• 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:
    Method for controlling an internal combustion engine (1), wherein in the case of a piston-cylinder unit (3) provided with an antechamber (2), the quantity of propellant gas supplied to the pre-chamber (2) is adjusted to an adjustment of the operating characteristic of an intake and / or exhaust valve ( 4, 5) of the piston-cylinder unit (3) is adjusted.
    公开号:AT517206A4
    申请号:T416/2015
    申请日:2015-06-30
    公开日:2016-12-15
    发明作者:Josef Thalhauser；Nikolaus Spyra；Ettore Musu
    申请人:Ge Jenbacher Gmbh & Co Og；
    IPC主号:
    专利说明:

    The present invention relates to a method for controlling an internal combustion engine. The invention also relates to an internal combustion engine with the features of the preamble of claim 8.
    DE 10 2012 021 778 A1 describes a method in which unequal positions between different piston-cylinder units of an internal combustion engine are detected by cylinder pressure sensors and compensated for by adaptation of the introduced into the respective pre-chambers amounts of propellant gas. If a cylinder of a piston-cylinder unit has a too low degree of delivery, the amount of propellant gas supplied to the corresponding prechamber is increased ("overblowing" of the prechambers). It is therefore a measure to compensate for differences in delivery differences between different piston-cylinder units. The pre-chamber is used to support the combustion in the main combustion chamber of the corresponding piston-cylinder unit. An adjustment of the operating characteristic of an intake and / or exhaust valve of the piston-cylinder unit is not provided according to this method. The method requires cylinder pressure or comparable sensors to detect a cylinder-specific or cylinder-specific degree of delivery.
    It is known to make an adjustment of the operating characteristic of an intake and / or exhaust valve of the piston-cylinder unit via a variable valve train for the piston-cylinder unit.
    In principle, such variable valve trains could also be used in generic internal combustion engines which have prechambers. However, this is not yet known from the prior art.
    A problem with the use of a variable valve train in internal combustion engines with pre-chamber is that a variable valve train affects the dosage of the pre-chamber gas.
    As a result, the ratio between the energy supplied to the main combustion chamber and that of the prechamber changes, resulting in suboptimal combustion in the piston / cylinder unit without flanking measures. The consequences are unfavorable efficiency, increased pollutant emissions and possibly increased thermal loads on the piston-cylinder unit.
    The object of the invention is to provide a generic method and a generic internal combustion engine, in which the problems described above do not occur.
    This object is achieved by a method having the features of claim 1 and an internal combustion engine having the features of claim 8. Advantageous embodiments of the invention are defined in the dependent claims.
    According to the invention, it is thus provided that the quantity of propellant gas supplied to the pre-chamber is adapted to an adjustment of the operating characteristic of an intake and / or exhaust valve of the piston-cylinder unit.
    It can be provided that when adjusting the operating characteristic such that the filling of the piston-cylinder unit is reduced, the pre-chamber supplied amount of propellant gas is reduced. In this way, the ratio of the energies supplied to the main combustion chamber and the prechamber can be kept constant. For the reverse case, it may be provided that, when the actuation characteristic is adjusted such that the filling of the piston-cylinder unit is increased, the quantity of propellant gas supplied to the prechamber is increased. This makes it possible to keep the ratio of the main combustion chamber and the antechamber energy supplied constant.
    The invention makes it possible, at least substantially independent of the selected operating characteristic of the intake valves, to maintain a ratio of the amount of energy supplied via the pre-chamber gas valve to the quantity of energy supplied to the piston-cylinder unit via the intake valves, preferably such that approximately 1% of the amount of energy is supplied via the pre-chamber gas valve and about 99% of the amount of energy is supplied via the inlet valves.
    This ensures that always forms in the antechamber, a mixture of originating from the piston-cylinder unit charge and supplied via the Vorkammergasventil propellant gas with a desired ratio of air to propellant gas (lambda value). This is important on the one hand for emission control and on the other hand to achieve safe combustion with high efficiency in the piston-cylinder unit.
    This measure is preferably carried out in such a way that the mixture in the prechamber has a lambda value of approximately 1 or 1.1 at the ignition time, wherein a lambda value of 1 corresponds to a stoichiometric ratio and a lambda value greater than 1 to an excess air.
    It may be provided to adapt the ratio of the quantities of energy supplied to the main combustion chamber and the antechamber to a modified actuation characteristic of an intake and / or exhaust valve, for example valve control times, such that at "sharp" valve control times (valve timing times with low degree of filling of the piston-cylinder units ) the energy fraction of the prechamber in favor of the main combustion chamber is slightly reduced (for example to less than 1%, eg to 0.7%, to remain in the above numerical example). An operating characteristic with low degree of filling of the piston-cylinder units causes a cooler charge of the piston-cylinder units. This allows - while maintaining emission specifications, such as NOx - to drive with a richer mixture, which in turn requires less ignition pulse from the antechamber. Thus, in this case, it is possible to further lower the energy supplied to the prechamber and to abaculate the prechamber.
    The invention requires no feedback from the combustion, so it is a pure "feed-forward" controlled control concept. A complex sensor such as cylinder pressure sensors is not required.
    In the present disclosure, "propellant gas" is understood to mean both pure propellant gas and a mixture of propellant gas and air. In other words, the pre-chamber can be rinsed with pure propellant gas or with a mixture.
    If an adjustment of the actuation characteristic of the intake valves takes place at a constant desired output power in such a way that the charge of the piston-cylinder unit is reduced, a power control circuit of the internal combustion engine attempts to increase the charge of the piston-cylinder unit by increasing the charge pressure until it is again the same amount of energy is supplied. The pressure prevailing before the pre-chamber gas valve usually follows the boost pressure or is tracked to the boost pressure. The amount of propellant gas supplied to the prechamber by the prechamber gas valve depends on the pressure profile in front of the prechamber gas valve - which tracks the boost pressure - and on the cylinder pressure curve of the associated piston and cylinder unit.
    Since the former increases as described and the latter due to the reduced temperature of the charge in the piston-cylinder unit at most drops, would change the operating characteristic such that the filling of the piston-cylinder unit is reduced, the prechamber too large an amount be supplied to propellant gas.
    A controller intervenes and fits, e.g. via the pressure prevailing in front of the pre-chamber gas valve, the quantity of propellant gas supplied to the pre-chamber is reduced in such a way that the quantity is reduced. The same applies mutatis mutandis in the case of an increase in the filling of the piston-cylinder unit.
    An adjustment of the operating characteristic can for example be such that by means of a variable valve train, the opening duration of the corresponding valve and / or the opening or closing time of the corresponding valve and / or the valve lift curve (in a fully variable variable valve train) are changed. Simple variable valve trains can be designed according to the prior art so that two discrete valve lift curves for the valve can be selectively activated by two different camshaft profiles.
    One way of influencing the amount of propellant gas supplied via the prechamber gas valve is via an active prechamber gas valve. An active pre-chamber gas valve allows, in contrast to a passive valve, which is activated only by a differential pressure, an adjustment of the opening duration regardless of the pressure applied to the pre-chamber gas valve.
    An alternative possibility is to use an active orifice located upstream of a passive prechamber gas valve. An active diaphragm has an adjustable free cross-sectional area (setting of an opening degree). Thus, the amount of propellant gas supplied to the prechamber can be varied in front of the active orifice without changing the pressure difference between the boost pressure and the prechamber gas supply pressure.
    Alternatively or in addition to these two measures, of course, the pressure applied before the pre-chamber gas valve pressure can be changed by means of an actively influenced pressure regulator to keep the differential pressure on the pre-chamber gas valve constant, whereby the desired adjustment of Vorkammergasmenge is achieved.
    Increases at constant boost pressure z. As the pressure in the main combustion chamber by changing the operating characteristics of the intake valves towards a higher filling of the main combustion chamber, the pressure applied to the pre-chamber gas valve must be increased accordingly to adjust the differential pressure over the pre-chamber gas valve, so that the ratio of the energy supplied via the pre-chamber gas valve and the via the inlet valves supplied amounts of energy remains constant. In other words, the changed delivery rate is taken into account here.
    An even more accurate adjustment of the amount of propellant gas supplied to the prechamber can be effected by additionally considering the boost pressure, such that at a higher boost pressure, the difference between the pressure before the prechamber gas valve and the pressure in the main combustion chamber is not kept constant but the difference is increased by increasing the pressure in front of the pre-chamber gas valve. The aim of this measure is to keep the ratio of the energy supplied via the pre-chamber gas valve and the energy in the main combustion chamber constant.
    The degree of delivery and the density of the mixture (and thus the mass in the cylinder) are also influenced by a changed mixture temperature. It can therefore be provided to compensate for a changed mixture temperature by the above-described measure.
    When using an active prechamber gas valve as described above, an opening time of the prechamber gas valve may be lengthened or shortened, and an adjustment of the pressure prevailing before the prechamber gas valve is not necessarily required. However, it can of course also take into account a higher boost pressure by appropriate opening time of the pre-chamber gas valve.
    The control device described here can be designed as a control circuit of a control device of the internal combustion engine.
    Preferably, the internal combustion engine has a plurality of piston-cylinder units, each associated with their own prechambers, wherein the control device proceeds in relation to each pair of piston-cylinder unit and pre-chamber according to one of the embodiments described above.
    To change the operating characteristic of at least one intake and / or exhaust valve, the internal combustion engine preferably has a variable valve train (abbreviated VVT).
    Preferably, the internal combustion engine is designed as a stationary gas engine, in particular coupled or coupled to a generator for generating electricity.
    The invention will be discussed with reference to the figures. Show it:
    Fig. 1 is a schematic representation of an inventive
    Internal combustion engine
    2 shows a control diagram according to an exemplary embodiment of the invention. FIG. 3 shows a diagram of the gas pressure applied to the prechamber gas valve
    Fig. 1 shows an internal combustion engine 1 with a plurality of piston-cylinder units 3 (only one of which is shown as an example). The piston-cylinder unit 3 is supplied via inlet valves 4 (shown only one) with propellant gas. Exhaust gases are discharged via exhaust valves 5 (only one is shown). Furthermore, an antechamber 2 is provided which communicates via overflow openings with a main combustion chamber 9 of the piston-cylinder unit. The prechamber 2 is supplied with propellant gas (either with pure propellant gas or mixture) via an antechamber gas valve 7 which is actively designed here.
    In this embodiment, the operation characteristic of the intake valves 4 can be varied via a variable valve train 8. Not shown is a basically also (alternatively or additionally) possible variation of the operating characteristic of the exhaust valves 5. The variable valve train 8 is in communication with a control device 6 of the internal combustion engine 1 and is controlled by this. Also in this case active pre-chamber gas valve 7 is in signal communication with the control device 6 and is controlled by this.
    In the pre-chamber gas supply 10, a pressure regulator 11 is arranged, which is in signal communication with the control device 6 and is controlled by this. This opens up the possibility of varying the pressure applied to the pre-chamber gas valve 7. Propellant gas is supplied to the prechamber 2 from a propellant gas source for the prechamber 12 via the prechamber gas supply 10, the pressure regulator 11 and the prechamber gas valve 7.
    Propellant gas is supplied to the main combustion chamber 9 from a propellant gas source for the main combustion chamber 13, a compressor 14, a mixture cooler 15, a throttle 16, an intake passage 17, and the intake valves 4.
    The main combustion chamber 9 supplied amount of propellant can be changed via the variable valve train 8. The pre-chamber 2 supplied amount of propellant can be adjusted via the Vorkammergasventil 7 and / or the pressure regulator 11 and / or the variable aperture 18.
    2 shows a control diagram according to a first exemplary embodiment of the invention, in which in a first step the charge pressure P2 prevailing in the inlet channel 17 and applied to the inlet valve 4 is measured. From the operating characteristic of the variable valve train 8 (in the diagram: "detecting the VVT position"), a delivery rate is determined by the control device 6. From the
    Boost pressure p2 'and the degree of delivery that pressure is calculated, which is required for the metering of the corresponding amount of propellant gas for the pre-chamber 2.
    3 shows a graph of the pressure in the main combustion chamber 9 (cylinder pressure) in the intake stroke for two different actuation characteristics IVCi and IVC2 (inlet valve closing) of an intake valve 4 plotted against the crank angle.
    Also plotted are two different pressure levels pvkgi and Pvkg2 of the pressure present in the prechamber gas supply 10 upstream of the prechamber gas valve 7. The level of this pressure present in the prechamber gas supply 10 before the prechamber gas valve 7 can be changed by actuation of the pressure regulator 11.
    Decisive for the actually supplied to the pre-chamber 2 amount of propellant gas prevailing over the Vorkammergasventil 7 differential pressure between cylinder pressure and the pressure (pvkgi or Pvkg2) in the pre-chamber gas supply 10 before the Vorkammergasventil 7. Often Vorkammergasventile 7 are passive valves (check valves, Engl, check valves) are executed, which open at a certain positive differential pressure and thus admit propellant gas in the antechamber 2. By "positive" differential pressure is meant that the pressure before the prechamber gas valve 7 is greater than in the prechamber 2 or in the main combustion chamber 9. A common value (and chosen for this example) for a differential pressure required to open a passive prechamber gas valve is 50 mbar ,
    If now an intake valve closing in the intake phase is postponed early (ie the intake valve 4 closes at a larger crank angle before bottom dead center in the representation of IVCi on IVC2), the cylinder pressure decreases starting from the boost pressure p2 'in the main combustion chamber 9 (course at IVC2) than at a later intake valve closing (course at IVCi). This usually has the consequence that the period in which the differential pressure before Vorkammergasventil 7 and prechamber 2 is greater than or equal to the differential pressure necessary for the actuation of Vorkammergasventils 7, is extended compared to a later intake valve closing. As a result, more propellant gas enters the prechamber 2.
    According to the invention, the changed quantity of propellant gas supplied to the pre-chamber 2 owing to the changed operating characteristic of an inlet or outlet valve can now be compensated. In the present embodiment, the compensation takes place by lowering the pressure level Pvkgi to Pvkg2 in the prechamber gas supply 10 before the prechamber gas valve 7 by actuation of the pressure regulator 11.
    The shaded area A1 corresponds to the amount of prechamber gas at the pressure curve at IVCi and the pressure level Pvkgi. The hatched area A2 corresponds to the amount of prechamber gas at the pressure curve at IVC2 and the pressure level Pvkg2. By the invention, the amount A2 can be equated to the amount A1 become.
    Due to the reduced pressure level, the ratio of the energy introduced via the pre-chamber gas valve 7 and the energy introduced via the inlet valves 4 is kept constant or, if desired, even reduced. If the pressure level Pvkgi were maintained in the operation characteristic IVC2, the amount of pre-chamber gas would be too large.
    Alternatively or additionally, it can be provided that the pressure level upstream of the pre-chamber gas valve 7 is adjusted by a diaphragm 18. In this case, the amount of propellant gas supplied to the prechamber 2 can be varied with the differential pressure between the outlet of the pressure regulator 11 and the prechamber 2 unchanged. This requires an active diaphragm 18. This is in signal communication with the control device 6.
    In the presence of an active (ie controllable) prechamber gas valve 7, the ratio of the energy introduced via the prechamber gas valve 7 and the energy introduced via the inlet valves 4 can be kept constant by changing the opening duration of the prechamber gas valve 7.
    LIST OF REFERENCES: 1 internal combustion engine 2 prechamber 3 piston-cylinder unit 4 inlet valve 5 outlet valve 6 control device 7 pre-chamber gas valve 8 variable valve train 9 main combustion chamber 10 pre-chamber gas supply 11 pressure regulator 12 propellant gas source for prechamber 13 propellant source for main combustion chamber 14 compressor 15 mixture cooler 16 restrictor 17 inlet channel 18 orifice p2 'boost pressure
    Pvkg-i, Pvkg2 Prechamber gas supply pressures IVCi and IVC2 intake valve closing times
    Innsbruck, on June 25, 2015
    权利要求:
    Claims (8)
    [1]
    claims
    1. A method for controlling an internal combustion engine (1), wherein at a pre-chamber (2) provided with piston-cylinder unit (3) the prechamber (2) supplied amount of propellant gas to an adjustment of the operating characteristic of an inlet and / or Exhaust valve (4, 5) of the piston-cylinder unit (3) is adjusted.
    [2]
    2. The method of claim 1, wherein in an adjustment of the operating characteristic such that the filling of the piston-cylinder unit (3) is reduced, the pre-chamber (2) supplied amount of propellant gas is reduced.
    [3]
    3. The method according to at least one of the preceding claims, wherein in an adjustment of the operating characteristic such that the filling of the piston-cylinder unit (3) is increased, the pre-chamber (2) supplied amount of propellant gas is increased.
    [4]
    4. The method according to at least one of the preceding claims, wherein the adjustment of the prechamber (2) supplied amount of propellant gas additionally taking into account a boost pressure (p2 ') of the internal combustion engine (1).
    [5]
    5. The method according to at least one of the preceding claims, wherein the pre-chamber (2) supplied amount of propellant gas by adjusting an opening period of a pre-chamber gas valve (7) is adjusted.
    [6]
    6. The method according to at least one of the preceding claims, wherein the pre-chamber (2) supplied amount of propellant gas by adjusting an opening degree of a diaphragm (18) is adjusted.
    [7]
    7. The method according to at least one of the preceding claims, wherein the pre-chamber (2) supplied amount of propellant gas by adjusting a pre-chamber gas valve (7) applied pressure by means of a pressure regulator (11) is adjusted.
    [8]
    8. internal combustion engine (1) with at least one control device (6) and one with an antechamber (2) provided piston-cylinder unit (3), wherein the prechamber (2) via a pre-chamber gas valve (7) propellant gas can be fed and wherein a variable Valve gear (8) for the piston-cylinder unit (3) for adjusting the operating characteristic of an intake and / or exhaust valve (4, 5) of the piston-cylinder unit (3) is provided, characterized in that the control device (6 ) the prechamber (2) supplied amount of propellant gas to an adjustment made by the variable valve train (8) adjustment of the operating characteristic of the intake and / or exhaust valve (4, 5) of the piston-cylinder unit (3). Innsbruck, on June 25, 2015
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    法律状态:
    2021-02-15| MM01| Lapse because of not paying annual fees|Effective date: 20200630 |
    优先权:
    申请号 | 申请日 | 专利标题
    ATA416/2015A|AT517206B1|2015-06-30|2015-06-30|Method for controlling an internal combustion engine|ATA416/2015A| AT517206B1|2015-06-30|2015-06-30|Method for controlling an internal combustion engine|
    CN201680039040.4A| CN107810317B|2015-06-30|2016-06-24|Method for controlling an internal combustion engine|
    US15/738,173| US10837351B2|2015-06-30|2016-06-24|Method for regulating an internal combustion engine|
    EP16740943.2A| EP3317503A1|2015-06-30|2016-06-24|Method for controlling an internal combustion engine|
    PCT/AT2016/050232| WO2017000011A1|2015-06-30|2016-06-24|Method for controlling an internal combustion engine|
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