SE1350509A1

SE1350509A1 - Method and system for controlling an internal combustion engine through control of combustion in an internal combustion chamber during the current combustion cycle

Info

Publication number: SE1350509A1
Application number: SE1350509A
Authority: SE
Inventors: Ola Stenlåås; Kenan Muric
Original assignee: Scania Cv Ab
Priority date: 2013-04-25
Filing date: 2013-04-25
Publication date: 2014-10-26
Also published as: DE112014001773T5; BR112015024990A2; SE537190C2; DE112014001773B4; WO2014175818A1

Abstract

44 Sammandrag Foreliggande uppfinning hanfor sig till ett forfarande for reglering av en forbranningsmotor (101), varvid namnda forbranningsmotor (101) innefattar atminstone en forbranningskammare (201) och organ (202) for tillforsel av bransle till namnda forbranningskammare (201), varvid forbranning i namnda forbranningskammare (201) sker i forbranningscykler. Forfarandet innefattar: under en forsta del av en forsta forbranningscykel, med hjalp av ett forsta sensororgan faststalla ett forsta parametervarde representerande en storhet vid forbranning i namnda forbranningskammare (201), och baserat pa namnda forsta parametervarde, reglera forbranning under en pafoljande del av namnda fOrsta forbranningscykel, varvid vid namnda reglering forbranningen under namnda pafoljande del av namnda forsta forbranningscykel regleras med avseende pa ett vid forbranningen utrattat arbete. Uppfinningen avser aven ett system och ett fordon. Fig. 3 The present invention relates to a method of controlling an internal combustion engine (101), said combustion engine (101) comprising at least one combustion chamber (201) and means (202) for supplying fuel to said combustion chamber (201), wherein combustion in the said combustion chamber (201) takes place in combustion cycles. The method comprises: during a first part of a first combustion cycle, with the aid of a first sensor means determining a first parameter value representing a quantity in combustion in said combustion chamber (201), and based on said first parameter value, regulating combustion during a subsequent part of said first combustion cycle, wherein in said control the combustion during said subsequent part of said first combustion cycle is regulated with respect to a work carried out during combustion. The invention also relates to a system and a vehicle. Fig. 3

Description

1 FoRFARANDE OCH SYSTEM FOR REGLERING AV EN FORBRANNINGSMOTOR III Uppfinningens omrade Foreliggande uppfinning hdnfor sig till forbrdnningsmotorer, och i synnerhet till ett forfarande fOr reglering av en forbrdnningsmotor enligt ingressen till patentkravet 1. Uppfinningen avser dven ett system och ett fordon, liksom ett datorprogram och en datorprogramprodukt, vilka implementerar forfarandet enligt uppfinningen. FIELD OF THE INVENTION The present invention relates to internal combustion engines, and in particular to a method of controlling an internal combustion engine according to the preamble of claim 1. The invention also relates to a system and a vehicle and a vehicle. computer program product, which implements the method according to the invention.

Uppfinningens bakgrund Nedanstaende bakgrundsbeskrivning utgOr bakgrundsbeskrivning for uppfinningen, och behover saledes inte nadvdndigtvis utgora kdnd teknik. Background of the Invention The following description of the invention constitutes a background description of the invention, and thus does not necessarily constitute prior art.

Ndr det gdller fordon i allmdnhet forekommer en mdngd olika drivlinekonfigurationer. T.ex. kan vdxelladan utgoras av en manuellt vdxlad vdxellada eller en automatvdxellada. Betrdffande tunga fordon är det ofta Onskvdrt att dessa ska kunna framforas pa ett far foraren sa bekvdmt sdtt som mojligt, vilket vanligtvis innebdr att vdxelladans vdxlingar bar utforas automatiskt med hjdlp av fordonets styrsystem. Det har ddrfor ocksa blivit alit vanligare med automatiskt vdxlande vdxellador i tunga fordon. When it comes to vehicles in general, there are a number of different driveline configurations. For example. the vdxellada can be a manually vdxlad vdxellada or an automatic vdxellada. In the case of heavy vehicles, it is often undesirable for them to be able to be driven on a vehicle as conveniently as possible for the driver, which usually means that the gearboxes' gear changes should be carried out automatically using the vehicle's steering system. It has therefore also become more common with automatically changing gearboxes in heavy vehicles.

Ndr det gdller automatvdxellador av den typ som ofta forekommer i personbilar är verkningsgraden manga ganger alltfor lag for att anvdndning av denna typ av vdxellada ska vara motiverad annat an for anvdndning vid t.ex. stadsbussar och distributionsbilar i stdder, ddr frekventa starter och stopp är vanligt forekommande. Aven betrdffande dessa typer av fordon blir det dock allt vanligare att drivlinor av nedanstaende typ nyttjas. 2 Automatisk vdxling vid tunga fordon utgors ofta av en styrsystemstyrd vaxling av "manuella" vdxellidor, dvs. vaxellAdor bestdende av ett kugghjulspar per vdxel, ddr utvdxlingsforhillandena är fordelade i ldmpliga steg, t.ex. pi grund av att dessa är vdsentligt billigare att framstdlla, men ocksd pi grund av hogre verkningsgrad jdmfort med konventionella automatvdxellidor. Vid dylika vdxellador anvdnds en koppling, vilken kan utgOras av en av fordonets styrsystem automatiskt styrd koppling, for att sammankoppla fordonets motor med vdxelladan. Denna koppling/vdxellida kan dven t.ex. vara av dubbelkopplingstyp. In the case of automatic gearboxes of the type that often occur in passenger cars, the efficiency is often too low for the use of this type of gearbox to be justified other than for use in e.g. City buses and distribution cars in cities, where frequent starts and stops are common. Also with regard to these types of vehicles, however, it is becoming increasingly common for drivelines of the type below to be used. 2 Automatic shifting in heavy vehicles often consists of a control system-controlled shifting of "manual" shifting lids, ie. vaxellAdor consisting of one pair of gears per gear, where the gear ratios are distributed in ldmpliga steps, e.g. due to the fact that these are significantly cheaper to manufacture, but also due to higher efficiency compared to conventional automatic dashboards. In such gearboxes, a clutch, which can be formed by a clutch automatically controlled by the vehicle's control system, is used to connect the vehicle's engine to the gearbox. This coupling / vdxellida can dven e.g. be of double coupling type.

I princip behover kopplingen vid dylika fordon endast anvdndas vid start av fordonet frin stillastiende, di ovrig vdxling kan utforas av fordonets styrsystem utan att kopplingen Oppnas. I de fall kopplingen utgors av en av fordonets styrsystem automatiskt styrd koppling anvdnds dock ofta kopplingen far att oppna/stdnga drivlinan Oven vid vdxling. Oavsett hur vdxlingen utfors är det Onskvdrt att vdxlingen utfors pi ett sdtt som bide upplevs som komfortabelt av fordonets forare samtidigt som vdxlingen dven utfers pi ett far drivlinans komponenter skonsamt sdtt. In principle, the coupling for such vehicles only needs to be used when starting the vehicle from a standstill, in which case other changes can be made by the vehicle's control system without the coupling being opened. However, in cases where the clutch consists of a clutch automatically controlled by the vehicle's control system, the clutch is often used to open / close the driveline Above when shifting. Regardless of how the transmission is performed, it is undesirable that the transmission is performed in a way that both are perceived as comfortable by the driver of the vehicle, at the same time as the transmission is also performed on a father driveline components gently.

Sammanfattning av uppfinningen Det Or ett syfte med foreliggande uppfinning att tillhandahdlla ett fOrfarande for reglering av en forbrdnningsmotor. Detta syfte uppnis med ett forfarande enligt patentkrav 1. SUMMARY OF THE INVENTION It is an object of the present invention to provide a method of controlling an internal combustion engine. This object is achieved by a method according to claim 1.

Foreliggande uppfinning hdnfor sig till ett forfarande for reglering av en forbrdnningsmotor, varvid ndmnda forbrdnningsmotor innefattar dtminstone en forbrdnningskammare och organ for tillforsel av brdnsle till ndmnda forbrdnningskammare, varvid forbrdnning i ndmnda forbrdnningskammare sker i forbrdnningscykler. 3 Under en farsta del av en farsta forbranningscykel, med hjalp av ett forsta sensororgan faststAlls ett forsta parametervArde representerande en storhet vid farbranning i namnda forbrAnningskammare, och - baserat p1 nAmnda forsta parametervArde, regleras forbrAnning under en pAfoljande del av nAmnda forsta forbrAnningscykel, varvid vid nAmnda reglering forbrAnningen under namnda pAfoljande del av namnda forsta forbranningscykel regleras med avseende pd ett vid forbrAnningen utrAttat arbete. Regleringen med avseende pA ett vid farbranningen utrAttat arbete kan t.ex. utfbras genom att reglera farbrAnningen mot ett farsta medeltryck under forbrAnningscykeln, sdsom ett medeltryck motsvarande ett onskat avgivet vridmoment. The present invention relates to a method of controlling an internal combustion engine, said internal combustion engine comprising at least one internal combustion chamber and means for supplying fuel to said internal combustion chamber, wherein combustion in said internal combustion combustion combustion chamber. During a first part of a first combustion cycle, with the aid of a first sensor means, a first parameter value is determined representing a quantity in the case of combustion in said combustion chamber, and - based on said first parameter value, combustion is regulated during a subsequent part of the next combustion cycle. The said regulation regulates the combustion during the said subsequent part of the said first combustion cycle is regulated with respect to a work performed during the combustion. The regulation with regard to work performed during the fire may, e.g. is carried out by regulating the combustion against a first average pressure during the combustion cycle, such as an average pressure corresponding to a desired torque.

SAsom har nAmnts ovan anvAnds vid tunga fordon ofta vAxellAdor av den typ som vanligtvis anvAnds vid manuellt vAxlade fordon, varvid vAxling utfors automatiskt av fordonets styrsystem. Vid vAxling fran ett utvAxlingsforhallande till ett annat bryts drivlinan for att efter ilAggning av den nya vaxeln Ater stAngs. As mentioned above, heavy vehicles are often used in the case of heavy vehicles of the type commonly used in manually shifted vehicles, whereby shifting is performed automatically by the vehicle's control system. When shifting from one gear ratio to another, the driveline is broken to shut down again after loading the new gear.

Innan drivlinan Ater stAngs mdste dock forbrAnningsmotorns varvtal synkroniseras med forvAntat varvtal for vAxellAdans ingdende axel med den nya vAxeln ilagd for att inte oonskade ryck/svAngningar ska uppstA vid vaxling. Denna forandring, synkronisering, av forbrAnningsmotorvarvtalet kan utforas olika sAtt, vilket ocksA finns beskrivet i den kAnda tekniken. Before closing the Ater driveline, however, the internal combustion engine speed must be synchronized with the expected speed of the VAXELADAN input shaft with the new shaft engaged so that unwanted jerks / oscillations do not occur during shifting. This change, synchronization, of the internal combustion engine speed can be performed in different ways, which is also described in the prior art.

Forutom denna synkronisering av forbrAnningsmotorns varvtal med ovriga drivlinans varvtal innan stAngning av drivlinan bor, Atminstone vid vAxling med stAngd koppling, forbrAnningsmotorns avgivna vridmoment pd utgaende axel styras sA att vAxellAdan blir "momentlos", dvs. det av forbrAnningsmotorn avgivna vridmomentet styrs till en lAmplig 4 niva for reducering och foretrddesvis eliminering av det vridmoment som overfors mellan forbranningsmotor och drivhjul ingreppspunkt, varvid ur- respektive ilaggning av vdxel kan utforas utan oonskade ryck pa grund av att drivlinan bryts/stdngs under pagaende kraftoverfOring. Vid dylik vaxling är det suedes onskvart att det av forbranningsmotorn avgivna momentet kan styras mycket exakt fOr att i mejligaste man eliminera sadan drivkraftoverforing. In addition to this synchronization of the internal combustion engine speed with the other driveline speeds before closing the driveline, at least when shifting with the clutch engaged, the internal combustion engine's torque delivered on the output shaft is controlled so that the axle shaft becomes "torqueless", ie. the torque delivered by the internal combustion engine is controlled to a suitable 4 level for reduction and preferably elimination of the torque transmitted between the internal combustion engine and the drive wheel engagement point, whereby disassembly or loading of the gear shaft can be performed without undesired jerks due to the power line being broken . In the case of such switching, it is suedes undesirable that the torque delivered by the internal combustion engine can be controlled very precisely in order to eliminate such a transmission of power as far as possible.

Enligt fOreliggande uppfinning tillhandahalls ett fOrfarande dar ett forsta parametervarde avseende en storhet yid forbranningen, sasom t.ex. en representation av ett i farbranningskammaren radande tryck, faststdlls vid Atminstone en tidpunkt efter det att forbranningen under en farbranningscykel har paborjats men innan forbrdnningscykeln har avslutats, och baserat pa namnda forsta parametervarde regleras farbranningen under en pafOljande del av ndmnda forsta forbranningscykel med avseende pa det arbete som utrdttas under ndmnda ferbranningscykel. Sasom ferklaras nedan kan parametervarden faststdllas ett flertal ganger under en pagaende ferbranningscykel, for att darmed faststalla nya styrparametrar for t.ex. forbranningen vid ett flertal tillfallen under pagaende ferbranningscykel. According to the present invention, there is provided a method in which a first parameter is applied to a quantity in the combustion, such as e.g. a representation of a pressure radiating in the combustion chamber, is determined at At least a time after the combustion during a combustion cycle has started but before the combustion cycle has ended, and based on said first parameter value, the combustion is regulated during a subsequent part of said first combustion work. which is carried out during the said combustion cycle. As explained below, the parameter value can be determined several times during an ongoing combustion cycle, in order to thereby establish new control parameters for e.g. the combustion on a number of occasions during the ongoing combustion cycle.

Enligt uppfinningen regleras sAledes forbranningen under en pagaende forbranningscykel, varvid forbranningen regleras baserat pa atminstone ett parametervdrde representerande en storhet vid forbranningen, dar denna storhet direkt paverkas av den hittills utferda delen av fOrbrdnningen. Saledes kan, vid t.ex. en situation dar ett visst av forbranningsmotorn avgivet vridmoment är Onskvart, sasom ett pa forbranningsmotorns utgaende axel avgivet vridmoment, ett hittills under forbranningscykeln faktiskt erhallet arbete utvarderas och jamforas med ett hittills forvantat erhallet arbete. Vidare kan ett vid farbranningen faktiskt radande forhallande jamforas med ett vid forbranningen motsvarande farvantat farhallande for att faststalla huruvida forbranningen fortgar som forvantat. Forbranningsparametrar kan sedan regleras vid behov for att styra farbranningen i syfte att styra forbranningen mot ett onskat under ferbranningscykeln genererat arbete. According to the invention, the combustion is thus regulated during an ongoing combustion cycle, the combustion being regulated based on at least one parameter value representing a quantity during the combustion, this quantity being directly affected by the part of the combustion carried out hitherto. Thus, at e.g. a situation where a certain torque delivered by the internal combustion engine is Onskvart, such as a torque given on the output shaft of the internal combustion engine, a work actually obtained so far during the combustion cycle is evaluated and compared with a work received so far. Furthermore, a condition actually radiating during the combustion can be compared with a color variable corresponding to the combustion to determine whether the combustion continues as expected. Combustion parameters can then be regulated as needed to control the combustion in order to control the combustion towards a desired work generated during the combustion cycle.

Det Onskade under farbranningscykeln genererade arbetet kan t.ex. uttryckas som ett onskat vridmoment sasom ett bnskat medelvridmoment under farbranningscykeln. The Unwanted work generated during the combustion cycle can e.g. is expressed as a desired torque as well as a desired average torque during the combustion cycle.

Det av forbranningsmotorn avgivna vridmomentet har ett direkt samband med trycket i forbranningskammaren, varvid vridmomentet ocksa kan representeras av trycket i forbranningskammaren. Detta betyder ocksa att onskat avgivet genomsnittligt vridmoment under en forbranningscykel kan erhallas genom att reglera forbranningen mot ett motsvarande medeltryck, varvid fOrbranningsprocessen saledes kan styras mot ett onskat under forbranningscykeln resulterande medeltryck. Saledes kan namnda storhet utgoras av det i forbranningskammaren radande trycket, varvid en representation av detta tryck, vilken t.ex. kan erhallas direkt med hjalp av en i forbranningskammaren anordnad trycksensor, eller via annan typ av sensor for matning av annan storhet med hjalp av vilken en representation av ett motsvarande tryck kan erhallas. The torque emitted by the internal combustion engine has a direct connection with the pressure in the combustion chamber, whereby the torque can also be represented by the pressure in the combustion chamber. This also means that the desired average torque delivered during a combustion cycle can be obtained by regulating the combustion against a corresponding average pressure, whereby the combustion process can thus be controlled against a desired average pressure during the combustion cycle. Thus, said quantity can be constituted by the pressure radiating in the combustion chamber, a representation of this pressure, which e.g. can be obtained directly by means of a pressure sensor arranged in the combustion chamber, or via another type of sensor for feeding another quantity with the aid of which a representation of a corresponding pressure can be obtained.

Saledes kan t.ex. ett fram till t.ex. den tidpunkt vid vilken namnda forsta parametervarde faststallt medeltryck jamforas med ett forvantat medeltryck fram till denna tidpunkt, varvid efterfoljande forbranning kan regleras baserat pa namnda jamforelse. Forbranningen kan aven vara anordnad att regleras t.ex. pa en skillnad mellan ett faststallt varde och ett farvantat varde vid namnda tidpunkt. 6 Fareliggande uppfinning tillhandahaller saledes ett farfarande som medfOr att det vid forbranningen utrattade arbetet kan styras mycket exakt, och darmed kan aven det pi forbranningsmotorns utgaende axel avgivna vridmomentet styras mycket exakt. Vid t.ex. en begaran cm ett visst av forbranningsmotorn pa utgaende axel utrattat arbete (avgivet vridmoment) kan detta omraknas till ett forbranningskammararbete, dar hansyn tas till interna ferluster etc., vilket aven forklaras i nedanstaende detaljerade beskrivning. Thus, e.g. one up to e.g. the time at which said first parameter was determined average pressure is compared with a expected average pressure up to this time, whereby subsequent combustion can be regulated based on said comparison. The combustion can also be arranged to be regulated e.g. at a difference between a fixed value and a colored value at said time. The present invention thus provides a method which means that the work carried out during the combustion can be controlled very precisely, and thus also the torque delivered on the output shaft of the internal combustion engine can be controlled very precisely. At e.g. a request for a certain work performed by the internal combustion engine on the output shaft (torque delivered), this can be converted into a combustion chamber work, where consideration is given to internal losses, etc., which is also explained in the detailed description below.

Det uppfinningsenliga forfarandet kan aven t.ex. nyttjas vid t.ex. situationer dar oanskade ryck/svangningar trots alit har uppstatt i drivlinan, dar en mycket snabb reglering av farbranningen kan utforas i syfte att motverka svangningar genom att reglera det pa forbranningsmotorns utgaende axel avgivna vridmomentet baserat pa radande svangningar i drivlinan, (Jar borvarden for regleringen kan erhallas baserat pa t.ex. signaler frin varvtalssensorer. The method according to the invention can also e.g. used in e.g. situations where unwanted jerks / oscillations have nevertheless occurred in the driveline, where a very fast regulation of the combustion can be performed in order to counteract oscillations by regulating the torque delivered on the output shaft of the internal combustion engine based on radiating oscillations in the driveline is obtained based on eg signals from speed sensors.

Regleringen av forbranningen kan vara anordnad att utfaras individuellt for varje cylinder, och det är aven mojligt att reglera en forbranning vid en efterfaljande farbranningscykel baserat pi information fran en eller flera tidigare farbranningsprocesser. The control of the combustion can be arranged to be carried out individually for each cylinder, and it is also possible to control a combustion during a subsequent combustion cycle based on information from one or more previous combustion processes.

Forfarandet enligt fbreliggande uppfinning kan t.ex. implementeras med hjalp av en eller flera FPGA (Field- Programmable Gate Array)- kretsar, och/eller en eller flera ASIC (application-specific integrated circuit)-kretsar, eller andra typer av kretsar som kan hantera onskad berakningshastighet. The process of the present invention can e.g. implemented using one or more FPGA (Field-Programmable Gate Array) circuits, and / or one or more ASIC (application-specific integrated circuit) circuits, or other types of circuits that can handle the desired computational speed.

Ytterligare kannetecken for foreliggande uppfinning och fordelar darav kommer att framga ur fOljande detaljerade 7 beskrivning av exempelutforingsformer och de bifogade ritningarna. Additional features of the present invention and advantages thereof will become apparent from the following detailed description of exemplary embodiments and the accompanying drawings.

Kort beskrivning av ritningar Fig. 1A visar schematiskt ett fordon vid vilket foreliggande uppfinning kan anvandas. Brief Description of the Drawings Fig. 1A schematically shows a vehicle to which the present invention can be applied.

Fig. 1B visar en styrenhet i styrsystemet for det i fig. 1A visade fordonet. Fig. 1B shows a control unit in the control system of the vehicle shown in Fig. 1A.

Fig. 2visar farbranningsmotorn yid det i fig. 1A visade fordonet mer i detalj. Fig. 2 shows the combustion engine yid of the vehicle shown in Fig. 1A in more detail.

Fig. 3visar ett exempelforfarande enligt foreliggande uppfinning. Fig. 3 shows an exemplary method according to the present invention.

Fig. 4visar ett exempel pa ett estimerat tryckspar for en forbranning, samt ett faktiskt tryckspar fram till en fOrsta vevvinkelposition. Fig. 4 shows an example of an estimated pressure pair for a combustion, as well as an actual pressure pair up to a first crank angle position.

Fig. 5A-B visar ett exempel pa reglering vid situationer med fler an tre insprutningar. Figs. 5A-B show an example of control in situations with more than three injections.

Fig. 6visar ett exempel pa en MPC-reglering. Fig. 6 shows an example of an MPC control.

Detaljerad beskrivning av utforingsformer Fig. 1A visar schematiskt en drivlina i ett fordon 100 enligt en utforingsform av foreliggande uppfinning. Drivlinan innefattar en farbranningsmotor 101, vilken pa ett sedvanligt satt, via en pa forbranningsmotorn 101 utgaende axel, vanligtvis via ett svanghjul 102, är forbunden med en vaxellada 103 via en koppling 106. Detailed Description of Embodiments Fig. 1A schematically shows a driveline in a vehicle 100 according to an embodiment of the present invention. The driveline comprises a combustion engine 101, which in a conventional manner, via a shaft outgoing on the combustion engine 101, usually via a flywheel 102, is connected to a gearbox 103 via a clutch 106.

Forbranningsmotorn 101 styrs av fordonets styrsystem via en styrenhet 115. Likasa styrs kopplingen 106, vilken t.ex. kan utgoras av en automatiskt styrd koppling, och vaxelladan 103 av fordonets styrsystem med hjalp av en eller flera tillampliga styrenheter (ej visat). Naturligtvis kan fordonets drivlina aven vara av annan typ sascm t.ex. av en typ med 8 konventionell automatvaxellada eller av en typ med en manuellt vaxlad vaxellada etc. The internal combustion engine 101 is controlled by the vehicle's control system via a control unit 115. Likewise, the clutch 106, which e.g. can be constituted by an automatically controlled clutch, and the gearbox 103 of the vehicle's control system by means of one or more applicable control units (not shown). Of course, the vehicle's driveline can also be of another type, e.g. of a type with 8 conventional automatic gearboxes or of a type with a manually geared gearboxes etc.

En fran vaxelladan 103 utgaende axel 107 driver drivhjul 113, 114 pa sedvanligt satt via slutvaxel och drivaxlar 104, 105. I fig. 1A visas endast en axel med drivhjul 113, 114, men pa sedvanligt satt kan fordonet innefatta fler an en axel forsedd med drivhjul, liksom aven en eller flera ytterligare axlar, sasom en eller flera stadaxlar. Fordonet 100 innefattar vidare ett avgassystem med ett efterbehandlingssystem 200 far sedvanlig behandling (rening) av avgasutslapp resulterande fran forbranning i forbranningsmotorns 101 forbranningskammare (t.ex. cylindrar). A shaft 107 emanating from the gearbox 103 drives drive wheels 113, 114 in the usual manner via end shaft and drive shafts 104, 105. In Fig. 1A only one shaft with drive wheels 113, 114 is shown, but in the usual way the vehicle can comprise more than one shaft provided with drive wheels, as well as one or more additional axles, such as one or more city axles. The vehicle 100 further comprises an exhaust system with a post-treatment system 200 for the usual treatment (purification) of exhaust emissions resulting from combustion in the combustion chamber of the internal combustion engine 101 (eg cylinders).

Vidare är forbranningsmotorer vid fordon av den i fig. lA visade typen ofta forsedda med styrbara injektorer for att tillfora onskad branslemangd vid onskad tidpunkt i forbranningscykeln, sasom vid en specifik kolvposition (vevvinkelgrad) i fallet med en kolvmotor, till forbranningsmotorns forbranningskammare. Furthermore, internal combustion engines in vehicles of the type shown in Fig. 1A are often provided with controllable injectors to supply the desired amount of fuel at the desired time in the combustion cycle, as at a specific piston position (crank angle degree) in the case of a piston engine, to the combustion engine combustion chamber.

I fig. 2 visas schematiskt ett exempel pa ett bransleinsprutningssystem for den i fig. 1A exemplifierade forbranningsmotorn 101. Bransleinsprutningssystemet utgors av ett s.k. Common Rail-system, men uppfinningen Or lika tillamplig vid andra typer av insprutningssystem. I fig. 2 visas endast en cylinder/forbranningskammare 201 med en i cylindern verkande kolv 203, men forbranningsmotorn 101 utgors i foreliggande exempel av en sexcylindrig forbranningsmotor, och kan allmant utgoras av en motor med ett godtyckligt antal cylindrar/forbranningskammare, sasom t.ex. ett godtyckligt antal cylindrar/forbranningskammare i intervallet 1-20 eller annu fler. Forbranningsmotorn innefattar vidare atminstone en respektive injektor 202 for vane forbranningskammare (cylinder) 201. Varje respektive injektor anvands saledes for 9 insprutning (tillfarsel) av bransle i en respektive forbranningskammare 201. Alternativt kan tva eller flera injektorer per forbrdnningskammare anvandas. Injektorerna 202 är individuellt styrda av respektive och vid respektive injektor anordnade aktuatorer (ej visat), vilka baserat pa mottagna styrsignaler, sasom t.ex. fran styrenheten 115, styr oppning/stdrigning av injektorerna 202. Fig. 2 schematically shows an example of a fuel injection system for the internal combustion engine 101 exemplified in Fig. 1A. The fuel injection system consists of a so-called Common Rail systems, but the invention is equally applicable to other types of injection systems. Fig. 2 shows only a cylinder / combustion chamber 201 with a piston 203 acting in the cylinder, but the internal combustion engine 101 in the present example consists of a six-cylinder internal combustion engine, and can generally consist of an engine with any number of cylinders / combustion chamber, such as e.g. . any number of cylinders / combustion chambers in the range 1-20 or more. The internal combustion engine further comprises at least one respective injector 202 for conventional combustion chamber (cylinder) 201. Each respective injector is thus used for injection (supply) of fuel into a respective combustion chamber 201. Alternatively, two or more injectors per combustion chamber may be used. The injectors 202 are individually controlled by respective actuators (not shown) arranged at the respective injector, which are based on received control signals, such as e.g. from the control unit 115, controls the opening / tightening of the injectors 202.

Styrsignalerna for styrning av aktuatorernas oppning/stangning av injektorerna 202 kan genereras av nagon tillamplig styrenhet, sasom i detta exempel av motorstyrenheten 115. The control signals for controlling the opening / closing of the actuators of the injectors 202 can be generated by any applicable control unit, as in this example by the motor control unit 115.

Motorstyrenheten 115 faststaller suedes den mangd bransle som faktiskt skall insprutas vid nagon given tidpunkt, t.ex. baserat pa radande driftsforhallanden hos fordonet 100. The motor control unit 115 suedes determines the amount of fuel that is actually to be injected at any given time, e.g. based on the prevailing operating conditions of the vehicle 100.

Det i fig. 2 visade insprutningssystemet utgors ants& av ett s.k. Common Rail-system, vilket innebar att samtliga injektorer (och darmed forbranningskammare) forsorjs med bransle fran ett gemensamt bransleror 204 (Common Rail), vilket med hjalp av en branslepump 205 fylls med bransle fran en bransletank (ej visad) samtidigt som branslet i roret 204, ocksa med hjalp av branslepumpen 205, trycksatts till ett visst tryck. Det i det gemensamma roret 204 hogt trycksatta branslet insprutas sedan i forbranningsmotorns 101 forbranningskammare 201 vid oppning av respektive injektor 202. Flera oppningar/stangningar av en specifik injektor kan utforas under en och samma forbranningscykel, varvid saledes flera insprutningar kan utforas under en forbranningscykels forbranning. Vidare är vane forbranningskammare forsedd med en respektive trycksensor 206 for avgivande av signaler av ett i forbranningskammaren radande tryck till t.ex. styrenheten 115. Trycksensorn kan t.ex. vara piezo-baserad, och bor vara sa pass snabb att den kan avge vevvinkelupplosta trycksignaler, sasom t.ex. vid varje vevvinkelgrad eller an of tare Med hjalp av system av den i fig. 2 visade typen kan forbranningen under en forbranningscykel i en forbranningskammare styras i star utstrackning, t.ex. genom utnyttjande av multipla insprutningar, dar insprutningstidpunkter och/eller varaktighet kan regleras, och dar data frail t.ex. trycksensorerna 206 kan tas i beaktande vid regleringen. Enligt uppfinningen anpassas t.ex. insprutningstidpunkter och/eller varaktighet for respektive insprutning och/eller insprutad branslemangd under pagaende forbranning baserat pa data fran den pagaende forbranningen i syfte att reglera forbranningen med avseende pa arbete som utrattas under forbranningscykeln, vilket t.ex. kan utforas genom att reglera de tryckforandringar som uppstar i forbranningskammaren vid forbranningen, varvid regleringen t.ex. kan styras mot ett onskat medeltryck under en forbranningscykel, med foljd att en mycket exakt reglering av farbranningsmotorns avgivna vridmoment kan erhallas vid t.ex. vaxling. The injection system shown in Fig. 2 is assumed to consist of a so-called Common Rail system, which meant that all injectors (and thus combustion chambers) are supplied with fuel from a common fuel line 204 (Common Rail), which with the help of a fuel pump 205 is filled with fuel from a fuel tank (not shown) at the same time as the fuel in the rudder 204, also with the aid of the fuel pump 205, is pressurized to a certain pressure. The highly pressurized fuel in the common rudder 204 is then injected into the combustion chamber 201 of the internal combustion engine 101 upon opening of the respective injector 202. Several openings / rods of a specific injector can be made during one and the same combustion cycle, thus several injections can be made during a combustion cycle. Furthermore, the usual combustion chamber is provided with a respective pressure sensor 206 for emitting signals of a pressure radiating in the combustion chamber to e.g. the control unit 115. The pressure sensor can e.g. be piezo-based, and should be so fast that it can emit crank angle-resolved pressure signals, such as e.g. at any crank angle or more often With the aid of systems of the type shown in Fig. 2, the combustion during a combustion cycle in a combustion chamber can be controlled to a large extent, e.g. by utilizing multiple injections, where injection times and / or duration can be regulated, and where data frail e.g. the pressure sensors 206 can be taken into account in the control. According to the invention, e.g. injection times and / or duration of the respective injection and / or injected industry during the incineration based on data from the incineration in order to regulate the incineration with respect to work performed during the incineration cycle, which e.g. can be performed by regulating the pressure changes that occur in the combustion chamber during combustion, whereby the regulation e.g. can be controlled against a desired average pressure during a combustion cycle, with the result that a very precise control of the torque of the combustion engine emitted can be obtained at e.g. vaxling.

I fig. 3 visas ett exempelforfarande 300 enligt foreliggande uppfinning, dar forfarandet enligt foreliggande exempel är anordnat att utforas av den i fig. 1A-B visade motorstyrenheten 115. Fig. 3 shows an exemplary method 300 according to the present invention, in which the method according to the present example is arranged to be performed by the motor control unit 115 shown in Figs. 1A-B.

Allmant bestar styrsystem i moderna fordon av ett kommunikationsbussystem bestaende av en eller flera kommunikationsbussar for att sammankoppla ett antal elektroniska styrenheter (ECU:er) sasom styrenheten, eller controller, 115, och olika pa fordonet anordnade komponenter. Generally, control systems in modern vehicles consist of a communication bus system consisting of one or more communication buses for interconnecting a number of electronic control units (ECUs) such as the control unit, or controller, 115, and various components arranged on the vehicle.

Sasom är kant kan dylika styrsystem innefatta ett start antal 11 styrenheter, och ansvaret for en specifik funktion kan vara uppdelat pd fler an en styrenhet. As an edge, such control systems may comprise a starting number of 11 control units, and the responsibility for a specific function may be divided into more than one control unit.

For enkelhetens skull visas i fig. 1A-B, endast motorstyrenheten 115 i vilken fbreliggande uppfinning Or implementerad i den visade utfbringsformen. Uppfinningen kan dock Oven implementeras i en for fbreliggande uppfinning dedikerad styrenhet, eller helt eller delvis i en eller flera andra vid fordonet redan befintliga styrenheter. Med tanke pA den hastighet med vilken berdkningar enligt fbreliggande uppfinning utfOrs kan uppfinningen vara anordnad att implementeras i en styrenhet som Or sdrskilt aypassad fbr realtidsberdkningar av typen enligt nedan. Implementering av fbreliggande uppfinning har visat att t.ex. ASIC- och FPGAlasningar är ldmpade for och vd1 klarar av berdkningar enligt fbreliggande uppfinning. For the sake of simplicity, in Figs. 1A-B, only the motor control unit 115 in which the present invention is implemented in the embodiment shown is shown. However, the invention can also be implemented in a control unit dedicated to the present invention, or in whole or in part in one or more other control units already existing in the vehicle. In view of the speed at which calculations according to the present invention are carried out, the invention can be arranged to be implemented in a control unit which is particularly suitable for real-time calculations of the type below. Implementation of the present invention has shown that e.g. ASIC and FPGA welds are capped and vd1 can handle coatings according to the present invention.

Styrenhetens 115 (eller den/de styrenheter vid vilken/vilka fbreliggande uppfinning Or implementerad) funktion enligt fbreliggande uppfinning kan, fbrutom att bero av sensorsignaler fran trycksensorn 202, t.ex. hero av signaler frdn andra styrenheter eller sensorer. Allmdnt gdller att styrenheter av den visade typen normalt är anordnade att ta emot sensorsignaler frdn olika delar av fordonet, liksom frdn olika pA fordonet andrdnade styrenheter. The function of the control unit 115 (or the control unit (s) to which the present invention is implemented) according to the present invention may, in addition to being dependent on sensor signals from the pressure sensor 202, e.g. hero of signals from other controllers or sensors. In general, control units of the type shown are normally arranged to receive sensor signals from different parts of the vehicle, as well as from different control units arranged on the vehicle.

Styrningen styrs ofta av programmerade instruktioner. Dessa programmerade instruktioner utgbrs typiskt av ett datorprogram, vilket ndr det exekveras i en dater eller styrenhet dstadkommer att datorn/styrenheten utfbr onskad styrning, sAsom fOrfarandesteg enligt foreliggande uppfinning. The control is often controlled by programmed instructions. These programmed instructions typically consist of a computer program, which when executed in a dater or controller causes the computer / controller to perform the desired control, such as the process steps of the present invention.

Datorprogrammet utgOr vanligtyis del av en datorprogramprodukt, ddr datorprogramprodukten innefattar ett tilldmpligt lagringsmedium 121 (se fig. 1B) med datorprogrammet lagrat pd ndmnda lagringsmedium 121. Ndmnda 12 digitala lagringsmedium 121 kan t.ex. utgaras av nAgon ur gruppen: ROM (Read-Only Memory), PROM (Programmable Read-Only Memory), EPROM (Erasable PROM), Flash-minne, EEPROM (Electrically Erasable PROM), en hdrddiskenhet, etc., och vara anordnat i eller i fOrbindelse med styrenheten, varvid datorprogrammet exekveras av styrenheten. Genom att andra datorprogrammets instruktioner kan sdledes fordonets upptradande i en specifik situation anpassas. The computer program usually forms part of a computer program product, where the computer program product comprises an appropriate storage medium 121 (see Fig. 1B) with the computer program stored on said storage medium 121. The said 12 digital storage medium 121 may e.g. is made by someone from the group: ROM (Read-Only Memory), PROM (Programmable Read-Only Memory), EPROM (Erasable PROM), Flash memory, EEPROM (Electrically Erasable PROM), a hard disk drive, etc., and be arranged in or in connection with the control unit, the computer program being executed by the control unit. By following the instructions of the other computer program, the behavior of the vehicle in a specific situation can thus be adapted.

En exempelstyrenhet (styrenheten 115) visas schematiskt i fig. 1B, varvid styrenheten i sin tur kan innefatta en berdkningsenhet 120, vilken kan utgoras av t.ex. nagon lamplig typ av processor eller mikrodator, t.ex. en krets for digital signalbehandling (Digital Signal Processor, DSP), en eller flera FPGA (Field-Programmable Gate Array)- kretsar eller en eller flera kretsar med en forutbestamd specifik funktion (Application Specific Integrated Circuit, ASIC). Berdkningsenheten 120 Or forbunden med en minnesenhet 121, vilken tillhandahaller berdkningsenheten 120 t.ex. den lagrade programkoden och/eller den lagrade data berdkningsenheten 1 behover fOr att kunna utfOra berdkningar. Berdkningsenheten 120 är Oven anordnad att lagra del- eller slutresultat av berdkningar i minnesenheten 121. An exemplary control unit (control unit 115) is shown schematically in Fig. 1B, wherein the control unit may in turn comprise a bending unit 120, which may be constituted by e.g. any suitable type of processor or microcomputer, e.g. a Digital Signal Processor (DSP), one or more Field-Programmable Gate Array (FPGAs) circuits or one or more circuits with an Application Specific Integrated Circuit (ASIC) function. The recovery unit 120 Or connected to a memory unit 121, which provides the recovery unit 120 e.g. the stored program code and / or the stored data recovery unit 1 need to be able to perform calculations. The coverage unit 120 is also arranged to store partial or end results of coverage in the memory unit 121.

Vidare är styrenheten farsedd med anordningar 122, 123, 124, 125 for mottagande respektive sandande av in- respektive utsignaler. Dessa in- respektive utsignaler kan innehAlla vdgformer, pulser, eller andra attribut, vilka av anordningarna 122, 125 fOr mottagande av insignaler kan detekteras som information for behandling av berakningsenheten 120. Anordningarna 123, 124 for sdndande av utsignaler är anordnade att omvandla berakningsresultat fran berdkningsenheten 120 till utsignaler fOr overforing till andra delar av fordonets styrsystem och/eller den/de 13 komponenter for vilka signalerna är avsedda. Var och en av anslutningarna till anordningarna for mottagande respektive sdndande av in- respektive utsignaler kan utgaras av en eller flera av en kabel; en databuss, sdsom en CAN-bus (Controller Area Network bus), en MOST-bus (Media Oriented Systems Transport), eller ndgon annan busskonfiguration; eller av en tradlos anslutning. Furthermore, the control unit is provided with devices 122, 123, 124, 125 for receiving and transmitting input and output signals, respectively. These input and output signals may contain any waveforms, pulses, or other attributes, which of the input signals 122, 125 for receiving input signals may be detected as information for processing the calculation unit 120. The devices 123, 124 for transmitting output signals are arranged to convert calculation results from the calculation unit. 120 to output signals for transmission to other parts of the vehicle control system and / or the 13 component (s) for which the signals are intended. Each of the connections to the devices for receiving and transmitting input and output signals, respectively, may be provided by one or more of a cable; a data bus, such as a CAN bus (Controller Area Network bus), a MOST bus (Media Oriented Systems Transport), or any other bus configuration; or by a wireless connection.

Ater till det i fig. 3 visade farfarandet 300 startar forfarandet i steg 301, dar det faststalls huruvida reglering av fOrbrdnningsprocessen ska utfaras. Den uppfinningsenliga regleringen kan t.ex. vara anordnad att utforas kontinuerligt sa fort forbrdnningsmotorn 101 startas. Alternativt kan regleringen vara anordnad att utforas endast vid vissa situationer, sasom t.ex. vid oppning/stangning av drivlinan vid/under vaxling, eller for att motverka uppkomst eller redan uppkomna svdngningar i drivlinan, eller vid andra tilldmpliga situationer ddr det är onskvart med en mycket exakt reglering av det av ferbranningsmotorn avgivna vridmomentet. Returning to the process 300 shown in Fig. 3, the process starts in step 301, where it is determined whether control of the combustion process should be performed. The regulation according to the invention can e.g. be arranged to be performed continuously as soon as the internal combustion engine 101 is started. Alternatively, the regulation can be arranged to be performed only in certain situations, such as e.g. when opening / closing the driveline at / during shifting, or to counteract the occurrence or already occurring oscillations in the driveline, or in other applicable situations where it is desirable to have a very precise control of the torque delivered by the internal combustion engine.

Forfarandet enligt foreliggande uppfinning utgors alltsa av ett forfarande for reglering av forbranningsmotorn 101 under det att forbranning sker i ndmnda forbrdnningskammare 201 i forbranningscykler. Sasom Or 'cant är termen forbranningscykel definierad som de steg en forbrdnning vid en forbrdnningsmotor innefattar, sdsom t.ex. tvataktsmotorns tva takter respektive fyrtaktsmotorns fyra takter. Termen innefattar Oven cykler dar inget brdnsle faktiskt insprutas, men ddr forbranningsmotorn andd drivs vid nagot varvtal, sdsom av fordonets drivhjul via drivlinan vid t.ex. sldpning. Dvs. Oven om ingen insprutning av bransle utfors sker fortfarande en forbranningscykel for t.ex. varje tya vary (vid fyrtaktsmotor), eller t.ex. varje vary (tvataktsmotor), som forbranningsmotorns utgdende axel 14 roterar. Det motsvarande gdller aven andra typer av forbrdnningsmotorer. The method according to the present invention thus consists of a method for controlling the internal combustion engine 101 while combustion takes place in the said combustion chamber 201 in combustion cycles. As Or'cant, the term combustion cycle is defined as the steps involved in combustion at an internal combustion engine, such as e.g. the two-stroke engine's two-stroke engine and the four-stroke engine's four-stroke engine, respectively. The term includes Oven cycles where no fuel is actually injected, but where the internal combustion engine is driven at a certain speed, such as by the vehicle's drive wheel via the driveline at e.g. sldpning. Ie. Even if no injection of fuel is carried out, a combustion cycle still takes place for e.g. each tya vary (in the case of a four-stroke engine), or e.g. each vary (two-stroke engine), which rotates the output shaft 14 of the internal combustion engine. The same applies to other types of internal combustion engines.

I steg 302 faststdlls huruvida en fOrbrdnningscykel har eller kommer att paborjas, och nar sa är fallet fortsdtter forfarandet till steg 303 samtidigt som en parameter i representerande insprutningsnummer satts lika med ett. In step 302, it is determined whether a combustion cycle has or will be started, and when so, the process proceeds to step 303 at the same time as a parameter in the representative injection number is set equal to one.

I steg 303 faststdlls ett av forbrdnningsmotorn under forbrdnningscykeln begdrt arbete. T.ex. kan det begdrda arbetet utgoras av ett borvdrde for momentet for att underldtta t.ex. vdxling, ddr barvardet framrdknats/faststdllts av t.ex. den funktion som styr vdxling. Det motsvarande tryckbarvardet kan med fordel finnas tabellerat i styrsystemets minne for att snabbt kunna hdmtas fram vid reglering enligt foreliggande uppfinning. In step 303, one of the jobs requested by the internal combustion engine during the internal combustion cycle is determined. For example. the requested work can consist of a drilling value for the moment to undertake e.g. vdxling, ddr barvardet framrdknats / faststdllts av e.g. the function that controls vdxling. The corresponding pressure bar value can advantageously be tabulated in the memory of the control system in order to be able to be quickly retrieved during control according to the present invention.

Allmdnt gdller att tillforseln av mdngden brdnsle bade avseende mdngd och pa vilket sdtt, dvs. de en eller flera brdnsleinsprutningar som ska utforas under forbrdnningscykeln normalt är pa forhand definierade, t.ex. i beroende av det arbete (vridmoment) som forbrdnningsmotorn ska utrdtta under forbrdnningscykeln, eftersom fordndring av det faststdllda insprutningsschemat inte utfors under en pagaende forbrdnningscykel enligt kdnd teknik. FOrutbestdmda insprutningsscheman kan t.ex. finnas tabellerade i fordonets styrsystem for ett start antal driftsfall, sasom olika motorvarvtal, olika begdrda arbeten, olika forbrdnningslufttryck etc., ddr tabellerad data t.ex. kan ha framtagits genom tilldmpliga prov/mdtningar vid t.ex. utveckling av forbrdnningsmotor och/eller fordon, varvid tilldmpligt insprutningsschema kan vdljas utifran radande forhallanden, och ddr insprutningsschemat kan vdljas t.ex. baserat pa en begdran om ett visst avgivet vridmoment, sasom t.ex. frau_ en funktion som styr t.ex. vaxling. Dessa insprutningsscheman kan utgoras av insprutningarnas antal respektive egenskaper i form av t.ex. tidpunkt (vevvinkellage) for start av insprutning, insprutningens langd, insprutningstryck etc., och alltsa finnas lagrade fOr ett stort antal driftsfall i fordonets styrsystem. In general, the supply of the amount of fuel both in terms of quantity and in what way, ie. the one or more fuel injections to be performed during the combustion cycle are normally predefined, e.g. depending on the work (torque) that the internal combustion engine must perform during the internal combustion cycle, since change of the established injection schedule is not performed during an ongoing combustion cycle according to prior art. Predefined injection schedules can e.g. are tabulated in the vehicle's control system for a starting number of operating cases, such as different engine speeds, different work required, different combustion air pressures, etc., where tabulated data e.g. may have been produced by appropriate tests / measurements at e.g. development of an internal combustion engine and / or vehicle, whereby an appropriate injection schedule can be selected based on prevailing conditions, and where the injection schedule can be selected e.g. based on a request for a certain torque delivered, such as e.g. frau_ a function that controls e.g. vaxling. These injection schedules can consist of the number and properties of the injections in the form of e.g. time (crank angle law) for start of injection, length of injection, injection pressure, etc., and thus are stored for a large number of operating cases in the vehicle's control system.

Baserat pa det i steg 303 faststallda begarda arbetet faststalls sedan i steg 304 ett insprutningsschema som forvantas resultera i ett onskat avgivet arbete, sasom genomsnittligt vridmoment, under forbranningscykelns forbranning, dar insprutningsschemat forutom pa begart arbete valjs baserat pa radande forhallanden, sasom t.ex. varvtal, forbranningslufttryck. Based on the required work determined in step 303, an injection schedule is then established in step 304 which is expected to result in an undesired work, such as average torque, during the combustion cycle combustion, where the injection schedule is selected based on prevailing conditions, e.g. speed, combustion air pressure.

Det vid forbranningsmotorns forbranning avgivna vridmomentet utgor allmant ett medelvarde av det arbete forbranningsmotorn utvecklar, och detta arbete benamnes vanligtvis MEP (mean effective pressure), dvs. tryckmedelvarde. The torque delivered during the combustion engine's torque generally constitutes an average of the work the internal combustion engine develops, and this work is usually called MEP (mean effective pressure), ie. pressure average.

Allmant galler foljande samband mellan vridmoment M och effekt P: M — 27FN (1) , där N utgar farbranningsmotorns varvtal, vilket finns tillgangligt i fordonets styrsystem. In general, the following relationship applies between torque M and power P: M - 27FN (1), where N is the speed of the combustion engine, which is available in the vehicle's control system.

Vidare (Jailer feljande samband mellan tryckmedelvarde MEP respektive effekt: MEP = Pnc VciN (2) 16 , (Jar ?lc utgor antalet vary per forbranningscykel, dvs. 2 for fyrtaktsmotor respektive 1 for tvataktsmotor. 17,/ utgor forbranningskammarens Genom utnyttjande av ekv. (1) for att beskriva effekten P i ekvation (2) kan saledes sambandet mellan vridmoment M och tryckmedelvarde, for en fyrtaktsmotor, skrivas som: 47-cM MEP = (3) Vd Saledes kan ett mot ett onskat vridmoment svarande tryckmedelvarde i forbranningsmotorns forbranningskammare faststallas genom utnyttjande av ekv. 3. Eftersom Vdar kand kan MEP t.ex. tabelleras mot vridmoment i fordonets styrsystem fOr att mOjliggOra snabb Atkomst till ett borvarde mot vilket trycket i forbranningskammaren ska regleras. Furthermore (Jailer correlating relationship between pressure mean MEP and power: MEP = Pnc VciN (2) 16, (Jar? Lc is the number of variables per combustion cycle, ie 2 for four-stroke engine and 1 for two-stroke engine. 17, / constitutes the combustion chamber By using eq. (1) to describe the power P in equation (2), the relationship between torque M and the mean pressure, for a four-stroke engine, can thus be written as: 47-cM MEP = (3) CEO Thus, a mean pressure corresponding to a desired torque in the combustion engine combustion chamber determined by using equation 3. Since Vdar kand, MEP can, for example, be tabulated against torque in the vehicle's control system to enable rapid access to a drilling value against which the pressure in the combustion chamber is to be regulated.

En fOrbranningsmotors arbete, sasom t.ex. uttryckt medeltryck, kan dock definieras pa olika satt. T.ex. kommer ett arbete att utrattas vid forbranningen, men dar hela detta arbete pa grund av t.ex. forluster inte kommer att tillgangliggoras pa forbranningsmotorns utgaende axel. The work of an internal combustion engine, such as e.g. expressed mean pressure, however, can be defined in different ways. For example. work will be performed during the combustion, but where all this work due to e.g. losses will not be available on the output shaft of the internal combustion engine.

Det i forbranningskammaren utrattade arbetet benamnes allmant IMEP (indicated mean effective pressure), vilket alltsa representerar det resulterande arbetet vid forbranningen i ferbranningsrummet. The work performed in the combustion chamber is generally called IMEP (indicated mean effective pressure), which thus represents the resulting work during the combustion in the combustion chamber.

Eftersom en forbranningsmotor allmant innefattar forluster, sasom pumpfarluster vid gasvaxlingsarbetet och friktionsforluster, representerar IMEP saledes inte direkt det pa fOrbranningsmotorns utgaende axel avgivna vridmomentet. Vid t.ex. en vridmomentbegaran fran annan vid fordonet fOrekommande funktion, sasom t.ex. en funktion fOr styrning av 17 vaxling enligt ovan, begars dock normalt ett pi forbranningsmotorns utgaende axel utrattat arbete, vilket pa grund av farbranningsmotorns forluster saledes medfOr att erfordrat tryckmedelvarde for att erhalla onskat arbete pa utgaende axel inte motsvaras exakt av ekv. (3). Thus, since an internal combustion engine generally includes losses, such as pump hazard losses during gas exchange work and friction losses, the IMEP does not directly represent the torque delivered on the output shaft of the internal combustion engine. At e.g. a torque request from another function occurring at the vehicle, such as e.g. a function for controlling 17 shifting as above, however, a work done on the output shaft of the internal combustion engine is normally requested, which due to the losses of the internal combustion engine thus means that the required mean pressure to obtain the desired output on the output shaft does not correspond exactly to eq. (3).

Det pa forbranningsmotorns utgaende axel utrattade arbetet benamnes allmant BMEP (Brake mean effektive pressure), vilket utgors av IMEP, men kompenserat fOr fOrbranningsmotorns forluster. The work performed on the output shaft of the internal combustion engine is generally called BMEP (Brake mean effective pressure), which consists of IMEP, but compensated for the losses of the internal combustion engine.

Dessa ferluster kan framraknas specifikt, men vanligtvis finns forbranningsmotorns verkningsgrad val tabellerad, varvidBMEP kan faststallas som: BMEP = lim„hIME17,(4) Dar ymechutgOr fOrbranningsmotorns verkningsgrad. u r-mech kan finnas tabellerad for ett stort antal driftsforhallanden, och med mycket god noggrannhet, varvid en snabb omvandling mellan BMEP respektive IMEP vid behov kan utforas. These losses can be projected specifically, but usually the efficiency of the internal combustion engine is chosen, whereby BMEP can be determined as: BMEP = glue „hIME17, (4) Dar ymechutgOr the efficiency of the internal combustion engine. u r-mech can be tabulated for a large number of operating conditions, and with very good accuracy, whereby a rapid conversion between BMEP and IMEP can be performed if necessary.

Saledes kan alltsa det i forbranningsmotorns forbranningskammare erfordrade tryckmedelvardet IMEP for att onskat pa forbranningsmotorns utgaende axel pafort vridmoment ska erhallas skrivas som: 1 47M IMEP = limech Vd (5) Vid en begaran am ett vridmoment pa fOrbranningsmotorns utgaende axel kan saledes ett motsvarande erfordrat tryckmedelvarde for forbranningen enkelt och snabbt faststallas, och foreliggande uppfinning avser alltsa ett forfarande for att reglera forbranningen pa sa satt att forbranningen styrs mot detta tryckmedelvarde IMEP genom 18 utnyttjande av reglering av forbranningen for en forbranningscykel, under pagaende forbranningscykel. Den uppfinningsenliga regleringen kan vara anordnad att utfOras kontinuerligt for pa varandra foljande forbranningscykler for att sakerstalla en mycket exakt avgivning av begart vridmoment under t.ex. ett vaxlingsforfarande. Thus, the pressure average value IMEP required in the internal combustion engine combustion chamber to obtain the desired output of the internal combustion engine torque can be written as: 1 47M IMEP = limech CEO (5) At a request for a torque on the corresponding engine of the internal combustion engine, the combustion is easily and quickly determined, and the present invention thus relates to a method for controlling the combustion in such a way that the combustion is controlled against this pressure medium IMEP by using control of the combustion for a combustion cycle, during the ongoing combustion cycle. The control according to the invention can be arranged to be carried out continuously for successive combustion cycles in order to ensure a very precise delivery of the torque requested during e.g. a swapping procedure.

Tryckmedelvardet IMEP i forbranningskammaren under en forbranningscykel kan Oven skrivas som: 180CAD 1 IMEP =— f pdV(6) -180CAD , dar CAD star for kamaxelgrader, dvs. integrering utfors Over en hel fOrbranningscykel. The pressure average value IMEP in the combustion chamber during a combustion cycle can be written above as: 180CAD 1 IMEP = - f pdV (6) -180CAD, where CAD stands for camshaft degrees, ie. integration is performed over an entire combustion cycle.

I steg 304 faststalls alltsa enligt ovan ett insprutningsschema som fervantas resultera i ett Onskat tryckmedelvarde MEP och clamed onskat avgivet vridmoment under fOrbranningscykelns fOrbranning, och enligt denna utforingsform tillampas sdledes ett fOrutbestamt insprutningsschema vid fOrbranningscykelns bOrjan, varvid reglering enligt uppfinningen utfors forst efter det att bransleinsprutning har paborjats under fOrbranningscykeln, sasom forst efter det att atminstone en insprutning har utforts under fOrbranningscykeln, eller efter det att en insprutning atminstone har paborjats. In step 304, therefore, an injection scheme is established as above which is expected to result in a desired pressure average MEP and clamed undesired torque during the combustion cycle combustion, and according to this embodiment a predetermined injection scheme is thus applied to the combustion started during the combustion cycle, as only after at least one injection has been performed during the combustion cycle, or after at least one injection has been started.

Bransleinsprutning utfOrs alltsa normalt enligt ett forutbestamt schema, dar ett flertal insprutningar kan vara anordnade att utfOras under en och samma forbranningscykel. Thus, fuel injection is normally performed according to a predetermined schedule, where a plurality of injections may be arranged to be performed during one and the same combustion cycle.

Detta medfor att insprutningarna kan vara forhallandevis korta. T.ex. fOrekommer insprutningssystem med 5-10 bransleinsprutningar/forbranning, men antalet 19 bransleinsprutningar kan aven vara betydligt storre an sa, sasom t.ex. i storleksordningen 100 bransleinsprutningar under en fOrbranningscykel. Antalet majliga insprutningar styrs allmant av snabbheten has de organ med vilka insprutning utfors, dvs. i fallet med Common Rail -system av hur snabbt injektorerna kan oppnas stangas. This means that the injections can be relatively short. For example. There are injection systems with 5-10 fuel injections / combustion, but the number of 19 fuel injections can also be significantly larger than said, such as e.g. on the order of 100 fuel injections during a combustion cycle. The number of oral injections is generally controlled by the speed of the organs with which the injection is performed, ie. in the case of Common Rail systems of how quickly the injectors can be opened shut down.

Enligt foreliggande exempel utfors atminstone tva bransleinsprutningar inspi under en och samma forbranningscykel, men sasom har namnts och sasom framgar nedan kan flera insprutningar vara anordnade att utforas, liksom aven endast en. According to the present example, at least two fuel injections are performed during one and the same combustion cycle, but as has been named and as shown below, several injections can be arranged to be performed, as well as only one.

Insprutningsschemat är saledes i foreliggande exempel faststallt pa forhand i syfte att erhalla nagot visst utrattat arbete (tryckmedelvarde). En forsta insprutning insplutfors, och i step 305 faststalls huruvida namnda forsta insprutning inspl har utforts, och om sa ar fallet fortsatter fOrfarandet till step 306, dar det faststalls huruvida samtliga insprutningar i har utforts. Eftersom sa annu inte är fallet i foreliggande exempel fortsatter forfarandet till steg 307 samtidigt som i raknas upp med ett for nasta insprutning. The injection schedule is thus in the present example determined in advance in order to obtain a certain amount of work (pressure mean value). A first injection is injected, and in step 305 it is determined whether the said first injection has been performed, and if so, the procedure continues to step 306, where it is determined whether all the injections have been performed. Since this is not yet the case in the present example, the procedure proceeds to step 307 while being straightened up with a next injection.

Vidare faststalls genom utnyttjande av trycksensorn 206 kontinuerligt, sasom med tillampliga intervall, t.ex. varje 0,1-10 vevvinkelgrader, radande tryck i forbranningskammaren. Furthermore, by using the pressure sensor 206, it is determined continuously, as at applicable intervals, e.g. every 0.1-10 crank angle degrees, radiating pressure in the combustion chamber.

Farbranningsforloppet kan allmant beskrivas med den tryckforandring i forbranningskammaren som forbranningen per upphov till. Tryckforandringen under en forbranningscykel kan representeras med ett tryckspar, dvs. en representation av hur trycket i forbranningskammaren varierar under forbranningen. sa lange som forbranningen fortskrider sasom forvantat kommer trycket i forbranningskammaren att vara lika med det initialt estimerade, men sa snart trycket avviker fran det estimerade trycket kommer ocksa det arbete som har utrattats att avvika fran det pa forhand antagna. The process of combustion can be generally described with the pressure change in the combustion chamber that the combustion per originates. The pressure change during a combustion cycle can be represented by a pressure pair, ie. a representation of how the pressure in the combustion chamber varies during combustion. as long as the combustion proceeds as expected, the pressure in the combustion chamber will be equal to the initially estimated, but as soon as the pressure deviates from the estimated pressure, the work that has been done will also deviate from the pre-assumed.

Om forbranningen efter den forsta insprutningen inspi saledes har forflutit precis sasom forvantat kommer forhallandena i forbranningskammaren att motsvara de med insprutningen avsedda forhallandena, likasa kommer det hittills resulterande medeltrycket att motsvara det forvantade medeltrycket fram till denna punkt. Sa snart forhallandena avviker fran de avsedda forhallandena kommer dock det hittills resulterande medeltrycket att avvika fran det forvantade medeltrycket, likasa kommer aven efterfoljande del av forbranningen att paverkas eftersom de i forbranningskammaren radande forhallandena, t.ex. med avseende pa tryck/temperatur, vid nasta insprutning inte kommer att motsvara forvantade forhallanden. If the combustion after the first injection has thus proceeded exactly as expected, the conditions in the combustion chamber will correspond to the conditions intended for the injection, as well as the resulting average pressure will correspond to the expected average pressure up to this point. However, as soon as the proportions deviate from the intended proportions, the resulting average pressure will deviate from the expected mean pressure, likewise the subsequent part of the combustion will be affected because the conditions prevailing in the combustion chamber, e.g. with respect to pressure / temperature, at the next injection will not correspond to expected conditions.

I praktiken kommer ocksa det verkliga trycksparet med stor sannolikhet att avvika fran det predikterade trycksparet under forbranningens gang pa grund av t.ex. avvikelser fran den modellerade forbranningen etc. Detta askadliggors i fig. 4, dar ett predikterat tryckspar 401 for ett exempelinsprutningsschema visas (mycket schematiskt), dvs. det forvantade trycksparet for forbranningskammaren nar insprutning utfors enligt den valda insprutningsprofilen. Denna prediktering av trycksparet kan t.ex. utforas sasom beskrivs nedan. In practice, the actual pressure pair will also very likely deviate from the predicted pressure pair during the combustion process due to e.g. deviations from the modeled combustion, etc. This is damaged in Fig. 4, where a predicted pressure pair 401 for an example injection scheme is shown (very schematic), i.e. the expected pressure pair for the combustion chamber when injection is performed according to the selected injection profile. This prediction of the pressure pair can e.g. performed as described below.

I fig. 4 visas aven ett faktiskt tryckspar 402 fram till vevvinkelpositionen T1, vilken utgor radande position efter det att namnda forsta forbranning har utfarts. Faretradesvis faststalls trycket i forbranningskammaren alltsa vasentligen kontinuerligt, sasom t.ex. vid varje vevvinkelgrad, varje tiondels vevvinkelgrad eller med annat lampligt intervall 21 under hela forbranningen. Sasom kan ses i fig. 4 avviker det faktiska trycksparet fram till T1 fran det estimerade trycksparet 401. Detta innebar i sin tur att det hittillsvarande medeltrycket fram till vevvinkelpositionen T1 ocksa har avvikit fran det farvantade medeltrycket. Fig. 4 also shows an actual pressure pair 402 up to the crank angle position T1, which constitutes a rowing position after the first combustion has been carried out. Dangerously, the pressure in the combustion chamber is thus determined substantially continuously, as e.g. at each crank angle, every tenth crank angle or at any other suitable interval 21 during the entire combustion. As can be seen in Fig. 4, the actual pressure pair up to T1 deviates from the estimated pressure pair 401. This in turn means that the hitherto average pressure up to the crank angle position T1 has also deviated from the colored mean pressure.

Eftersom trycket po i forbranningskammaren efter det att den forsta insprutningen inspihar utforts skiljer sig fran motsvarande estimerade tryck vid vevvinkelpositionen T1 kommer forhallandena i forbranningskammaren vid tidpunkten for nastkommande insprutning insp2 att skilja sig fran predikterade forhallanden, varfor ocksa efterfoljande forbranning kommer att avvika fran den predikterade forbranningen am det tidigare faststallda insprutningsschemat fortfarande skulle anvandas. Det hittillsvarande medeltrycket skiljer sig ocksa fran det predikterade, och saledes Or det inte ails sakert att onskat medeltryck kommer att uppnas, och darmed forvantat arbete utforas, under forbranningscykeln. Darmed är det heller inte alls sakert att det Or det ursprungligen faststallda insprutningsschemat som utgar det mest faredragna insprutningsschemat vid stravan att uppna onskat medeltryck under farbranningscykeln eftersom tryckmedelvardet beror av trycksparet, vilket i sin tur beror av hur bransle tillfors farbranningen. Since the pressure po in the combustion chamber after the first injection has been carried out differs from the corresponding estimated pressure at the crank angle position T1, the conditions in the combustion chamber at the time of the next injection insp2 will differ from predicted conditions, therefore the subsequent combustion after combustion will also follow. am the previously established injection schedule would still be used. The average pressure so far also differs from the one predicted, and thus it is not certain that the desired average pressure will be achieved, and thus related work performed, during the combustion cycle. Thus, it is also not at all certain that the Or the originally established injection scheme is the most dangerous injection scheme in the effort to achieve the desired average pressure during the combustion cycle, since the pressure average value depends on the pressure pair, which in turn depends on how fuel is supplied to the combustion.

I steg 308 faststalls darfor ett insprutningsschema pa nytt i syfte att styra forbranningen mot ett onskat medeltryck under forbranningen, och vid bestamningen kan ett hittills under forbranningen resulterande medeltryck faststallas, varvid ett insprutningsschema kan faststallas som forvantas resultera i ett i onskat tryckmedelvarde. Forfarandestegen kan sedan upprepas efter varje insprutning for att kontinuerligt reglera forbranningen mot onskat tryckmedelvarde. 22 Regleringen kan t.ex. utforas enligt de nedan visade berakningarna, alternativt enligt andra tillampliga berakningar med motsvarande syfte, och saledes upprepas enligt nedan under pagaende forbranningscykel for att vid behov farandra insprutningsschemat under pagaende fOrbranning am de i forbranningskammaren faktiskt radande forhallandena avviker fran predikterade ferhallanden, varvid ferbranningen kan korrigeras for att i storre utstrackning na onskat utrattat arbete. Trycket i ferbranningskammaren kan faststalias kontinuerligt under forbranningen genom utnyttjande av trycksensorn 206 for att bestamma ett hittills erhallet medeltryck. In step 308, therefore, an injection schedule is re-established in order to direct the combustion to a desired average pressure during the combustion, and in the determination, an average pressure resulting so far during the combustion can be determined, whereby an injection schedule can be determined which results in a desired pressure average. The process steps can then be repeated after each injection to continuously control the combustion at the desired pressure average. 22 The regulation can e.g. is carried out according to the calculations shown below, alternatively according to other applicable calculations with a corresponding purpose, and is thus repeated as below during the ongoing combustion cycle in order to change the injection schedule during the ongoing combustion if the conditions actually radiating in the combustion chamber deviate from predicted combustion. to to a greater extent achieve unwanted tired work. The pressure in the combustion chamber can be fixed continuously during combustion by using the pressure sensor 206 to determine a mean pressure obtained so far.

Vid estimering av forvantat medeltryck under resterande forbranning erfordras dock Oven en estimering av tryckforandringen under forbranningen. Denna kan estimeras enligt foljande. When estimating the expected average pressure during the remaining combustion, however, Oven requires an estimate of the pressure change during the combustion. This can be estimated as follows.

Forbranningen kan, sasom är 'cant for fackmannen, modelleras enligt ekv. (7): dQ = Kcalibrate (QfuelQ)(7) , dar Kcalibrate anvands for att kalibrera modellen. Kcalibrate utgors av en konstant som vanligtvis Or i storleksordningen 01, men kan Oven vara anordnad att anta andra varden, och vilken faststalls individuellt cylinder fOr cylinder eller for en viss motor eller motortyp, och beror i synnerhet pa utformningen av injektorernas munstycken (spridare). The combustion can, as is known to those skilled in the art, be modeled according to eq. (7): dQ = Kcalibrate (QfuelQ) (7), where Kcalibrate is used to calibrate the model. Kcalibrate consists of a constant which is usually Or in the order of magnitude 01, but may also be arranged to assume second values, and which is determined individually cylinder for cylinder or for a certain motor or motor type, and depends in particular on the design of the injectors nozzles (diffusers).

Qfuel utgor energivardet for insprutad branslemangd, Q utgor forbrand energimangd. Forbranningen dQ Or saledes proportionell mot insprutad branslemangd minus hittills forbrukad branslemangd. Forbranningen dQ kan alternativt 23 modelleras genom utnyttjande av annan tillamplig modell, dar t.ex. aven andra parametrar kan tas hansyn till. T.ex. kan farbranningen aven utgora en funktion som beror av en modell over den turbulens som uppstar vid tillforsel av luft/bransle, vilket kan paverka farbranningen i olika grad i beroende av tillford mangd luft/bransle. Qfuel constitutes the energy value for injected industry quantity, Q constitutes combustion energy quantity. The combustion dQ Or is thus proportional to the injected amount of fuel minus the amount of fuel consumed so far. The combustion dQ can alternatively be modeled by utilizing another applicable model, where e.g. other parameters can also be taken into account. For example. The combustion can also constitute a function that depends on a model of the turbulence that arises during the supply of air / fuel, which can affect the combustion to varying degrees depending on the amount of air / fuel supplied.

Betraffande bransleinjektionerna kan dessa t.ex. modelleras som en summa av stegfunktioner: U =(431 (t(tinj. start )k)(P(t(tinj. end )k)(8) k=0 BransleflOdet matt i tillford massa m vid en insprutning k, dvs. hur branslet kommer in i forbranningskammaren under tidsfonstret u nar insprutningen utfOrs, uttryckt i den tid som forloper under det vevvinkelgrad T-intervall som injektorn är oppen, for en specifik injektion k kan modelleras som: dm = f(m)u(9) dar m utgor insprutad branslemangd, och f(m) t.ex. beror av insprutningstryck etc. f(m) kan t.ex. vara uppmatt eller estimerat pa forhand. Regarding the industry injections, these can e.g. is modeled as a sum of step functions: U = (431 (t (tinj. start) k) (P (t (tinj. end) k) (8) k = 0 BransleflOdet matt in supply mass m at an injection k, ie. how the fuel enters the combustion chamber during the time window when the injection is performed, expressed in the time that elapses during the crank angle degree T-interval at which the injector is open, for a specific injection k can be modeled as: dm = f (m) u (9) days m constitutes injected industry volume, and f (m) eg depends on injection pressure, etc. f (m) can, for example, be measured or estimated in advance.

Energivardet 0 ,LFIV for brOnslet, sasom diesel eller bensin, finns allmant angivet, varvid sadan allman angivelse kan anvOndas. EnergivOrdet kan aven finnas specifikt angivet av t.ex. branslets tillverkare, eller vara approximerat far t.ex. ett land eller en region. Energivardet kan Oven vara anordnat att uppskattas av fordonets styrsystem. Med energivardet kan ekv. (7) losas och varmefrigorelsen allteftersom forbranningen fortskrider bestammas. 24 Vidare kan, genom utnyttjande av en prediktiv varmefrigorelse- ekvation, tryckforandringen i forbranningskammaren t.ex. estimeras som: dp = (c7Y p11±)(r-lIdy) (10) \thp y-1 chp/ \ V / Tryckforandringen uttrycks saledes i vevvinkelgrader (/), vilket innebar en eliminering av fOrbranningsmotorvarvtalsberoendet vid berakningarna. y utgor allmant varmekapacitetskvoten, dvs. y= P=P , dar Cp och/eller Cy finns allmdnt framtagna och C Cp- R tabellerade for olika molekyler, och genom att forbranningskemin Or kand kan dessa tabellerade varden anvdndas tillsammans med forbranningskemin for att darmed berdkna vardera molekyls (t.ex. vatten, kvave, syre etc.) inverkan pa t.ex. det totala Cp-vardet, varvid detta kan bestammas for berakningarna ovan med god noggrannhet, pa forhand eller under t.ex. pagaende forbranning. Alternativt kan C och eller C, approximeras pa tillampligt satt. Integrering av ekv. (10) medfor foljande resultat: P - Pinitial + 1 dP Pinitial + ( c1(21 y dV)(y -1) dcp(11) dcp y -dcpV Pittitict/ utgar ett initialt tryck, vilket innan paborjan av forbranningens komprimeringssteg t.ex. kan utgoras av omgivningstrycket vid forbranningsmotorer utan turbo, eller ett radande forbranningslufttryck vid en motor med turbo. Nar estimering utfors vid en senare tidpunkt under forbranningscykeln, sasom estimering i steg 307 efter det att en insprutning har utforts, kan Pinitiat utgoras av det cid radande och med hjalp av trycksensorn 206 faststallda trycket, dvs. p91 i foreliggande exempel. V(0, dvs. forbranningskammarens volym som funktion av vevvinkel, kan med fOrdel finnas tabellerad i styrsystemets minne alternativt beraknas pa tillampligt satt, varvid avenkan bestammas. dço Saledes kan trycket p i forbranningskammaren estimeras for hela forbranningen, dvs. den forvantade kurvan 401 i fig. 4 kan estimeras. Suedes kan Oven ett forvantat medeltryck far efterfoljande del av forbranningscykeln estimeras genom utnyttjande av ekv. (6) ovan, och aven far hela forbranningscykeln dar faktiskt tryckmedelvarde kan tillampas for den del av forbranningscykeln som redan har forflutit. The energy value 0, LFIV for the fuel, such as diesel or petrol, is generally stated, whereby such a general statement can be used. The energy word can also be specifically stated by e.g. the manufacturer of the industry, or be an approximate father e.g. a country or region. The energy value can also be arranged to be estimated by the vehicle's control system. With the energy value, eq. (7) is released and the heat release as the combustion proceeds is determined. Furthermore, by using a predictive heat release equation, the pressure change in the combustion chamber can e.g. is estimated as: dp = (c7Y p11 ±) (r-lIdy) (10) \ thp y-1 chp / \ V / The pressure change is thus expressed in crank angle degrees (/), which meant an elimination of the internal combustion engine speed dependence in the calculations. y generally constitutes the heat capacity ratio, ie. y = P = P, where Cp and / or Cy are generally produced and C Cp- R tabulated for different molecules, and by combining the combustion chemistry Or kand, these tabulated values can be used together with the combustion chemistry to thereby calculate each molecule (e.g. water, nitrogen, oxygen, etc.) impact on e.g. the total Cp value, whereby this can be determined for the calculations above with good accuracy, in advance or during e.g. ongoing combustion. Alternatively, C and or C may be approximated as appropriate. Integration of eq. (10) with the following result: P - Pinitial + 1 dP Pinitial + (c1 (21 y dV) (y -1) dcp (11) dcp y -dcpV Pittitict / emits an initial pressure, which before the start of the combustion compression step t. can be determined by the ambient pressure of non-turbocharged internal combustion engines, or a radiating combustion air pressure in a turbocharged engine. When estimating at a later time during the combustion cycle, such as estimation in step 307 after an injection has been performed, Pinitiat may be V (0, i.e. the volume of the combustion chamber as a function of crank angle, can advantageously be tabulated in the memory of the control system or alternatively calculated in a suitable manner, whereby the defect is determined. dço Saledes the pressure in the combustion chamber can be estimated for the whole combustion, ie the expected curve 401 in Fig. 4 can be estimated.Suedes can also a expected average pressure have a subsequent part of the the burning cycle is estimated by using eq. (6) above, and also the whole combustion cycle where the actual pressure average can be applied to the part of the combustion cycle which has already elapsed.

Det forvantade tryckmedelvardet for ett visst insprutningsschema kan alltsa estimeras genom utnyttjande av ovanstaende ekvationer. I steg 307 kan darmed ett flertal olika insprutningsscheman utvarderas enligt ovanstaende ekvationer, dar respektive insprutningsschema kommer att ge upphov till ett specifikt tryckspar, och darmed tryckmedelvarde, vilket estimeras for det specifika insprutningsschemat. The expected mean pressure value for a given injection scheme can thus be estimated using the above equations. In step 307, a plurality of different injection schedules can thus be evaluated according to the above equations, where the respective injection schedule will give rise to a specific pressure pair, and thus the pressure mean value, which is estimated for the specific injection schedule.

Sedan kan ett insprutningsschema for efterfoljande insprutningar valjas som t.ex. fOrvantas resultera i ett tryckmedelvarde som bast motsvarar Onskat tryckmedelvarde. Then an injection schedule for subsequent injections can be selected as e.g. fOrvantas result in a pressure mean value that most closely corresponds to the desired pressure mean.

Reglering av trycket i ferbranningskammaren kan saledes utforas genom att reglera bransleinsprutningen, och genom att utfora estimering av tryckmedelvardet fOr ett antal olika insprutningsscheman med varierande insprutningstidpunkter /insprutningslangder /antal insprutningar kan suedes ett insprutningsschema faststallas som i tillamplig eller sa hog grad som mejligt resulterar i onskat tryckmedelvarde. 26 Saledes kan i steg 307 faststallas ett insprutningsschema, sasom ett insprutningsschema bland ett flertal definierade insprutningsscheman, som bast uppfyller Onskat tryckmedelvarde, dar detta insprutningsschema kan faststallas individuellt cylinder for cylinder baserat pa sensorsignaler Iran atminstone en trycksensor i respektive ferbranningskammare. Control of the pressure in the combustion chamber can thus be performed by regulating the fuel injection, and by performing estimation of the mean pressure value for a number of different injection schedules with varying injection times / injection lengths / number of injections, an injection schedule can be established as appropriate or as appropriate. pressure average. Thus, in step 307, an injection schedule can be established, such as an injection schedule among a plurality of defined injection schedules, which best meet the desired pressure average, where this injection schedule can be determined individually cylinder by cylinder based on sensor signals Iran at least one pressure sensor in each combustion chamber.

Betraffande namnda insprutningsscheman kan det t.ex. finnas ett flertal pa forhand definierade insprutningsscheman, varvid berakningar av ovanstaende typ kan utforas for vart och ett av dessa tillgangliga insprutningsscheman. Alternativt kan berakningarna utforas for de insprutningsscheman som av nagon anledning mest sannolikt anses resultera i onskat tryckmedelvarde. T.ex. kan insprutningsscheman utvarderas eller forkastas med avseende pa den totala mangd bransle som kommer att insprutas enligt schemat, dar t.ex. en star mangd bransle t.ex. kan antas resultera i ett for hogt tryckmedelvarde, i synnerhet am hittills resulterande tryckmedelvarde ligger Over forvantat tryckmedelvarde, och omvant kan en for lag sammanlagd branslemangd atminstone i vissa fall forvantas resultera i ett for lagt tryckmedelvarde. Regarding the mentioned injection schedules, it can e.g. there are a plurality of predefined injection schedules, whereby calculations of the above type can be performed for each of these available injection schedules. Alternatively, the calculations can be performed for the injection schedules that for some reason are most likely to result in the desired pressure average. For example. Injection schedules can be evaluated or rejected with respect to the total amount of industry that will be injected according to the schedule, where e.g. a star mangd branle e.g. can be assumed to result in a too high pressure average, in particular if the resulting pressure average is above expected pressure average, and conversely, a combined total industry volume can at least in some cases be expected to result in a proposed pressure average.

Hittills har hela insprutningsscheman for resterande forbranning utvarderats, men regleringen kan Oven vara anordnad att utforas for enbart den kommande insprutningen efter en foregaende insprutning, varvid senare insprutningar kan hanteras efterhand. Det i steg 307 valda insprutningsschemat kan saledes utgOras av enbart den nastkommande insprutningen. So far, entire injection schedules for residual combustion have been evaluated, but the regulation can also be arranged to be performed for only the next injection after a previous injection, whereby later injections can be handled afterwards. The injection scheme selected in step 307 can thus consist of only the next injection.

Nar insprutningsschema har valts i steg 307 atergar forfarandet till steg 304 far utforande av nasta insprutning, varvid Oven denna ger upphov till en forbranning, och clamed 27 ett tryckspar, day. Aven detta sannolikt kommer att avvika fran det pa forhand predikterade trycksparet. Detta betyder ocksa att forbranningen aven vid efterfoljande insprutningar sannolikt kommer att paverkas av radande forhallanden i farbranningskammaren nar insprutningen paborjas, liksom att det hittills resulterande tryckmedelvardet anyo har forandrats fran det fervantade. When the injection schedule has been selected in step 307, the process returns to step 304, performing the next injection, whereupon this gives rise to a combustion, and clamed 27 a pressure save, day. This, too, is likely to deviate from the predetermined pressure pair. This also means that the combustion also in subsequent injections is likely to be affected by radiating conditions in the combustion chamber when the injection is started, as well as that the resulting pressure mean value has changed from the expected.

Saledes kan i steg 307, efter det att en efterfoljande insprutning har utforts, ater en ny insprutningsstrategi for aterstaende insprutningar, alternativt den pafoljande insprutningen, beraknas med hjalp av ovanstaende ekvationer, varvid forfarandet sedan atergar till steg 304 for utforande av efterfoljande bransleinsprutning enligt den nya insprutningsstrategi som framraknats i steg 307. Regleringen kan saledes vara anordnad att utforas efter varje insprutning och nar sedan samtliga insprutningar i har utforts atergar forfarandet fran steg 307 till steg 301 for reglering av en efterfoljande forbranningscykel. Thus, in step 307, after a subsequent injection has been performed, again a new injection strategy for the remaining injections, alternatively the subsequent injection, can be calculated using the above equations, the procedure then returning to step 304 for performing subsequent injection according to the new industry injection. injection strategy developed in step 307. The control may thus be arranged to be performed after each injection and when all the injections have been performed the procedure from step 307 to step 301 is repeated to control a subsequent combustion cycle.

Vid de ovanstaende berakningarna anvands efter varje insprutning aktuell tryckbestamning ppigenom utnyttjande av trycksensorn 206 som n r initial enligt ovan for att Any° prediktera tryckspar/tryckmedelvarden for att faststalla ett nytt insprutningsschema utefter de nu radande forhallandena i forbranningskammaren, men nu saledes med data som erhallits ytterligare en bit in i fOrbranningen. Dvs. p91 efter den forsta forbranningen och pa motsvarande satt faststanda pci for efterfOljande insprutningar, varvid saledes Pinitial forandras vid berakningar under forbranningscykeln, och varvid bransleinsprutningen anpassas efter radande fOrhallanden efter varje insprutning, med foljd att insprutningsschemat kan fOrandras efter varje insprutning. 28 Fareliggande uppfinning tillhandahaller saledes ett farfarande som anpassar forbranningen allteftersom forbranningen fortskrider, varvid fOrbranningsmotorns farbranning mycket exakt kan regleras mot ett onskat avgivet vridmoment, varvid farfaranden sasom t.ex. vaxling kan utforas med star noggrannhet med reglering under pagaende forbranningscykel och darmed pa ett skonsamt satt for bade fOrare och drivlina. Dessutom kan regleringen anvandas for att motverka svangningar som kan uppsta i drivlinan, (Jar forbranningsmotorn kan styras mycket exakt i syfte att genom tillamplig vridmomentreglering motverka oenskade effekter sasom t.ex. svangningar. In the above calculations, after each injection, the current pressure determination is used by using the pressure sensor 206 as the initial as above to predict any pressure couple / pressure average to establish a new injection schedule according to the now prevailing conditions in the combustion chamber, but now with data obtained further. a bit into the combustion. Ie. p91 after the first combustion and in a corresponding manner fixed pci for subsequent injections, whereby Pinitial thus changes in calculations during the combustion cycle, and whereby the fuel injection is adapted to radiating conditions after each injection, with the result that the injection schedule can be changed after each injection. The present invention thus provides a process which adapts the combustion as the combustion proceeds, wherein the combustion engine combustion can be controlled very precisely against a desired torque, whereby processes such as e.g. Waxing can be performed with great care with regulation during the current combustion cycle and thus in a gentle way for both driver and driveline. In addition, the control can be used to counteract oscillations that may occur in the driveline, (The combustion engine can be controlled very precisely in order to counteract undesired effects such as oscillations through applicable torque control.

Enligt foreliggande uppfinning anpassas saledes forbranningen under pagaende forbranning baserat pa avvikelser fran den predikterade forbranningen, och enligt en utforingsform varje gang en insprutning inspi har utforts sa lange som ytterligare insprutningar ska utforas. According to the present invention, the combustion is thus adapted during ongoing combustion based on deviations from the predicted combustion, and according to one embodiment each time an injection has been performed as long as further injections are to be performed.

I stallet for att i steg 307 utvardera ett antal definierade insprutningsscheman kan t.ex. en regulator anvandas, vilken baserat pa t.ex. en faststalld avvikelse mellan onskat tryckmedelvarde och hittills erhallet tryckmedelvarde, med storlek och tecken, reglerar efterfoljande forbranning, dar t.ex. en eller flera efterfoljande insprutningar kan anpassas efter hur forbranningen borde ha skett och hur den verkligheten har skett. T.ex. kan branslemangden for efterfoljande insprutning enligt det forutbestamda insprutningsschemat hojas am tryckmedelvardet ligger lagre an forvantat, eller minskas am tryckmedelvardet ligger hogre an forvantat. Detta kan utforas for varje efterfoljande insprutning, varvid en god reglering kan uppnas. Instead of evaluating a number of defined injection schedules in step 307, e.g. a regulator is used, which based on e.g. a fixed deviation between the desired pressure mean and the hitherto obtained pressure mean, with size and sign, regulates subsequent combustion, where e.g. one or more subsequent injections can be adapted to how the combustion should have taken place and how that reality has taken place. For example. For example, the industry volume for subsequent injection according to the predetermined injection schedule may be increased if the pressure average is lower than expected, or reduced if the pressure average is higher than expected. This can be done for each subsequent injection, whereby a good control can be achieved.

Branslemangden kan t.ex. regleras genom oka/minska branslemangden med en branslemangd erhallen genom att multiplicera den tidigare faststallda branslemangden for 29 insprutningen med skillnaden mellan hittills forvantat tryckmedelvarde och hittills faktiskt erhallet tryckmedelvarde med nagon tillamplig konstant. The amount of fuel can e.g. is regulated by increasing / decreasing the industry volume by one industry volume obtained by multiplying the previously determined industry volume for the 29 injection by the difference between the hitherto expected pressure average and the hitherto actually obtained pressure average with some applicable constant.

Enligt det ovan beskrivna forfarandet har insprutningsschemat vid forbranningscykelns borjan faststallts baserat pa tabellerade varden, men enligt en utforingsform kan insprutningsstrategin redan fore bransleinsprutningen paborjas faststallas pa ovan beskrivna satt, varvid saledes aven den forsta insprutningen utfors enligt ett enligt ovan faststallt insprutningsschema. According to the method described above, the injection schedule at the beginning of the combustion cycle has been determined based on tabulated values, but according to one embodiment the injection strategy can already be determined before the industry injection is started in the manner described above, thus also the first injection is performed according to an above-determined injection scheme.

Vidare har regleringen hittills beskrivits pa ett satt dar egenskaperna for en nastkommande insprutning faststalls baserat pa radande forhallanden i forbranningskammaren efter den foregaende insprutningen. Regleringen kan dock aven vara anordnad att utforas kontinuerligt, varvid tryckbestamningar kan utforas med hjalp av trycksensorn aven under pagaende insprutning, och varvid insprutningsschemat kan beraknas och korrigeras andra fram till dess att nasta insprutning paborjas. Alternativt kan till och med den pagaende insprutningen paverkas av framraknade forandringar insprutningsschemat Oven vid de fall ett flertal kortare insprutningar utfors. Insprutningen kan Oven utgoras av en enda langre insprutning, varvid forandringar av pagaende insprutning kontinuerligt kan utforas, t.ex. genom s.k. rate shaping, t.ex. genom att forandra oppningsarea hos insprutningsmunstycket och/eller det tryck med vilket bransle insprutas baserat pa estimeringar och uppmatta tryckvarden under insprutningen. Vidare kan bransletillforsel under forbranningen innefatta tva bransleinsprutningar, dar t.ex. endast den andra eller bada insprutningarna regleras t.ex. med hjalp av rate shaping. Rate shaping kan Oven tillampas vid fallet dar tre eller fler insprutningar utfors. Furthermore, the regulation has hitherto been described in a manner in which the properties of a subsequent injection are determined based on prevailing conditions in the combustion chamber after the previous injection. However, the control can also be arranged to be performed continuously, whereby pressure determinations can be performed with the aid of the pressure sensor also during pagan injection, and whereby the injection schedule can be calculated and corrected by others until the next injection is started. Alternatively, even the ongoing injection may be affected by protruding changes in the injection schedule Even in cases where a number of shorter injections are performed. The injection can also consist of a single longer injection, whereby changes to the ongoing injection can be performed continuously, e.g. by so-called rate shaping, e.g. by changing the opening area of the injection nozzle and / or the pressure at which the fuel is injected based on estimates and the measured pressure value during the injection. Furthermore, fuel supply during combustion can include two fuel injections, where e.g. only the second or both injections are regulated e.g. with the help of rate shaping. Rate shaping can also be applied in the case where three or more injections are performed.

Betraffande de insprutningsstrategier som skall utvarderas kan dessa framtagas pa olika satt. T.ex. kan olika fordelningar mellan insprutningar utvarderas, och t.ex. kan insprutad branslemangd omfordelas mellan efterfoljande insprutningar och/eller kan insprutningstidpunkten fOrandras for en eller flera pafoljande insprutningar, dar hansyn kan tas till ev. begransningar med avseende pa t.ex. minsta tillatna langd eller branslemangd fOr en bransleinsprutning. Regarding the injection strategies to be evaluated, these can be developed in different ways. For example. different distributions between injections can be evaluated, and e.g. can injected industry quantity be redistributed between subsequent injections and / or can the injection time be changed for one or more subsequent injections, where the view can be taken to ev. restrictions with regard to e.g. minimum permitted length or industry quantity for an industry injection.

Istallet for att utvardera ett antal specifika insprutningsscheman kan forfarandet vara anordnat att utfora t.ex. ovanstaende berakningar for ett antal tankbara scenarier, dar berakningarna kan utforas for olika insprutningslangder/mangder/tider for de olika insprutningarna, med motsvarande forandringar i frigjord energi. Instead of evaluating a number of specific injection schedules, the method may be arranged to perform e.g. the above calculations for a number of conceivable scenarios, where the calculations can be performed for different injection lengths / quantities / times for the different injections, with corresponding changes in released energy.

Ju fler bransleinsprutningar som utfors under en forbranningscykel, desto her parametrar kan forandras. Vid ett start antal insprutningar kan darfor regleringen bli forhallandevis komplex, eftersom ett stort antal parametrar kan varieras och darmed skulle behova utvarderas. T.ex. kan ett mycket start antal insprutningar vara anordnade att utforas under en och samma forbranningscykel, sasom ett tiotal, eller t.o.m. ett hundratal insprutningar. The more fuel injections performed during a combustion cycle, the more parameters can be changed here. At an initial number of injections, the regulation can therefore be relatively complex, since a large number of parameters can be varied and thus would need to be evaluated. For example. a very initial number of injections can be arranged to be performed during one and the same combustion cycle, such as a dozen, or even about a hundred injections.

Vid dylika situationer kan det finnas flera ekvivalenta insprutningsstrategier, vilka resulterar i vasentligen samma tryckmedelvarde. Detta introducerar en oanskad komplexitet i berakningarna. In such situations, there may be several equivalent injection strategies, which result in essentially the same pressure mean. This introduces an undesirable complexity in the calculations.

Enligt en utforingsform tillampas en reglering dar den i tiden narmast narliggande insprutningen/injektionen betraktas som en separat insprutning, och darefter foljande bransleinsprutningar som en enda ytterligare "virtuell" 31 insprutning, varvid varmeforlusterna kan optimeras mellan dessa tva insprutningar. Detta exemplifieras i fig. 5A, dar insprutningen 501 motsvarar inspl enligt ovan, insprutningen 502 motsvarar insp2 enligt ovan, och dar resterande insprutningar 503-505 behandlas som en enda virtuell insprutning 506. Genom att forfara pa detta satt behover den ferskjutning som sker mellan insp2 och efterfoljande insprutningar inte fOrdelas specifikt mellan insprutningarna 503-505, utan ferdelning sker i detta skede mellan insprutning 502 respektive den "virtuella" insprutningen 506. According to one embodiment, a control is applied where the nearest injection / injection is considered as a separate injection, and subsequent industry injections as a single additional "virtual" 31 injection, whereby the heat losses can be optimized between these two injections. This is exemplified in Fig. 5A, where the injection 501 corresponds to the injection as above, the injection 502 corresponds to the injection 2 as above, and where the remaining injections 503-505 are treated as a single virtual injection 506. By proceeding in this way, the fresh injection that takes place between the injection and subsequent injections are not specifically distributed between the injections 503-505, but are distributed at this stage between the injection 502 and the "virtual" injection 506, respectively.

Nar sedan insprutningen 502 har genomforts upprepas forfarandet precis som ovan med ny bestamning av insprutningsschema fOr att erhalla onskat tryckmedelvarde, men cid med insprutningen 503 som separat insprutning, se fig. 5B, och insprutning 504, 505 utgor tillsammans en virtuell insprutning vid fordelning enligt ovan. After the injection 502 has been performed, the procedure is repeated as above with a new determination of the injection schedule to obtain the desired pressure average, but with the injection 503 as a separate injection, see Fig. 5B, and the injection 504, 505 together constitute a virtual injection when distributed as above .

I fig. 5A utgors den virtuella insprutningen 506 av tre insprutningar, men sdsom inses kan den virtuella insprutningen 506 frdn borjan innefatta fler an tre insprutningar, sdsom 10- tals insprutningar eller 100-tals insprutningar, i beroende av hur manga insprutningar som avses att utforas under forbranningscykeln, varvid forfarandet upprepas till dess att samtliga insprutningar har utforts. In Fig. 5A, the virtual injection 506 consists of three injections, but as will be appreciated, the virtual injection 506 may initially comprise more than three injections, such as 10 injections or 100 injections, depending on how many injections are intended to be performed. during the combustion cycle, the procedure being repeated until all the injections have been made.

Det är aven mojligt att nyttja t.ex. en MPC (Model Predictive Control)-reglering vid reglering enligt uppfinningen. It is also possible to use e.g. an MPC (Model Predictive Control) control when controlling according to the invention.

Ett exempel pa en MPC-reglering visas i fig. 6, dar referenskurvan 603 motsvarar forvdntad utveckling for tryckmedelvardet under fOrbranningscykeln, dvs. resultatet av ekv. (6) med trycket estimerat enligt ovan. Kurvan 603 representerar saledes den tryckmedelvardesutveckling som efterstrdvas under fOrbranningscykeln. Det specifika utseendet 32 for denna tryckmedelvardesutveckling kan med fordel faststallas pa forhand, t.ex. genom tillampliga berakningar och/eller matningar pa motortypen, varvid dessa data kan lagras i styrsystemets minne som funktion av t.ex. varvtal och last. Detta medfor ocksa att forbranningen inte behOver styras enbart mot ett vid varje tillfalle radande tryckmedelvarde, utan ferbranningen kan aven vara anordnad att styras mot en forvantad tryckmedelvardesutveckling, sasom t.ex. kurvan 603 i fig. 6, varvid varje insprutning kan ha som syfte att resultera i ett hittills resulterande tryckmedelvarde som vid nagon given tidpunkt uppgar till motsvarande punkt pa kurvan 603. An example of an MPC control is shown in Fig. 6, where the reference curve 603 corresponds to the expected development of the pressure average value during the combustion cycle, i.e. the result of eq. (6) with the pressure estimated as above. Curve 603 thus represents the development of the pressure average value that is sought during the combustion cycle. The specific appearance 32 for this development of pressure medium value can advantageously be determined in advance, e.g. by applicable calculations and / or feeds on the motor type, whereby this data can be stored in the control system memory as a function of e.g. speed and load. This also means that the combustion does not have to be controlled only towards a pressure average value radiating at each case, but the combustion can also be arranged to be controlled towards a predetermined pressure average development, such as e.g. curve 603 in Fig. 6, whereby each injection may be intended to result in a pressure average resulting hitherto which at any given time amounts to the corresponding point on curve 603.

Den heldragna kurvan 602 fram till tiden k representerar det faktiska tryckmedelvarde som hittills har uppkommit och som har framraknas enligt ovan med hjalp av faktiska data fran den vevvinkelupplosta tryckgivaren. Kurvan 601 representerar predikterad utveckling av tryckmedelvardet baserat pa predikterad insprutningsprofil, och utgor suedes den tryckmedelvardesutveckling som farvantas. Streckade insprutningar 605, 606, 607 representerar den predikterade styrsignalen, dvs. den insprutningsprofil som forvantas tillampas, och 608, 609 representerar redan utforda insprutningar. The solid curve 602 up to time k represents the actual pressure mean value which has hitherto arisen and which has been calculated as above with the aid of actual data from the crank angle-resolved pressure sensor. Curve 601 represents the predicted development of the pressure mean value based on the predicted injection profile, and thus constitutes the pressure mean value development that is expected. Dashed injections 605, 606, 607 represent the predicted control signal, i.e. the expected injection profile is applied, and 608, 609 represent already challenging injections.

Den predikterade insprutningsprofilen uppdateras med tillampliga mellanrum, sasom t.ex. efter varje utford insprutning, for att na slutvardet som efterstravas och som ges av referenskruvan 603, och dar nasta insprutning faststalls baserat pa radande forhallande i forhallande till den estimerade medeltryckutvecklingen. The predicted injection profile is updated at appropriate intervals, such as e.g. after each challenge injection, to reach the final value sought and given by the reference screw 603, and where the next injection is determined based on radiating ratio in relation to the estimated mean pressure development.

Saledes tillhandahaller foreliggande uppfinning ett forfarande som medger en mycket god reglering av ett forbranningsforlopp, 33 och som anpassar farbranningen under pagaende forbranning for att erhalla en mycket noggrann reglering av avgivet vridmoment. Thus, the present invention provides a method which allows a very good control of a combustion process, 33 and which adapts the color combustion during ongoing combustion to obtain a very accurate control of the torque delivered.

Enligt ovan kan utrattat arbete suedes estimeras for ett flertal olika alternativa insprutningsscheman for aterstaende insprutningar, varvid ett insprutningsschema som resulterar i begart arbete kan valjas vid utforande av nastfoljande insprutning. I de fall flera insprutningsscheman/regleralternativ uppfyller uppsatta villkor kan andra parametrar anvandas for att valja vilket av dessa som ska anvandas. Det kan Oven finnas andra anledningar till att samtidigt reglera Oven baserat pa andra parametrar. T.ex. kan insprutningsschema, forutom baserat pd utrattat arbete, delvis valjas Oven baserat pa ett eller flera av perspektiven tryckamplitud, varmeforlust, avgastemperatur, tryckforandringshastighet, eller vid forbranningen genererade kvaveoxider som ytterligare kriterium, dar sadan bestamning kan utforas enligt nagon av de nedan angivna parallella patentansokningarna. According to the above, straightened work suedes can be estimated for a number of different alternative injection schedules for the remaining injections, whereby an injection schedule which results in requested work can be selected when performing subsequent injection. In cases where several injection schemes / control alternatives meet the set conditions, other parameters can be used to select which of these is to be used. There may also be other reasons for simultaneously regulating the oven based on other parameters. For example. Injection schedule, in addition to based on strenuous work, can be selected in part based on one or more of the perspectives pressure amplitude, heat loss, exhaust temperature, pressure change rate, or nitrogen oxides generated during combustion as additional criteria, where such determination can be performed according to any of the parallel patent applications listed below.

Specifikt visas i den parallella ansokan "FORFARANDE OCH SYSTEM FOR REGLERING AV EN FORBRANNINGSMOTOR V" (svensk patentansokan, ansokningsnummer: 1350508-6) ett forfarande for att baserat pa en estimerad maximal tryckamplitud reglera efterfoljande forbranning. Specifically, the parallel application "PROCEDURE AND SYSTEM FOR REGULATING AN COMBUSTION ENGINE V" (Swedish patent application, application number: 1350508-6) shows a procedure for regulating subsequent combustion based on an estimated maximum pressure amplitude.

Vidare visar den parallella ansokan "FORFARANDE OCH SYSTEM FOR REGLERING AV EN FORBRANNINGSMOTOR II" (svensk patentansokan, ansokningsnummer: 1350507-8) ett forfarande for att under en forsta forbranningscykel reglera en pafoljande del av forbranning under namnda forsta forbranningscykel med avseende pa en vid nOmnda efterfoljande forbrOnning resulterande temperatur. 34 Vidare visar den parallella ansakan "FORFARANDE OCH SYSTEM FOR REGLERING AV EN FORBRANNINGSMOTOR I" (svensk patentansokan, ansokningsnummer: 1350506-0) ett farfarande far att baserat pa en estimerad maximal tryckforandringshastighet reglera efterfaljande farbranning. Furthermore, the parallel application "PROCEDURE AND SYSTEM FOR REGULATING AN COMBUSTION ENGINE II" (Swedish patent application, application number: 1350507-8) shows a procedure for regulating a subsequent part of combustion during a first combustion cycle during said first combustion cycle with respect to said combustion engine. subsequent combustion resulting temperature. 34 Furthermore, the parallel application "PROCEDURE AND SYSTEM FOR REGULATING AN COMBUSTION ENGINE I" (Swedish patent application, application number: 1350506-0) shows a procedure for regulating subsequent combustion based on an estimated maximum pressure change rate.

Vidare visar den parallella ansokan "FORFARANDE OCH SYSTEM FOR REGLERING AV EN FORBRANNINGSMOTOR IV" ett forfarande for att under en forsta forbranningscykel reglera forbranning under en pafoljande del av namnda forsta forbranningscykel med avseende pa en representation av en vid namnda forbranning resulterande varmeforlust. Furthermore, the parallel application "PROCEDURE AND SYSTEM FOR CONTROLING AN COMBUSTION ENGINE IV" discloses a method for controlling combustion during a first combustion cycle during a subsequent part of said first combustion cycle with respect to a representation of a heat loss resulting from said combustion.

Vidare visar den parallella ansokan "FORFARANDE OCH SYSTEM FOR REGLERING AV EN FORBRANNINGSMOTOR VI" ett forfarande for att under en forsta forbranningscykel estimera ett forsta matt pa kvaveoxider resulterande vid forbranning under namnda forsta forbranningscykel, och baserat pa namnda forsta matt, reglera forbranning under en pafoljande del av namnda forsta forbranningscykel. Furthermore, the parallel application "PROCEDURE AND SYSTEM FOR CONTROLING AN COMBUSTION ENGINE VI" shows a method for estimating during a first combustion cycle a first mat of nitrogen oxides resulting from combustion during said first combustion cycle, and based on said first mat, regulating combustion during combustion. part of the said first combustion cycle.

Uppfinningen har ovan exemplifierats pa ett satt dar en trycksensor 206 anvands for att faststalla ett tryck i forbranningskammaren, och med hjalp av vilket tryck sedan varmeforlusterna kan estimeras. Som alternativ till att anvanda trycksensorer kan istallet en (eller flera) andra sensorer nyttjas, sasom t.ex. hogupplasta jonstramsensorer, knacksensorer eller tojningsgivare, varvid trycket forbranningskammaren kan modelleras genom utnyttjande av sensorsignaler fran dylika sensorer. Det ar aven mojligt att kombinera olika typer av sensorer, t.ex. for att erhalla en sakrare estimering av trycket i forbranningskammaren, och/eller anvanda andra tillampliga sensorer, dar sensorsignalerna omrOknas till motsvarande tryck for anvandning vid reglering enligt ovan. The invention has been exemplified above in a manner in which a pressure sensor 206 is used to determine a pressure in the combustion chamber, and by means of which pressure the heat losses can then be estimated. As an alternative to using pressure sensors, one (or more) other sensors can be used instead, such as e.g. high-load ion current sensors, knock sensors or strain gauges, whereby the pressure of the combustion chamber can be modeled by using sensor signals from such sensors. It is also possible to combine different types of sensors, e.g. to obtain a more accurate estimation of the pressure in the combustion chamber, and / or to use other applicable sensors, where the sensor signals are converted to the corresponding pressure for use in control as above.

Vidare har i ovanstaende beskrivning endast bransleinsprutning reglerats. Ist011et for att enbart reglera mOngden tillfort bransle kan tryckmedelvardet vid forbranningen vara anordnad att regleras med hjOlp av t.ex. avgasventiler, varvid insprutning kan utforas enligt forutbestamt schema, men dar avgasventilerna anvOnds for att vid behov t.ex. sOnka trycket I forbranningskammaren och clamed Oven tryckmedelvardet. Furthermore, in the above description, only industry injection has been regulated. Instead of regulating only the amount of fuel supplied, the pressure average value during combustion can be arranged to be regulated with the aid of e.g. exhaust valves, whereby injection can be carried out according to a predetermined schedule, but where the exhaust valves are used to, if necessary, e.g. Lower the pressure in the combustion chamber and clamed the pressure medium.

Vidare kan regleringen utforas med nagon tillamplig typ av regulator, eller t.ex. med hjalp av tillstandsmodeller och tillstandsaterkoppling (exempelvis linjOr programmering, LQGmetoden eller liknande). Furthermore, the control can be performed with any applicable type of regulator, or e.g. using state models and state feedback (for example, line programming, the LQG method or similar).

Det uppfinningsenliga forfarandet fOr reglering av forbranningsmotorn kan Oven kombineras med sensorsignaler fran andra sensorsystem dar upplosning pa vevvinkelniva inte Or tillganglig, sasom t.ex. annan tryckgivare, NOx-sensorer, NH3- sensorer, PM-sensorer, syresensorer och/eller temperaturgivare etc., vilka insignaler t.ex. kan anvandas som inparametrar vid estimering av t.ex. varmeforluster genom utnyttjande av datadrivna modeller istallet for modeller av ovan beskrivna typ. The inventive method for controlling the internal combustion engine can also be combined with sensor signals from other sensor systems where resolution at the crank angle level is not available, such as e.g. other pressure sensors, NOx sensors, NH3 sensors, PM sensors, oxygen sensors and / or temperature sensors etc., which input signals e.g. can be used as input parameters when estimating e.g. heat losses through the use of data-driven models instead of models of the type described above.

Vidare har foreliggande uppfinning ovan exemplifierats i anknytning till fordon. Uppfinningen Or dock Oven tillamplig vid godtyckliga farkoster/processer dOr forbranningsreglering enligt ovan är tillamplig, sasom t.ex. vatten- eller luftfarkoster med forbranningsprocesser enligt ovan. Furthermore, the present invention has been exemplified above in connection with vehicles. The invention is, however, also applicable to arbitrary vessels / processes where combustion control as above is applicable, such as e.g. water or aircraft with combustion processes as above.

Det skall ocksa noteras att systemet kan modifieras enligt olika utforingsformer av forfarandet enligt uppfinningen (och vice versa) och att foreliggande uppfinning inte pa nagot vis är begransad till de ovan beskrivna utforingsformerna av 36 farfarandet enligt uppfinningen, utan avser och innefattar alla utforingsformer mom de bifogade sjalvstandiga kravens skyddsomfang. It should also be noted that the system may be modified according to various embodiments of the method of the invention (and vice versa) and that the present invention is not in any way limited to the above-described embodiments of the method of the invention, but relates to and includes all embodiments of the appended claims. the scope of protection of the independent requirements.

Claims

A method of controlling an internal combustion engine (101), wherein said internal combustion engine (101) comprises at least one combustion chamber (201) and means (202) for supplying fuel to said combustion chamber (201), wherein combustion in said combustion chamber (201) ) takes place in combustion cycles, the process being characterized in that:

During a first part of a first combustion cycle, by means of a first sensor means determining a first parameter value representing a quantity during combustion in said combustion chamber (201), and 2. based on said first parameter value, regulating combustion during a subsequent part of said combustion chamber; first combustion cycle, wherein in said regulation the combustion during said subsequent part of said first combustion cycle is regulated with respect to a work performed during combustion.

A method according to claim 1, wherein the work performed in said combustion is represented by an average pressure during said combustion cycle.

A method according to any one of claims 1-2, further comprising, based on said first parameter value, determining control parameters for controlling the combustion during said subsequent part of said first combustion cycle.

A method according to any one of claims 1-3, wherein, in said regulation with respect to the work performed during the combustion, the combustion is regulated against a first average pressure corresponding to said performed work during said combustion cycle. 38

A method according to any one of claims 1-4, further comprising: 1. determining a work performed for said combustion cycle, and - regulating the combustion during said palliative part of said first combustion cycle against said requested performed work.

A method according to any one of the preceding claims, further comprising: - estimating a representation of a work resulting hitherto during said first combustion cycle, and 1. regulating said subsequent part of said combustion cycle based on said representation of said hitherto during said first combustion cycle work .

The method of claim 6, further comprising: 1. controlling the combustion during said subsequent portion of said first combustion cycle based on a comparison between said estimated expected work and work performed during said combustion cycle.

A method according to any one of the preceding claims, further comprising in estimating said control parameters for said subsequent part of said combustion cycle, using said first parameter, estimating a related pressure change during said subsequent part of said combustion cycle.

A method according to any one of the preceding claims, wherein in said regulation an expected work during said combustion cycle is estimated, wherein said expected 39 work is estimated by using an estimation of a heat release during said combustion.

A method according to claim 9, wherein in estimating said expected straightened work, a pressure change during said remaining part of said combustion cycle is estimated using said estimation of a heat release during said combustion.

A method according to any one of the preceding claims, wherein said first parameter value represents a pressure radiating during said first combustion cycle in said combustion chamber (201).

A method according to any one of the preceding claims, further comprising regulating combustion during said subsequent part of said first combustion cycle by regulating industry for supply to said combustion chamber (201).

A method according to any one of the preceding claims, further comprising, in said regulating said combustion during said subsequent part of said combustion, determining an anticipated strenuous work during said combustion cycle for a plurality of control alternatives, and - from said plurality of control alternatives, selecting a control alternative regulation of said pdfThe following part of said combustion cycle.

A method according to any one of the preceding claims, further comprising: - in said regulation, evaluating At least first and a second control alternative, respectively, wherein the one of said first and second control alternatives that is most likely to result in a desired work done is selected.

A method according to claim 13 or 14, wherein said control alternative consists of alternatives for supplying fuel for at least one supply of fuel during said subsequent part of said combustion cycle.

A method according to any one of claims 12-15, wherein the fuel supplied to said combustion chamber (201) is regulated by controlling the fuel injection by means of at least one fuel injector (202).

A method according to any one of claims 12-16, wherein at least one fuel injection is performed during said subsequent part of said combustion cycle, wherein an amount of fuel and / or injection time and / or injection length is regulated for said fuel injection.

A method according to any one of claims 12-17, wherein at least two injections of fuel are performed during said subsequent part of said combustion cycle, wherein a remaining part of said combustion is regulated At least after said first of said at least two injections of fuel.

A method according to any one of claims 12-18, wherein in controlling said combustion at least three injections are performed during said subsequent part of said combustion process, wherein in determining control parameters, a first of said at least three injections, remaining injections are treated as a single total injection in the said regulation.

A method according to any one of claims 12-19, wherein controlling combustion during said palliative portion of said 41 first combustion cycle is performed at least in part by controlling fuel for injection into said combustion chamber (201) during an ongoing fuel injection.

A method according to any one of claims 12-20, further comprising, in regulating fuel for injection, said combustion chamber (201) changing a distribution of fuel quantities between at least two fuel injections.

A method according to any preceding claim, further comprising performing a first fuel injection to said combustion chamber (201) during said first portion of said first combustion cycle, and at least a second fuel injection during said subsequent portion of said combustion cycle, wherein control parameters for said second fuel injection determined after the said first industry injection.

A method according to any preceding claim, further comprising controlling combustion during said subsequent part of said first combustion cycle by controlling one or more valves operating at said combustion chamber (201).

A method according to any one of the preceding claims, wherein said control is performed for a plurality of consecutive combustion cycles.

A method according to any one of the preceding claims, wherein said first parameter value for a quantity in combustion in said combustion chamber (201) is determined at least at each crank angle, every tenth of each crank angle or every hundredth of each crank angle. 42

A method according to any one of the preceding claims, wherein said first parameter is determined by using one or more of the group: cylinder pressure sensor, knock sensor, strain sensor, speed sensor, ion current sensor.

A computer program comprising program code, which, when said program code is executed in a computer, causes said computer to perform the procedure according to any of claims 1-26.

A computer program product comprising a computer readable medium and a computer program according to claim 27, wherein said computer program is included in said computer readable medium.

A system for controlling an internal combustion engine (101), wherein said internal combustion engine (101) comprises at least one combustion chamber (201) and means (202) for supplying fuel to said combustion chamber (201), wherein combustion takes place in said combustion chamber (201). in combustion cycles, characterized in that the system comprises means (115) for: 1. during a first part of a first combustion cycle, by means of a first sensor means determining a first parameter yard representing a quantity yid combustion in said combustion chamber (201), and 2 based on said first parameter ground, regulate combustion during a subsequent part of said first combustion cycle, wherein said regulating combustion during said subsequent part of said first combustion cycle is regulated by reference to a work performed during combustion.

A system according to claim 29, characterized in that said internal combustion engine is constituted by one of the group: vehicle engine, marine engine, industrial engine. 43

Vehicle (100), characterized in that it comprises a system according to claim 29 or 30.