• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    Internal combustion engine (1) with a control device (C), wherein in the internal combustion engine (1) an air-fuel mixture with a controllable by the control device combustion air ratio (λ) is burned, wherein the control device (C) comprises: a power control loop, the is configured to match an actual power (Pg) of the internal combustion engine (1) to a desired power (Pdg) of the internal combustion engine (1) via an adjustment of the lambda value (λ), a NOx emission control loop which is designed via a functional relationship (2) to control the boost pressure as a substitute variable for the NOx emission by the boost pressure influencing actuators so that for each target power (Pdg) of the internal combustion engine, a boost pressure setpoint (Pdim) is adjustable.
    公开号:AT516134A2
    申请号:T575/2014
    申请日:2014-07-22
    公开日:2016-02-15
    发明作者:
    申请人:Ge Jenbacher Gmbh & Co Og；
    IPC主号:
    专利说明:

    description
    The present invention relates to an internal combustion engine with a control device.
    In the control strategy known from EP 0 259 382 B1, a charging target value is generated as a function of a measured actual power of the internal combustion engine, and the lambda value (ratio of air to fuel) is determined by a first control circuit (charge pressure regulator) via a nominal / actual value comparison is set that the actual boost pressure corresponds to the boost pressure setpoint and there is a specific target value of the NOx emission at this boost pressure target value. Since the NOx emission is not directly known, the charging pressure is used as an auxiliary control variable. The functional relationship is in the form of a family of curves, where each curve for a given NOx value indicates the relationship between the actual power and the supercharging pressure setpoint. Thus, the supercharger is actually an emission control circuit with respect to the NOx (NOx emission control) emission loop.
    The adjustment of the lambda value takes place by influencing a gas metering device. The change in the lambda value would in itself cause a change in the performance of the internal combustion engine, which must be compensated by a second control circuit (power control loop). This compensation in the power control loop via those actuators that directly affect the charging pressure (throttle and Verdichterumblasung) .The boost pressure is so indirectly regulated via the lambda value. This control strategy is known as the LEANOX® process.
    Accordingly, the functional relationship between the relatively easily measurable boost pressure prevailing in front of the intake valves of the engine and the power is utilized.
    For this purpose, the output of the boost pressure measurement is connected to an actual value input of the first control loop. In the first control circuit of EP 0 259 382 B1 (boost pressure regulator), a programmable device for determining a power-dependent setpoint value for the boost pressure from the power measurement signal supplied by the power measuring device is arranged.
    In this case, the regulation of the boost pressure takes place indirectly via the regulation of the air-gas ratio (lambda) in the air-gas mixer, for example, an increase in leanness of the mixture (increasing lambda) causes an increase in the boost pressure upstream of the intake valves (in the case of a requirement for constant engine power).
    However, the coupling of power control with boost control (alternatively for an immediate NOx emission control) while maintaining a target NOx emission level results in disadvantages such as stability problems and poor transient behavior (slow start required).
    The object of the invention is to provide an internal combustion engine with a control device which, while maintaining compliance with a target NOx emission, avoids the disadvantages described above and in particular has favorable transient behavior.
    This object is achieved by an internal combustion engine with a control device according to claim 1. Advantageous embodiments are defined in the dependent claims.
    Also in the invention, the NOx emission control is carried out by means of the auxiliary variable boost pressure, but the power control takes place via the lambda value.
    For this purpose, it is provided according to the invention that the power control circuit is designed to match an actual power of the internal combustion engine with a target power of the internal combustion engine via an adjustment of the lambda value and the NOx emission control loop is designed to operate via a functional relationship between desired and known per se. Power and charge pressure the boost pressure as a substitute for the NOx emission
    To control boost pressure influencing actuators so that a target boost pressure is adjustable for each target power of the internal combustion engine.
    In contrast to the prior art, in the invention, therefore, the charging pressure is set by means of a charge pressure regulator which directly, that is to say the charging pressure regulator. H. without including the power control to which respective actuators affect the boost pressure. The NOx emission control circuit controls the boost pressure influencing actuators so that a target boost pressure is set for each target power of the internal combustion engine. Examples of such actuators affecting such boost pressure include a compressor blow-off valve, a throttle valve, a variable compressor geometry, a wastegate, and a variable turbine geometry.
    The actuation of the boost pressure influencing actuators is alsonicht in the power control loop but directly in the NOx emission control loop and only in dependence on the target power, not the actual power. Thus, with respect to the control circuits, there is no coupling of NOx emission control and power control, but there is coupling only to unavoidable physical relationships within the engine.
    It is preferably provided that the NOx emission control loop has a boost pressure regulator, by means of which an actual boost pressure can be adjusted to a boost pressure setpoint, wherein boost pressure governor is embodied either in the form of a first comparator and a first PID controller or as a model-based regulator.
    It may be provided that the power control loop has a first regulator by which actuators - preferably port injection valves or a gas metering device of a gas mixer - which influence the gas mass flow ugas, are controllable, the controller having either a second comparator and a second PID controller or as model based Regulator is designed.
    Preferably, it can be provided that a skip fire control module is additionally provided in the power control loop, which is supplied as input, the desired power and which is adapted to control the first regulator for the fuel gas mass flow so that in selected cylinders of the engine no combustion takes place due to lack of fuel gas.
    In a further preferred embodiment, it is provided that the first controller within the power control loop is configured such that the controller can be supplied with further actual variables as input to the controller, the controller limiting the manipulated variable of the lambda value taking into account the further actual variables such that upon reaching From limiting values of the actual variables, no further change of the manipulated variable of the lambda value takes place in a direction which further influences the actual variable (s). A detrimental influence would be, for example, a further enrichment (lower lambda value) at an already high exhaust gas temperature on the exit side of the internal combustion engine or an exhaustion (higher lambda value) in the presence of intermittent signals of cylinders of the internal combustion engine.
    Provision may be made for the power control loop and the NOx emission control loop to be preceded by a trajectory generator which is designed to convert a non-steady, discontinuous specification of the desired power by a user into a continuous trajectory for the desired power.
    It can be preferably provided that the trajectory generator is designed to additionally receive the actual power as input and to monitor a deviation between the instantaneous value of the desired power according to the continuous function and the actual power in such a way that the deviation is the continuous function the target power is limited to a certain value above the actual power.
    There may be provided a dead time compensating means which is adapted to obtain the target power, the actual power and the actual boost pressure at one time and in the form predicted by a dead time D in the future
    Output output again. The dead time D is either constantly estimated during operation by means of suitable models or predefined from experiments.
    It can preferably be provided that a further controller is provided, which is designed to receive the output of the dead time compensation device as input and to output a nominal value for the lambda value as a function of the input.
    Further advantages and details of the invention will be discussed for various embodiments with reference to Figs. 2-7.
    FIG. 1 shows the state of the art according to EP 0 259 382 B1.
    The said logic components need not be present as physical components but can be realized as circuits in the control device of the internal combustion engine.
    FIG. 1 shows the state of the art according to EP 0 259 382 B1. Shown schematically is an internal combustion engine 1, to which a fuel gas mass flow is introduced. The fuel gas mass flow ugas may be influenced via a regulator 5 which drives suitable actuators (for example port injection valves or gas metering device of a gas mixer).
    The control loop shown in Figure 1 above is the NOx emission control loop.
    The NOx emission control loop in this case comprises the assemblies or logical relationships with the reference numerals 2, 3, 4, 5 and the respective input and output variables. It conveniently includes (for example in the form of a look-up table or function) the functional relationship 2 between boost pressure set point pdjm (as the output of functional connectivity 2) and actual power Pg (as input of functional connectivity 2) for a given NOx value in the form of a curve. In the comparator 3, a desired-actual comparison between charge pressure setpoint pdim and charge pressure pjm takes place. The deviation pdim - pjm is supplied to a PID controller 4. This outputs a setpoint λά for the lambda value, which serves as input for the controller 5 which activates the fuel gas mass flow ugas influencing actuators. The controller 5 can also be designed as a controller, ie without feedback of the target variable λά.
    The control circuit shown in Figure 1 below is the power control loop. Erbinhaltet another PID controller 6, which is supplied as input the determined in a further comparator 7 deviation Pdg - Pg between target power Pdg and Ist power Pg. The PID controller 6 outputs as appropriate control signals up-influencing the boost pressure p, m to those actuators (for example compressor bypass valve or throttle valve) which on the one hand affect the actual boost pressure p, m and on the other hand the actual power Pg, thereby obtaining the above described strong coupling between NOx emission control loop and power control loop results.
    Figure 2 shows a first embodiment of the invention, wherein the same reference numerals designate the same components or logical sequences as in Figure 1.
    In comparison with FIG. 1, the first difference that can be discerned is that in the NOx emission control loop, instead of the actual power Pg of the internal combustion engine 1, the target power Pdg of the internal combustion engine 1 is received as input to the functional connection 2. In the present case, this therefore indicates the relationship between boost pressure set point pdim (output of the functional connection 2) and set power Pdg (input of the functional connection 2) for a specific NOx value in the form of a curve.
    In the NOx emission control loop, the boost pressure setpoint pdm is supplied to a boost pressure regulator 8 as input. This charge pressure regulator 8 could be implemented as shown in FIG. 1 in the form of a comparator 3 and a PID controller 4. However, an embodiment is preferred as a model-based controller which, in addition to the actual actual boost pressure, also needs the charge pressure setpoint pdm as input. In contrast to Figure 1, the output of the wastegate 8 takes the form of control signals up to those actuators (for example compressor bypass valve or throttle valve) which influence the actual boost pressure pjm. These control signals were up in Figure 1, the output of the PID controller 6 and thus the power control loop. Since these control signals up are part of the NOx emission control loop, FIG. 1 does not show the strong coupling between NOx emission control loop and power control loop in the invention.
    The power control circuit of Figure 2 differs from that of Figure 1 only in that the controller 5, which drives the actuators (for example, port injection valves or gas metering device of a gas mixer) which influence the mass gas flow of hydrogen, is arranged in the power control circuit. Instead of the arrangement of comparator 7 and PID controller 6, a model-based controller could also be provided.
    In the simplest case, the functional relationship 2 in the form described above results as a simple curve. As already known from the documents based on EP 0 259 382 B1, the functional relationship 2 can be corrected by taking corrections with regard to the ignition time, the inlet temperature, etc.
    In sum, there are several advantages associated with the invention: faster response of load changes (faster adjustment of the actual power Pg of the engine 1 to a change in the desired power pdg) possible, the target emission values for NOx can be reached significantly earlier in the case of load changes Emission values for NOx are already closer to the desired value during a load change because the functional relationship 2 can be more easily followed
    FIG. 3 shows a second embodiment of the invention. In comparison to FIG. 2, a skip fire control module 9 is additionally provided in the power control loop, to which the desired power Pdg is supplied as input. The output of the skip fire control module 9 is sent to the regulator 5, which controls the fuel gas mass flow ugas such that in selected cylinders
    Internal combustion engine 1 for lack of fuel gas no combustion takes place. This allows a quick adaptation to load changes. This is advantageous for port injection internal combustion engines.
    FIG. 4 shows a third embodiment of the invention. Compared to Figure 2 is in addition the return of other actual variables y (here: exhaust gas outlet side of the internal combustion engine 1 or on the inlet side a notable, not shown exhaust aftertreatment unit and / or knock or misfire of cylinders of the engine 1 and / orÖltemperatur and / or cooling water temperature and / or charge air temperature These limit the manipulated variable λ * in such a way that, when limit values of the actual values are reached, no further change of λ <λ takes place in a direction which continues to influence the actual variables.A negative influence would be, for example a further enrichment (lower lambda value) at an already high exhaust gas temperature on the outlet side of the internal combustion engine 1 or an exhaustion (higher lambda value) in the presence of emissions signals from cylinders of the internal combustion engine 1. The feedback further Actual variables y thus represents a safety loop, by which the manipulation of the manipulated variable takes place only in limits acceptable for the internal combustion engine 1.
    FIG. 5 shows a fourth exemplary embodiment of the invention, in which, compared to FIG. 2, the functional relationship 2 is preceded by a trajectory generator 10. This converts a non-steady, step-shaped specification of the desired power Pd 'stepg by a user in a fixed trajectory for the target power Pdg. Starting from a present actual value of the target power Pdg and a desired final value of the target power Pdg, a continuous function combining these values is selected, for example in the form of a (preferably linear) ramp or in the form of a polynomial or the like. The trajectory generator 10 can also be added as an input the actual power Pg be supplied. Thereby, the deviation between the current value of the target power Pdg according to the continuous function and the actual power Pg can be monitored so that if the deviation is too large, the steady state function of the target power Pdg is limited to a certain value above the actual power Pg. This case may become relevant to, for example, a cold engine 1.
    FIG. 6 shows a fifth exemplary embodiment of the invention in which a dead time compensation device 11 is provided in comparison to FIG. 2. This is particularly advantageous for mixed-charge internal combustion engines 1. The dead time compensation device 11 includes the desired power Pdg, the actual power Pg and the actual boost pressure pjm , The input signals Pdg (t), Pg (t), pim (t) at a time t are shifted in one by a dead time D (time which is between a change of the fuel gas mass flow and the corresponding reaction of the engine 1 in the actual power Pg) Future t + D predicted form Pdg (t + D), Pgit-iD), pim (t + D) output again as output. This output serves as input to a controller 12 which outputs a setpoint lambda value λ0 depending on the input. Prediction is model-based in a manner known per se by integration of those differential equations describing the dynamic behavior of these quantities. These differential equations are well known to those skilled in the art.
    Figure 7 shows an embodiment of the invention in which all the measures of the aforementioned embodiments are provided in common. Of course, individual measures could be omitted here. In the control device C, the assemblies and logical relationships required for control are combined for all embodiments. By "controller" in the context of the present application is not necessarily meant a physical component, but a specific function which may be represented by, for example, a circuit, memory, etc.
    List of reference numbers used: 1 Internal combustion engine 2 Functional relationship 3 First comparator 4 First PID controller 5 First controller 6 Second PID controller 7 Second comparator 8 Charge pressure regulator 9 Skip-fire regulator module 10 T rjektoriengenerator 11 Dead-time compensation device 12 Further regulator λα Soll-Lambda Value (setpoint for combustion air ratio) λ Lambda value (combustion air ratio) pdg Nominal power
    Pg actual power pd &gt; Step ^ step-shaped specification of the nominal power
    Pim Actual pressure P in the boost pressure setpoint t Time C Control device D Dead time
    Ugas fuel gas mass flow up the Istladedruck pjm influencing control signals y actual sizes of the internal combustion engine 1 and / or downstream
    units
    权利要求:
    Claims (9)
    [1]
    An internal combustion engine (1) having a controller (C), wherein in the internal combustion engine (1), an air-fuel mixture is burned with a combustion air ratio (λ) adjustable by said controller, said controller (C) comprising: - a power control circuit adapted to equalize an actual power (Pg) of the internal combustion engine (1) with a target power (Pdg) of the internal combustion engine (1) via an adjustment of the lambda value (λ), a NOx emission control circuit configured thereto is, via a functional relationship (2) the boost pressure as a substitute for NOX emission by the boost pressure influencing actuators soanzueuern that for each desired power (Pdg) of the internal combustion engine, a charging pressure setpoint (pdm) is adjustable.
    [2]
    2. internal combustion engine (1) according to claim 1, wherein the NOx emission control loop comprises a wastegate (8) by which a Istladedruck (pim) to a boost pressure setpoint (pdim) is equalized, wherein the wastegate (8) either in the form of a comparator (3) and a PID controller (4) or as a model-based controller.
    [3]
    3. internal combustion engine (1) according to claim 1 or 2, wherein the power control loop comprises a regulator (5) through which actuators - preferably port injection valves or a gas metering device of a gas mixer - which influence the fuel gas mass flow (ugas), are controllable, the controller ( 5) either a comparator (7) and a PID controller (6) or is designed as a model-based controller.
    [4]
    4. internal combustion engine (1) according to at least one of claims 1 to 3, wherein in the power control circuit in addition a skip fire control module (9) is provided, which as an input, the target power (Pdg) can be supplied and which is adapted to the controller ( 5) for the fuel gas mass flow (ugas) soanzusteuern that in selected cylinders of the internal combustion engine (1) for lack of fuel gas, no combustion takes place.
    [5]
    5. internal combustion engine (1) according to at least one of claims 1 to 4, wherein the controller (5) is formed within the power control loop such that the controller (5) further actual variables (y) as input of the regulator (5) can be supplied, the regulator (5), taking into account the further actual variables (y), limits the target variable lambda value (Xd) to the effect that, when limit values of the actual variables are reached, no further change of the desired lambda value (Xd) into one of the Actual variables (y) direction further influencing direction is done.
    [6]
    6. internal combustion engine (1) according to at least one of claims 1 to 5, wherein the power control circuit and the NOx emission control loop is preceded by a Trajektoriengenerator (10), which is adapted to a non-steady, discontinuous specification of the desired power (Pd 'stepg) to convert a user to a steady trajectory for the target power (Pdg).
    [7]
    The internal combustion engine (1) according to claim 6, wherein the trajectory generator (10) is adapted to additionally receive as input the actual power (Pg) and a deviation between the instantaneous value of the target power (Pdg) according to the continuous function and to monitor the actual power (Pg) to such an extent that if the deviation is too great, the continuous trajectory of the desired power (pdg) is limited to a certain value above the actual power (Pg).
    [8]
    8. Internal combustion engine (1) according to at least one of claims 1 to 6, wherein a dead time compensation device (11) is provided, to which a predeterminable dead time (D) can be supplied and which is adapted to the target power (Pdg (t)), the actual Power (Pg (t)) and the actual boost pressure (pim (t)) at a time (t) and predicted in the future t + D predicted form Pdg (t + D), Pg (t + D), Pim ( t + D) as output again.
    [9]
    9. Internal combustion engine (1) according to claim 8, wherein a further controller (12) is provided, which is adapted to receive the output of the dead time compensation means (11) as input and output a desired lambda value (Xd) in dependence of the input.
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