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WO2006013139A1 - Procede et dispositif pour commander un moteur a combustion interne - Google Patents

Procede et dispositif pour commander un moteur a combustion interne Download PDF

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Publication number
WO2006013139A1
WO2006013139A1 PCT/EP2005/053243 EP2005053243W WO2006013139A1 WO 2006013139 A1 WO2006013139 A1 WO 2006013139A1 EP 2005053243 W EP2005053243 W EP 2005053243W WO 2006013139 A1 WO2006013139 A1 WO 2006013139A1
Authority
WO
WIPO (PCT)
Prior art keywords
operating state
cylinder
internal combustion
combustion engine
torque
Prior art date
Application number
PCT/EP2005/053243
Other languages
German (de)
English (en)
Inventor
Frank Weiss
Hong Zhang
Original Assignee
Siemens Aktiengesellschaft
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens Aktiengesellschaft filed Critical Siemens Aktiengesellschaft
Publication of WO2006013139A1 publication Critical patent/WO2006013139A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3064—Controlling fuel injection according to or using specific or several modes of combustion with special control during transition between modes
    • F02D41/307—Controlling fuel injection according to or using specific or several modes of combustion with special control during transition between modes to avoid torque shocks
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D37/00—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for
    • F02D37/02—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for one of the functions being ignition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/402—Multiple injections
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/18—Control of the engine output torque
    • F02D2250/21—Control of the engine output torque during a transition between engine operation modes or states
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/024—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus
    • F02D41/0255—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus to accelerate the warming-up of the exhaust gas treating apparatus at engine start
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the invention relates to a method and a device for controlling an internal combustion engine having at least one cylinder, to which an injection valve for metering fuel is assigned, which is designed to carry out a plurality of partial injections during each one working cycle of the cylinder.
  • DE 101 14 050 A1 discloses a method for warming at least one catalytic converter connected downstream of a spark-ignited, directly injecting internal combustion engine.
  • the exhaust gas is at least temporarily Temperature angeho ⁇ ben by at least one motorized measure.
  • the engine measures include a Mehrfachein ⁇ injection and / or a Zündwinkels Georgtver ein.
  • at least two fuel injections are carried out in the cylinder within an intake and compression stroke of a cylinder. That motor measure or combination of measures with the strongest heating effect is started at the earliest after a delay of at least two working cycles of the internal combustion engine after the engine has started.
  • a method for controlling an internal combustion engine is known, with a control unit that adjusts an air supply and an ignition angle. From the start of the internal combustion engine up to the end of a catalyst heating phase, the system switches over to specific lambda and ignition angle characteristics " in order to ensure an optimized thermal reaction. The ignition angles and lambda characteristics are clamped in the sense that a torque reserve is not or only to a limited extent permitted.
  • the object of the invention is to provide a method and a device for controlling an internal combustion engine, which enable a comfortable operation of the internal combustion engine.
  • the invention features a method and a corresponding device for controlling an internal combustion engine having at least one cylinder, to which an injection valve for metering fuel is assigned, which is designed to supply a plurality of component injections during each one working cycle of the cylinder ,
  • the injection valve In a first operating state, the injection valve is an ⁇ controlled in terms of performing several Partein- injections during each one Häzyklusses the respective cylinder.
  • the injection valve In a second operating state, the injection valve is actuated in the sense of performing an injection per working cycle of the respective cylinder.
  • the fuel quantity to be supplied to the respective cylinder per working cycle is thus divided into a plurality of fuel packages, which are in each case metered by the injection valve during the respective partial injection.
  • the entire fuel mass which is to be metered into the respective cylinder per working cycle, is metered in by the respective injection valve in an injection process.
  • a parameter which influences the torque generated by the internal combustion engine is determined for the second operating state such that the torque remains unchanged as a result of the change from the first to the second operating state remains at the same air filling of the cylinder.
  • the value of a manipulated variable or values of several manipulated variables for one or more actuators of an air path of the internal combustion engine is adjusted such that the parameter is within the predefined value Range of values is. Only then is the change from the first to the second operating state carried out.
  • the actuators of the Lucas ⁇ path are all actuators to understand that affect the air filling of the respective cylinder.
  • the characteristic value is representative of those manipulated variables of the-or derje ⁇ -independent actuators, which influence the torque of the internal combustion engine without influencing the air filling of the cylinder.
  • the change from the first to the second operating state is only performed when the characteristic is within the predetermined value range.
  • This has the advantage that the transition from the first operating state to the second operating state is not perceived by a driver of a motor vehicle in which the internal combustion engine is arranged, and this is thus comfortable.
  • the parameter is representative of a firing angle of the ignition of the air / fuel mixture in the cylinder. This has the advantage that the ignition angle can be changed very quickly and simply.
  • the parameter is representative of the air / fuel ratio in the cylinder. The air / fuel ratio is particularly easy to detect.
  • the invention is characterized by a method and a corresponding device for controlling an internal combustion engine, in which, if the currently generated torque of the cylinder lies outside a predefinable value range while the air charge remains the same for the second operating state, the value of a manipulated variable or values of a plurality of manipulated variables for one or more actuators of an air path of the internal combustion engine is adjusted such that the torque currently generated lies within the predeterminable value range and only then is the change from the first to the second operating state is performed.
  • FIG. 2 is a block diagram of a part of a control device of the internal combustion engine that is relevant in connection with the invention
  • FIG. 3 shows a flow diagram of a program which is executed in the control device
  • FIG. 4 shows a further flow diagram of a further program which is executed in the control device.
  • An internal combustion engine (FIG. 1) comprises an intake tract 1, an engine block 2, a cylinder head 3 and an exhaust tract 4.
  • the intake tract 4 preferably comprises a throttle valve 6, furthermore a collector 7 and an intake manifold 8 which leads to a cylinder Zl is guided via an inlet channel in the Motor ⁇ block 2.
  • the engine block 2 further comprises a crankshaft 10, which is coupled via a connecting rod 11 with the Kol ⁇ ben 12 of the cylinder Zl.
  • the cylinder head 3 comprises a valve drive with a gas inlet valve 14, a gas outlet valve 15 and Ventilantrie ⁇ be 16, 17.
  • the cylinder head 3 further comprises a Einspritz ⁇ valve 19 and a spark plug 20.
  • the Ein ⁇ injection valve 19 also in the intake manifold 8 may be arranged.
  • the exhaust tract 4 includes an exhaust gas catalyst 22, which is designed as a three-way catalyst.
  • a control device 24 is provided, the sensors zuge ⁇ are assigned, which detect different parameters and each determine the measured value of the measured variable.
  • the control device 24 determines dependent on at least one of the measured variables manipulated variables, which are then converted into one or more actuating signals for controlling the actuators by means of corresponding actuators.
  • the sensors are a pedal position sensor 25, which detects an accelerator pedal position PV of an accelerator pedal 26, an air mass meter 28, which detects an air mass flow upstream of the throttle 6, a first temperature sensor 32, which detects the intake air temperature, a Saugrohr horr- sensor 33, which an intake manifold pressure in the collector 7 er ⁇ sums, a crankshaft angle sensor 34, which detects a Kurbel ⁇ shaft angle, which then a rotational speed N is assigned.
  • a second temperature sensor 35 detects ademit ⁇ teltemperatur.
  • an oxygen probe 36 is provided whose measurement signal is characteristic of the air / fuel ratio in the cylinder Z1. Depending on the embodiment of the invention, any subset of said sensors may be present or additional sensors may also be present.
  • the actuators are, for example, the throttle 6, the gas inlet and Gaklakladlassventile 14, 15, the injection valve 19 or the spark plug 20. But it can also be additional actuators, such as a pulse charging valve 38 or a switching flap provided in the intake manifold 8 a Leerlaufhellungssteller be seen in the case of a mecha ⁇ nically coupled to the accelerator pedal 26 throttle 6. Furthermore, as an actuators, a Abgastur ⁇ bolader or a compressor can be provided.
  • cylinders Z2 to Z4 are preferably also provided, to which corresponding actuators are then assigned.
  • a block diagram of a portion of the control device 24 is explained in more detail below with reference to FIG 2.
  • a loss torque TQ_LOSS a loss torque TQ_LOSS and, if appropriate, further measured variables, an air path torque TQI_MAF and a torque TQI_FAST which can be set quickly are determined.
  • a component "TQI" of the respective reference sign denotes an indexed torque in each case.
  • the indexed torque is the torque which is generated by the combustion of the air / fuel mixture in the cylinder, without taking into account losses due to, for example, friction or due to pumping losses or other losses.
  • the loss torque TO_LOSS is preferably determined as a function of the rotational speed N, an actual air mass flow MAF and, if appropriate, further measured variables, such as the coolant temperature or an intake air temperature.
  • the loss torque TQ_LOSS takes into account the actually occurring losses, which are caused, for example, by friction, by pumping losses or other losses.
  • the actual air mass flow MAF is preferably the air mass flow in the respective cylinders Z1 to Z4. It is preferably determined by means of a dynamic filling model of the intake tract 1, which is also referred to as a suction tube filling model.
  • the determination of the actual air mass flow MAF is preferably dependent in this context from the Saugrohr ⁇ detected by the intake manifold pressure sensor 33 and / or the detected by means of the throttle position sensor opening degree of the throttle valve and / or mitmit means of the air mass meter 28 detected air mass flow and / or other parameters of the internal combustion engine.
  • the actual air mass flow may also be assigned, by way of example, the air mass flow detected by the air mass meter 28.
  • the air path of the internal combustion engine is understood as meaning all components of the internal combustion engine which serve to supply air into the respective combustion chamber of the cylinder Z1 to Z4.
  • the intake tract 1 forms the air path of the internal combustion engine.
  • Both the air path torque TQI_MAF and the quickly adjustable torque TQI_FAST represent the respective driver request and take into account further torque requests, such as a torque request for the catalyst heating immediately after the engine start.
  • the quickly adjustable torque TQI_FAST represents short torque requirements set, and typically has a speed-dependent time constant of the ' "is in the range of about 30 to 5 ms.
  • the Heilpfad- torque TQI_MAF represents Drehmomentanforde ⁇ stanchions rich over a correspondingly long period of time in Be ⁇ be set by several 100 ms and thus are also in the dynamic range of the intake.
  • an actuating signal for at least one actuator of the air path of the internal combustion engine is generated depending on the air path torque TQI_MAF. This is done preferably by means of an inverse filling model of the intake tract of the internal combustion engine.
  • At least one control signal SG_THR for setting the throttle valve 6 is preferably generated in the block B2.
  • control signals can be generated in block B2 for activating the valve drives 16, 17 for the gas inlet valve 14 or the gas outlet valve 15, for the pulse valve 38, for the optionally present switching flap or for actuators of the turbocharger or of the compressor.
  • a reference torque TQI_REF is determined as a function of the actual air mass flow MAF and the rotational speed N.
  • the reference torque TQI_REF is that particular torque that is theoretically generated in the respective cylinder Z1 to Z4 when the adjusting parameters influencing the generation of the torque, such as, for example, an ignition angle, the air / fuel ratio in the cylinder Z1 to Z4 Z4 or possibly also a cylinder deactivation in view of generating a maximum torque ein ⁇ are set.
  • the determination of the reference torque TQI_REF in the block B3 preferably takes place in each case by means of a characteristic map and corresponding map interpolation.
  • the block B3 be ⁇ preferably a map for a first operating state of the internal combustion engine and another map for a second operating state of the internal combustion engine stored.
  • the second operating state EE is the injection valve 19 is driven in the sense of performing a single injection per cycle of the respective cylinder Zl to Z4.
  • an ignition angle efficiency EFF_IGA is determined as a function of the quickly adjustable torque TQI_FAST and the reference torque TQI_REF. This is preferably done by dividing the torque TQI_FAST to be quickly set by the reference torque TQI_REF.
  • other efficiency parameters such as, for example, an air / fuel ratio efficiency EFF_LAM or an other efficiency dependent on the cylinder deactivation, can also be taken into account.
  • a basic ignition angle efficiency EFF_IGA_BAS and a minimum ignition angle efficiency EFF_IGA_MIN are determined. This takes place corresponding to the block B3 preferably by means of suitable maps and Kennfeldinter ⁇ polation separately for the first operating state ME and the second operating state EE.
  • the respective basic efficiency is the respective efficiency, which represents the respectively optimum efficiency under the condition that knocking is avoided.
  • the respective minimum efficiency is understood to mean that efficiency which has the lowest efficiency, which is still permissible under the boundary conditions of stable combustion and a temperature of the catalytic converter which is not too high.
  • block B7 it is checked whether the ignition angle efficiency EFF_IGA is within the value range defined by the basic ignition angle efficiency EFF_IGA_BAS and the minimum ignition angle efficiency EFF_IGA_MIN. If this is the case, then in block B7 a control signal SG_IGA for the Ignition of the air / fuel mixture in the respective Zy ⁇ cylinder Zl to Z4 determined depending on the Z ⁇ ndwinkelrialsgrad EFF_IGA, but this is not the case, then the control signal SG_IGA for the ignition depends on the je ⁇ Weils limiting basic ignition efficiency EFF_IGA_BAS or the minimum Zundwinkel Obersgrad EFF_IGA_MIN ermit ⁇ telt.
  • the air / fuel ratio efficiency EFF_LAM can be determined. This is particularly advantageous if it is possible and feasible from an exhaust gas point of view to operate the internal combustion engine at a fuel / fuel ratio which deviates significantly from the stochiometric air / fuel ratio.
  • a block B9 is then provided, in which different characteristic diagrams are preferably stored separately for the respective first and second operating states ME, EE of the internal combustion engine depending on the air mass flow MAF and the rotational speed N, from which it is then preferred
  • respective basic air / fuel ratio efficiencies EFF_LAM_BAS and minimum air / fuel ratio efficiencies EFF_LAM_MIN can be determined.
  • Em Block BIO then corresponds to block B7. In block BIO, a desired value LAM_SP of an air ratio is then determined, which then enters into a further calculation of a fuel quantity to be injected.
  • a program is described below with reference to FIG. 3, which program is stored in the control device 24 and is executed in the control device 24 during operation of the internal combustion engine.
  • the program is started in a step S1, in which, if appropriate, variable initiation is initiated.
  • a step S2 it is checked whether a Change from the first operating state. ME is to take place in the second operating state EE. This may be the case, for example, if, after an engine start of the internal combustion engine and an adjoining heating phase of the exhaust gas catalytic converter 22, this has reached its operating temperature.
  • the first operating state ME is characterized in this connection by the fact that a very late metering of fuel into the combustion chamber of the respective cylinder Zl to Z4 can take place, which then in connection with a ent ⁇ speaking minimum ignition angle, the minimum Zündwin Corresponds ⁇ kel Obersgrad, an exothermic reaction still unburned air / fuel mixture in the exhaust tract 4 of the internal combustion engine can result. This causes a very high exhaust gas temperature, which is desirable in the case of the desired Auf ⁇ heating the catalytic converter 22.
  • the first operating state ME can also be assumed if knocking in the respective cylinder Z1 to Z4 has first been detected in the second operating state EE. By switching to the first operating state ME, the tendency to knock can then be reduced with the same torque generated since the course of the temperature of the combustion can be better influenced by the multiple metering of the fuel mixture in the context of the partial injections and thus the knocking can be prevented.
  • step S2 If the condition of step S2 is not fulfilled, the program waits for a predefinable waiting period in one Step S4, during which it may be interrupted and, if appropriate, other programs are carried out in the control device 24. Subsequent to step S4, the processing is continued again in step S2.
  • step S6 the reference torque TQI_REF F. E correspondingly to the procedure of the block B3 determined depending stood from the map for the second Radiozu ⁇ EE.
  • an ignition angle efficiency EFF_IGA EE for the second operating state EE is determined as a function of the reference torque TQI_REF EE for the second operating state EE and the current fast adjustable torque TQI_FAST in accordance with the procedure of the block B5.
  • a basic torque TQI_BAS EE and a minimum torque TQI_MIN BE are determined as a function of the actual air mass flow MAF and the rotational speed N for the second operating state EE. This can be done, for example, by means of one or more maps.
  • the basic torque TQI_BAS EE is the maximum torque that can be set at the current actual mass air flow MAF and the engine speed N under the condition that knocking is avoided.
  • the minimum torque TQI_MIN EE is the torque corresponding to the actual actual air mass flow MAF and the rotational speed N can be set to a minimum under the boundary conditions of a stable combustion and a not unacceptably high temperature of the catalytic converter 22.
  • step S10 it is checked in a step S10 whether the ignition angle efficiency EFF_IGA ⁇ in the second operating state EE is greater than a basic ignition angle efficiency EFF_IGA_BAS EE in the second operating state EE, which corresponds to the procedure of block B6 by means of the corresponding characteristic field for the second Operating state EE is determined. If this is the case, then the torque TQI_FAST which can be set quickly can no longer be set as desired under a transition from the first operating state ME to the second operating state EE under these operating conditions and it would lead to an at least brief drop in the torque come.
  • a difference air-path torque DTQI_MAF is then determined in a step S12, specifically as a function of the quickly adjustable torque TQI_FAST and the base torque TQI_BAS E E for the second operating state EE. This can be done particularly easily by subtraction.
  • the differential air path torque DTQI_MAF is then taken into account in the block Bl in the determination of the air path torque TQI_MAF. This results in a so-called torque reserve, which results in an increase in the actual air mass flow MAF. This first leads to a reduction in the ignition angle efficiency EFF__IGA in the first operating state ME. However, in the event of an actual switchover to the second operating state EE, it is possible for the quickly adjustable torque TQI_FAST to be set further.
  • step S10 If, on the other hand, the condition of step S10 is not fulfilled, it is checked in a step S14 whether the ignition angle value is correct. degree of efficiency EFF_IGA EE in the second operating state EE is smaller than the minimum ignition angle efficiency EFF_IGA_MIN ⁇ . ⁇ in the second operating state EE, which is determined according to the procedure of the block B6. If this is the case, then in a step Sl6, the differential air path torque DTQI_MAF is determined as a function of the quickly adjustable torque TQI_FAST and the minimum torque TQI_MIN EE in the second operating state, specifically according to the procedure of step S12.
  • the difference air path torque DTQI_MAF then has a nega ⁇ tive value in the step Sl6 in the rule, which thus leads to a reduction of the air path torque TQI_MAF.
  • This reduction then also leads to a reduction in the actual air mass flow MAF, which is then taken into account in blocks B3 and B5 and B7 in a corresponding increase in the ignition angle efficiency EFF_IGA in the first operating state ME.
  • step S14 If, on the other hand, the condition of step S14 is not met, it is possible to switch from the first operating state ME to the second operating state EE in a step S17 without a constant setting of the quickly adjustable torque TQI_FAST being prevented.
  • a torque-neutral transition from the first operating state ME to the second operating state EE can take place. This has the advantage that a driver of the motor vehicle, in which the internal combustion engine is arranged, does not feel the transition from the first operating state ME to the second operating state EE, and this transition thus conveys a comfortable driving feeling.
  • the ignition angle efficiency EFF_IGA is thus a parameter which influences the torque generated by the internal combustion engine without the air filling of the respective cylinder Z1-Z4 to influence.
  • this parameter can also be, for example, the air / fuel ratio efficiency EFF_LAM or, for example, also a cylinder deactivation efficiency.
  • a program adapted to these efficiencies is then processed in accordance with FIG.
  • the calculations can also be made directly with the respective ignition angles, air / fuel ratios or cylinder deactivations or the like.
  • Steps S20, S22, S24, S28, S32, and S36 correspond to steps S1, S2, S4, S9, S12, and S16.
  • step S30 it is checked whether the fast adjustable torque TQI FAST is greater than the base torque
  • step S30 the processing in step S32 is continued.
  • step S30 If, on the other hand, the condition of step S30 is not satisfied, it is checked in a step S34 whether the torque TQI_FAST which can be set quickly is smaller than the minimum torque TQI_MIN EE in the second operating state EE. is If this is the case, the differential air path torque DTQI_MAF is determined in step S36.
  • step S34 If, on the other hand, the condition of step S34 is not fulfilled, it is possible to switch from the first operating state ME to the second operating state EE in a step S37 without a constant setting of the quickly adjustable torque TQI_FAST being prevented.
  • the characteristic maps mentioned are preferably determined in advance on an engine test stand or by means of corresponding simulations and stored in a data memory of the control device.
  • the described procedure can also be applied correspondingly to a desired transition from the second operating state EE to the first operating state ME.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

L'invention concerne un moteur à combustion interne qui comprend une soupape d'injection servant à doser le carburant et pouvant exécuter plusieurs injections partielles pendant un cycle de travail respectif. Dans un premier état de fonctionnement (ME), la soupape d'injection exécute plusieurs injections partielles pendant un cycle de travail respectif. Dans un deuxième état de fonctionnement (FE), la soupape d'injection exécute une injection par cycle de travail. Avant le passage du premier au deuxième état de fonctionnement (ME, FE), une grandeur caractéristique influençant le couple de rotation créé est déterminée pour le deuxième état de fonctionnement (FE) de sorte que le couple de rotation reste inchangé suite au changement d'état de fonctionnement, le remplissage d'air du cylindre restant constant. Si la grandeur caractéristique pour le deuxième état de fonctionnement (FE) se situe hors d'une plage de valeurs prédéfinissable, la valeur d'une ou de plusieurs grandeurs de réglage pour un ou plusieurs actionneurs d'une voie d'air du moteur à combustion interne est adaptée de sorte que la grandeur caractéristique se situe à l'intérieur de la plage de valeurs prédéfinie. Ce n'est qu'alors qu'est exécuté le changement d'état de fonctionnement.
PCT/EP2005/053243 2004-07-29 2005-07-07 Procede et dispositif pour commander un moteur a combustion interne WO2006013139A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102004036733.7 2004-07-29
DE102004036733A DE102004036733A1 (de) 2004-07-29 2004-07-29 Verfahren und Vorrichtung zum Steuern einer Brennkraftmaschine

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WO2006013139A1 true WO2006013139A1 (fr) 2006-02-09

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WO2007039368A1 (fr) * 2005-09-30 2007-04-12 Continental Automotive Gmbh Procede et dispositif pour commander un moteur a combustion interne lors du changement de mode de fonctionnement
WO2016055465A1 (fr) * 2014-10-08 2016-04-14 Continental Automotive Gmbh Procédé de détermination d'une réserve de couple

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CN107110036B (zh) * 2014-10-08 2020-09-11 大陆汽车有限公司 用于确定扭矩储备的方法

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