gas.
The conversion of the input from the fuel injection to the combustion gas that the front is described by Fig. 3 to 5 and can almost completely avoid moment of torsion sudden change in this transfer process conversely.Thereby the moment of torsion trend almost keeps constant in this transfer process.Thereby all is like this to each cylinder to entire internal combustion engine 10.
To point out also that here each cylinder of internal-combustion engine 10 not only can resemble in conjunction with conversion successively as shown in Figure 2, and almost conversion simultaneously of all cylinders that can internal-combustion engine 10.Even realized in the transfer process of a kind of so almost while, also can making moment of torsion when changing, almost not change or fluctuation by the method shown in Fig. 3 to 5.
The improvement project of Fig. 2 to 5 illustrated embodiment has been shown among Fig. 6.Fig. 6 shows injection signal TIG and the fuel-injected injection signal TIK and the time relation of combustion gas input.In addition, be converted to fuel injection at conversion moment U from the combustion gas input.As shown in Figure 6, internal-combustion engine 10 usefulness combustion gas are worked before conversion moment U.Only just connect fuel injection suddenly according to injection signal TIK shown in Figure 6 at conversion moment U.
Shown in Fig. 5 b, U not only connects fuel injection suddenly in the conversion moment, and interrupts the combustion gas input suddenly, different with it is, in Fig. 6, not end-stop combustion gas input at conversion moment U according to injection signal TIG, but drop to zero constantly the U curve from conversion.
By importing and can realize according to this curve reduction combustion gas of the injection signal TIG among Fig. 6 after the U constantly in conversion:
Internal-combustion engine 10 with the fuel oil working procedure in, on the inwall of suction tude 16, form so-called wall film.Make fuel oil be stored in suction tude 16 inside by this wall film.When internal-combustion engine 10 was worked with combustion gas, this wall film reduced again and no longer exists.Be converted to the fuel injection processes from the combustion gas input at internal-combustion engine 10 subsequently, the wall film must rebulid.Just this means that fuel oil at first is deposited on the inwall of suction tude 16 after being converted to fuel injection.Therefore, stay these fuel oils in the suction tude 16 not at the fuel-air mixture that enters into combustion chambers of internal combustion engines 13.
This point compensates like this in improvement project shown in Figure 6: combustion gas is not suddenly to end according to injection signal TIG, but as mentioned above, curve ground drops to zero.Compensated owing to set up the fuel oil that the wall film loses by this curvilinerar figure decline.That is, and then conversion also has certain hour input combustion gas after the U constantly, so that those fuel oils that compensation is lost in setting up the wall film.
If, then rethink the wall film that just reducing this moment in this later moment in the later moment gas input of again fuel injection conversion being strile-backd.This by suddenly ending fuel injection in this later moment but be not suddenly connect the combustion gas input but curve carry out the transition to its on-state and realize.Reduce combustion gas by when beginning in this way and import the wall film fuel oil in the firing chamber 13 of being input to that compensates minimizing.
Therefore in improvement project shown in Figure 6, foundation and minimizing fuel oil wall film are walked always to compensate by the response curve of connection and termination combustion gas input.Here curve trend can be calculated by the model that is used to set up and reduce the wall film and obtain.By considering to have avoided the torque ripple even the sudden change of internal-combustion engine 10 at the conversion of input from the fuel injection to the combustion gas or the fuel oil wall film in the process conversely.
Fig. 7 shows the replacement scheme of method shown in Figure 6 with time graph.In Fig. 7, the injection signal TIG of combustion gas input and the relation of fuel-injected injection signal TIK and time t have been represented once more.Show conversion U constantly equally.
As can be seen from Figure 7, be that the slope shape of the injection signal TIG of combustion gas input is interrupted and the slope shape connection of fuel-injected injection signal TIK after moment U.In this way, realization is imported at leisure from combustion gas but is carried out the transition to fuel injection constantly.The wall film is set up more lentamente thus, thereby the moment of torsion that as much as possible internal-combustion engine 10 is produced is without any influence.
Similarly, also can carry out the transition to the combustion gas input from fuel injection in slope shape ground.Also the transition by slowly realizes in this case, thereby the minimizing of wall film can not cause moment of torsion sudden change or fluctuation.
What improvement project shown in Figure 7 was different with Fig. 6 is not require that the modelling of wall film is calculated.The substitute is from the fuel injection to the combustion gas transition of input or be to be undertaken conversely by simple ramp function.
The another kind of design proposal of said method is, not only influences air mass flow LS and firing angle ZW, as described in conjunction with Fig. 5 a and 5b, but also changes air fuel ratio (Lambda).
If internal-combustion engine 10 for example is transformed into the combustion gas input from fuel injection when full load, then should conversion realize not too easily, because the efficient of combustion gas is lower than fuel oil usually.Because this lower efficient not too is easy to generate the moment of torsion that is produced with fuel injection under full load when combustion gas is imported.But can realize by the combustion gas input is changed air fuel ratio.
Therefore can select " dense " air fuel ratio, for example Lambda=0.9 for the combustion gas input.Produce a higher moment of torsion for the combustion gas input thus.Can firing angle be adjusted to " preceding " in addition by this measure in addition, moment of torsion is increased.Therefore, generally speaking can be implemented in the conversion of input from the fuel injection to the combustion gas under the full load by changing air fuel ratio.
Figure 8 illustrates the flow chart of a kind of method that is used to control and/or regulate internal-combustion engine 10.Can make internal-combustion engine 10 be transformed into the combustion gas input or carry out the transition to fuel injection from the combustion gas input conversely by method shown in Figure 8 from fuel injection.
Whether method shown in Figure 8 exists the conversion requirement in square frame 81 checks subsequently with square frame 80 beginnings.If not, then finish method shown in Figure 8.On the contrary, if there is the conversion requirement, then continue this method with square frame 82.
Check in square frame 82 whether internal-combustion engine 10 is in a kind of being commonly called is slided or slide flame-out working state.This sliding when for example appearing at automobile downhill, be in effective the connection between automotive wheel and the car combustion engine 10, particularly automotive transmission is not thrown off, in car combustion engine 10, do not import fuel oil and combustion gas, particularly the driver does not step on the throttle, and internal-combustion engine 10 do not drive automobile, but internal-combustion engine 10 is because descending and driving voluntarily.
The check of square frame 82 is undertaken by control gear 23.For this reason, the corresponding input signal 24 of control gear 23 check internal-combustion engines 10 or affiliated automobile.If control gear 23 identifies to exist and slides, then carry out the transition to square frame 83.
The conversion that internal-combustion engine 10 is checked out according to square frame 81 in square frame 83 requires to change.Just, in square frame 83 or from fuel injection, be transformed into the combustion gas input or be transformed into fuel injection from the combustion gas input conversely.At this moment, conversion is preferably carried out suddenly, but also can ramp type or curvilinerar figure carry out.All cylinders of internal-combustion engine 10 can almost be changed simultaneously, and perhaps the cylinder of internal-combustion engine 10 also can successively be changed, as shown in Figure 2.
Owing to exist and to slide, the moment of torsion that the conversion of carrying out in square frame 83 produces internal-combustion engine is without any influence.In the transfer process of in square frame 83, carrying out also without any torque ripple or moment of torsion sudden change.
If in square frame 82, determine that by control gear 23 current existence slide, then the check of square frame 82 proceed up to identify one slide till.In case identify a kind of like this sliding by control gear 23, then carry out the conversion of requirement.
In case of necessity, can under above-mentioned last a kind of situation, just in square frame 82, not identify the situation of sliding yet, then preferably trigger a kind of like this sliding.This can for example realize by once sliding when running into red light at least momently.When running into red light, the driver does not step on the gas usually.Therefore there is not fuel injection or combustion gas input.Automobile travels similar with descending to red light in addition.At least the short time can be converted at vehicle traveling process and slide, thereby is converted to the combustion gas input or is converted to fuel injection from the combustion gas input conversely from fuel injection in this process that slides.
Claims (16)
1. internal-combustion engine (10) method of work of car combustion engine especially, described internal-combustion engine has a firing chamber (13), can be to this firing chamber injected fuel and/or input combustion gas, wherein between fuel injection and combustion gas input, change, it is characterized in that, farthest avoid the change in torque of internal-combustion engine in the transfer process (10) by the running parameter that influences internal-combustion engine (10).
2. method according to claim 1 is characterized in that, the influence conversion moment and/or air mass flow (LS) and firing angle (ZW) and/or air fuel ratio.
3. method according to claim 1 and 2 is characterized in that, the cylinder of internal-combustion engine (10) (Z1, Z2, Z3, Z4) in chronological sequence conversion (Fig. 2).
4. method according to claim 3 is characterized in that, each cylinder (Z1, Z2, Z3, Z4) conversion between time period (T1) especially can predesignate according to the running parameter of internal-combustion engine (10).
5. method according to claim 1 and 2 is characterized in that, conversion is slided at internal-combustion engine (10) and carried out (Fig. 8) in the process.
6. method according to claim 5 is characterized in that, produces a coasting mode.
7. according to claim 5 or 6 described methods, it is characterized in that cylinder is in chronological sequence changed.
8. according to the described method of one of aforementioned claim, it is characterized in that, from fuel injection to combustion gas when conversion input, closure (19) is opened or is increased air mass flow (LS) and firing angle (ZW) is postponed adjustment backward before conversion, makes the moment of torsion of internal-combustion engine (10) keep roughly that equal (Fig. 5 a).
9. according to the described method of one of aforementioned claim, it is characterized in that, import when fuel injection is changed from combustion gas, closure (19) is closed or is reduced air mass flow (LS) and firing angle (ZW) is postponed adjustment backward after conversion, makes the moment of torsion of internal-combustion engine (10) roughly keep equal (Fig. 5 b).
10. according to the described method of one of aforementioned claim, it is characterized in that import when fuel injection is changed from combustion gas, curvilinerar figure is interrupted combustion gas input (Fig. 6) after conversion.
11. according to the described method of one of aforementioned claim, it is characterized in that, from fuel injection to combustion gas when conversion input, curvilinerar figure is connected the combustion gas input after conversion.
12. according to the described method of one of aforementioned claim, it is characterized in that, be preferably the combustion gas input and change air fuel ratio.
13. computer program has the programming instruction that is suitable for implementing one of aforementioned claim when moving on computers.
14. computer program according to claim 13 is characterized in that, it is stored on the electric storage medium, especially on flash memory.
15. be used for the especially control gear of car combustion engine (23) of internal-combustion engine (10), wherein internal-combustion engine (10) has a firing chamber (13), can be to this firing chamber injected fuel and/or input combustion gas, wherein can between fuel injection and combustion gas input, change by control gear (23), it is characterized in that, farthest avoid the change in torque of internal-combustion engine in the transfer process (10) by control gear (23) by the running parameter that influences internal-combustion engine (10).
16. be particularly useful for the internal-combustion engine of automobile, has a firing chamber (13), can be to this firing chamber injected fuel and/or input combustion gas, also has a control gear (23), can between fuel injection and combustion gas input, change by this control gear (23), it is characterized in that, farthest avoid the change in torque of internal-combustion engine in the transfer process (10) by control gear (23) by the running parameter that influences internal-combustion engine (10).
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE10239397A DE10239397B4 (en) | 2002-08-28 | 2002-08-28 | Method for operating an internal combustion engine, in particular of a motor vehicle |
| DE10239397.4 | 2002-08-28 |
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| Publication Number | Publication Date |
|---|---|
| CN1479005A true CN1479005A (en) | 2004-03-03 |
| CN100387818C CN100387818C (en) | 2008-05-14 |
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| Application Number | Title | Priority Date | Filing Date |
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| CNB031284442A Expired - Fee Related CN100387818C (en) | 2002-08-28 | 2003-04-28 | Working method of IC engine, especially vehicle engine |
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| Country | Link |
|---|---|
| CN (1) | CN100387818C (en) |
| DE (1) | DE10239397B4 (en) |
| IT (1) | ITMI20031666A1 (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101963113A (en) * | 2009-07-23 | 2011-02-02 | 福特环球技术公司 | Motor and controlling method thereof |
| CN102656353A (en) * | 2010-03-19 | 2012-09-05 | 丰田自动车株式会社 | Control device for internal combustion engine |
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| US7270089B2 (en) | 2003-06-11 | 2007-09-18 | Clean Air Power, Inc. | Method and apparatus for controlling transition between operating modes in a multimode engine |
| GB2402754A (en) * | 2003-06-11 | 2004-12-15 | Clean Air Partners Inc | A method of operating a dual fuel internal combustion engine |
| JP4506613B2 (en) * | 2004-11-12 | 2010-07-21 | マツダ株式会社 | Powertrain control device |
| DE102004061246B4 (en) * | 2004-12-20 | 2016-05-04 | Robert Bosch Gmbh | Circuit arrangement for a plurality of groups of fuel injection devices of an internal combustion engine |
| JP4127295B2 (en) | 2006-06-07 | 2008-07-30 | トヨタ自動車株式会社 | Throttle valve control device for internal combustion engine |
| DE102008041689B4 (en) | 2008-08-29 | 2019-07-25 | Robert Bosch Gmbh | Method and engine control unit for adapting vaporization parameters of a fuel in a dual injection system |
| DE102009053424A1 (en) * | 2009-11-19 | 2011-05-26 | Fev Motorentechnik Gmbh | Method for operating an injection system |
| JP5557094B2 (en) | 2010-05-18 | 2014-07-23 | スズキ株式会社 | Fuel supply device for internal combustion engine |
| KR20120024293A (en) * | 2010-09-06 | 2012-03-14 | 콘티넨탈 오토모티브 시스템 주식회사 | Method for controlling dual injection, and apparatus applied to the same |
| JP5813483B2 (en) | 2011-11-30 | 2015-11-17 | 愛三工業株式会社 | Fuel supply control device for bi-fuel internal combustion engine and fuel switching method in bi-fuel internal combustion engine |
| DE102013213440B4 (en) | 2013-07-09 | 2016-03-31 | Volkswagen Aktiengesellschaft | Method and device for operating an internal combustion engine in start-stop mode, engine control unit and motor vehicle |
| DE102015209392B4 (en) * | 2015-05-22 | 2018-10-04 | Continental Automotive Gmbh | Method for controlling a switching process of a valve and control unit |
| CN114183254B (en) * | 2021-12-18 | 2023-09-29 | 中国船舶重工集团公司第七0三研究所 | Fuel switching control method for dual-fuel gas turbine |
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| JPS5696129A (en) * | 1979-12-28 | 1981-08-04 | Nissan Motor Co Ltd | Fuel feeder for car mounting automatic speed change gear |
| DE4416611A1 (en) * | 1994-05-11 | 1995-11-16 | Bosch Gmbh Robert | Method and device for controlling an internal combustion engine |
| CN2334881Y (en) * | 1998-04-01 | 1999-08-25 | 石油勘探开发科学研究院机械研究所 | Gas-diesel double-fuel supply device for vehicle engine |
| DE19828035A1 (en) * | 1998-06-24 | 1999-12-30 | Bosch Gmbh Robert | Procedure for operating IC engine especially of car |
| JP2000161098A (en) * | 1998-11-20 | 2000-06-13 | Fuji Heavy Ind Ltd | Air-fuel ratio control device for lean-burn engine |
| JP4269114B2 (en) * | 1999-04-28 | 2009-05-27 | 三菱自動車工業株式会社 | In-cylinder internal combustion engine |
| DE19922748C2 (en) * | 1999-05-18 | 2001-05-17 | Bayerische Motoren Werke Ag | Procedure for automatic selection of a fuel type |
| GB2369158B (en) * | 2000-05-08 | 2004-09-01 | Cummins Inc | Internal combustion engine operable in PCCI mode early control injection and method of operation |
-
2002
- 2002-08-28 DE DE10239397A patent/DE10239397B4/en not_active Expired - Fee Related
-
2003
- 2003-04-28 CN CNB031284442A patent/CN100387818C/en not_active Expired - Fee Related
- 2003-08-26 IT IT001666A patent/ITMI20031666A1/en unknown
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101963113A (en) * | 2009-07-23 | 2011-02-02 | 福特环球技术公司 | Motor and controlling method thereof |
| CN101963113B (en) * | 2009-07-23 | 2015-05-13 | 福特环球技术公司 | Engine and control method thereof |
| CN102656353A (en) * | 2010-03-19 | 2012-09-05 | 丰田自动车株式会社 | Control device for internal combustion engine |
| CN102656353B (en) * | 2010-03-19 | 2014-12-10 | 丰田自动车株式会社 | Control device for internal combustion engine |
Also Published As
| Publication number | Publication date |
|---|---|
| ITMI20031666A1 (en) | 2004-02-29 |
| DE10239397B4 (en) | 2013-04-11 |
| CN100387818C (en) | 2008-05-14 |
| DE10239397A1 (en) | 2004-03-11 |
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