• 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:
    The invention relates to a method for operating an internal combustion engine, wherein the internal combustion engine has at least one control unit, at least one exhaust aftertreatment device and at least one exhaust gas recirculation device; characterized by the following steps: a) providing at least one operating parameter of the internal combustion engine to an input interface; b) determining the current and / or long-term emissions and / or consumption values from the provided operating parameters in a data collection block; c) determining at least one target value of an engine parameter based on values from the data collection block in a target value definition block; d) prioritizing the target values determined in steps) taking into account the emission and / or consumption values determined in step b) in a prioritization block; e) determining at least one engine control variable based on the deviation between the values in step b) and the target values in step c) estimated emission and / or consumption values according to the prioritization in step d) in a matching block and f) passing at least one engine control variable an output interface. The invention further relates to a control unit.
    公开号:AT517398A1
    申请号:T445/2015
    申请日:2015-07-08
    公开日:2017-01-15
    发明作者:Ing Hannes Atzler Dipl；Dipl Ing Herbst Martin；Dipl Ing Danninger Alois
    申请人:Avl List Gmbh；
    IPC主号:
    专利说明:

    Control unit and method for operating an internal combustion engine
    The invention relates to a method for operating an internal combustion engine, wherein the internal combustion engine has at least one control unit, at least one
    Exhaust after-treatment device and at least one exhaust gas recirculation device The invention further relates to a control device unit for an internal combustion engine,
    With current operating methods of vehicles, emission and consumption advantages can not always be optimally utilized. This is due to the fact that usually whole data sets of emissions calibration between the extremes for best consumption with higher emissions and higher consumption with lowest emissions are switched over several stages depending on operating point. In conventional strategies, therefore, a pure switchover between characteristic maps of different conditions usually takes place, which is based primarily on the current engine operating point and possibly the temperatures of exhaust gas aftertreatment devices (EAS) .The engine and EAS are largely controlled independently of one another.
    In various test drives of vehicles with complex EAS as the selective catalytic reduction (SCR) has been shown that with different Fahrweisenbzw. Driving conditions extremely high or low emissions (e.g., GO2, GO, HC, NOx or particulate mass) and consumption values e.g. of fuel and reduction media for the SGR, which can not be compensated with available ECU structures. The reducing agent consumption - e.g. Of urea or urea solutions - usually means that savings measures are also set where no increased Treibstöffverbrauch arises because, for example, only a small exhaust gas recirculation is made. This again leads to increased emission values, for example NO *.
    The object of the invention is to remedy the aforementioned disadvantages of the state of TeGhnik.
    This object is achieved by an aforementioned method according to the invention by the following steps: a) providing at least one operating parameter of the internal combustion engine to an input interface; b) determining the current and / or long-term emission and / or consumption values from the provided operating parameters in a data collection block; c) determining at least one target value of an internal combustion engine parameter based on the values from the data collection block in a target value definition block, d) prioritizing the target values determined in step c), taking into account the emission and / or consumption values determined in step b) in a prioritization block; e) determining at least one engine control variable based on the deviation between the values in step b) and the target values in step c) estimated emission and / or consumption values according to the prioritization in step d) in a matching block and f) passing at least one engine control variable an output interface.
    Depending on current and long-term emission and / or consumption values, the invention thus implements an adaptation of the engine or EAS strategy in order to realize an optimal trade off or trade-off between use of the operating medium and emissions. By providing interfaces, the method can be integrated into existing ECU structures.
    The operating parameters mentioned in step a) are, for example, vehicle speed, distance traveled, rotational speed, urea or reduction ratio, ODO, injection quantity system, injection quantity normal operating mode, current or simulated load values of a particle filter (z, B, DPF ), Engine power, gear ratio, altitude (from GPS or atmospheric pressure), temperature (oil, water, tire, road surface or ambient temperature), gradients of various Fahrzeugschaiter. In addition, other operating parameters may be taken into account.
    The emission and / or consumption values in step b) may in particular be tail pipe (TP) or engine-out (EO) emissions of COz, GO, HG, NOXl particle mass, DPF loading Oil dilution, urea or reducing agent and fuel consumption, and other values may also be taken into account.
    In addition to the current values, statistical values are also provided in particular in that a storage and, if appropriate, processing of both the determined values and the operating parameters takes place. Specifically, suitable algorithms are also used to determine tendencies for the future from current and stored values. This can be achieved, for example, by adding an average of previous values as a future value or assuming it to be variable by means of increasing calibration factors. This enables the adequate reaction to short-term outliers in the values determined or the operating parameters, so that, in contrast to solutions from the prior art, there are no overriding reactions and resulting disadvantages.
    The static consideration can be adjusted in particular to consumption values of equipment - this is especially important for reduction center], which should, for reasons of comfort, be filled up for vehicle users only within the usual service intervals.
    In the internal combustion engine parameters in step c), for example, urea or urea may be used. Reductant or fuel consumption, regeneration intervals, NOx-TP levels (or other emissions), or exhaust gas recirculation rate (EGR rate). In contrast to the operating parameters which occur during operation of the internal combustion engine, the internal combustion engine parameters are therefore direct or adjustable properties of the internal combustion engine. The target values in step c) result. that is, the rates of the properties mentioned. In this case, according to a variant of the invention, the target value is always output as relafiv to the limit value to be assigned with the nominal value 1.
    The NQx-TP target value depends on ΕΟ-ΝΟχ value, NOx-TP statistics or relative to legal limit values, for example EU6 emission limit values (mg / km or kWh). The target value for the urea consumption results from remaining range, driver * or cycle evaluations or relative to a target value (eg, 1 / 1000km) or% fuel. The target value for regeneration intervals is derived from statistical driver and cycle evaluation, NOx-TP statistics or relative to a target value (mg / km). The fuel consumption target value is usually seen relative to a target value.
    In a variant of the invention, in the target value definition block of step c), besides the emission and / or consumption values from step b), driver and / or vehicle evaluation variables determined in an evaluation block are also taken into account in a step b1) based on operating parameters of the internal combustion engine. With the driver sizes it can be siGh around fahrdynamisGhe characteristic numbers as acceleration (total, or over ignition or driving cycle), koliektive load, use of driving dynamics switches (eg positions like "sport", "sport plus", "Ecp", .. ), Gruise-Gontrol activity, gear information
    Gang behavior (especially with manual gear), but also aggressiveness, route choice or GPS values act. For cyclic characterization average speed, average distance, max-min-acceleration, altitude profile as well as outdoor temperature and air conditioning activity can be used. These widths again influence Bètriebs resp. Engine parameter.
    In particular, for vehicle evaluation, the EAS status can be used, for example in the form of SCR operating state, LNT operating state ("lean NOx trap", NOx absorber) or whether and to what extent high-pressure or low-pressure EGR operation is possible.
    The driver or vehicle is usually evaluated in several stages or "fluently" - for example, with a value between 0 and 20, where 0 stands for "gentle driver" and 20 for "aggressive driver." A map for locating the value as a function of the observed Driver sizes can be stored accordingly.
    The prioritization in step d) essentially prioritizes emission control (e.g., NQX TP or EO, COa or particulate matter) or resource consumption (e.g., reductant or fuel), depending on the current or statistical values defined in the preceding steps. Depending on the situation, it may happen that CÖ2 should be reduced and at the same time the urea consumption is high - in the prioritization block it is decided where the higher priority lies.
    In a variant of the invention, a cascading: the manipulated variables is performed, wherein the choice of the appropriate engine mode precedes and then the control variables for EGR, SCR activity and LNT activity are regulated.
    In the matching block, as a result of the previous steps, the engine operating variable which is returned to the internal combustion engine is then determined. If necessary, the size is converted as needed for the downstream control units or control unit units.
    In a further variant of the invention, the steps b) and / or b1) are performed within one or more observation windows, each observation window having at least one start and end point defined from the group of operating parameters, emission value, consumption value, wherein during the observation window (FIG. F1, Fz) carried out before reaching the end point, a quantitative estimate of at least one emission and / or Verbrauehswerfs and / or a driver and / or vehicle rating size and the target value determination and / or their prioritization based on the estimate erfo | gt and the engine control variable in Step e) is adaptively changed so that the deviation is lowered. As a result, a dynamic control of the internal combustion engine can take place without driving in bad or disadvantageous emission ranges or operating modes.
    The object of the invention is also achieved by a control unit mentioned at the outset according to the invention in that it comprises: at least one target value definition block for establishing at least one data collection block for determining current and / or long-term emission and / or consumption values based on operating parameters of the internal combustion engine Target value of an internal combustion engine parameter; at least one prioritization block for prioritizing the target values determined in the target value definition block, taking into account the emission and / or consumption values determined in the data collection block; and - at least one matching block for determining at least one engine subset based on the deviation of the results from the data collection block and the target value definition block taking into account the prioritization block.
    According to one variant of the invention, the control unit has an evaluation block for determining driver and / or vehicle evaluation variables on the basis of operating parameters of the internal combustion engine. Conveniently, the control unit can be integrated into an existing control unit structure via at least one input interface and at least one output interface.
    The use of such a control unit allows the use of the invention in existing control device structures without the need for profound changes or adaptations. This is a simple, quick and cost-effective adjustment possible
    The invention will be explained in more detail in the Photographs with reference to a non-limiting embodiment, which is shown in the figure. Show in it
    FIG. 1 shows a schematic overview of an architecture of the method according to the invention or of a control unit unit 1 according to the invention; and
    Fig. 2 is a diagram showing representation of observation windows.
    In the illustration of Figure 1, the individual blocks are via input 100 and output interfaces 200, respectively, with existing software functionalities of regular controllers such as e.g. AIRCTL (Air Control System) 301, COEOM (Mode Coordinator) 302, SCR (Selective Catalytic Reduction Control) 303, DPF (Diesel Particulate Filter Control 304 or NSC (NOx Storage Catalyst Control) 205 connectable.
    The provision of operating parameters of the internal combustion engine (step a) of the method according to the invention) takes place, for example, via the CAN bus or other conventional systems. The inputs required for the method according to the invention are provided over-defined interfaces, if necessary, necessary conversions take place.
    The data collection block 2 receives the operating parameters and determines therefrom current and / or long-term emission and / or consumption values (step b) of the method according to the invention). Examples are: • Total TP Vehicle Nutrition Estimated in mg / km or g / kWh -> Integral TP-NOx / Vehicle Distance; resettable by trigger; • Allocation Cycle TP vehicle emissions in mg / km or g / kWh -> Integral TP-Nox from K15 (Ignition activity) / Distance since K15 (Ignition activity); • Total EO vehicle emissions in mg / km or g / kWh -> integral TP-Nox / vehicle distance; resettable by trigger; • Determination cycle EO vehicle emissions in mg / km -> Integral TP Nox from K15 (ignition activity) / Djstanz since K15 (ignition function); • Determination of statistical TP emissions in mg / km or g / kWh -> cycle Nox TP values of the last 3 5 and 10 KT5 cycles; • Determination urea long-term consumption l / 1Q0Qkm integral dosing amount / vehicle distance; • Determination urea short-time consumption l / 1Q00km integral dosing amount since K15 / vehicle distance since K15 (ignition activity); • Determination of residual range urea in km • Determination of fuel consumption by LNT operation. Integral total injection quantity / normal mode injection quantity; • Calculation of statistical values KMV (fuel multi-consumption) LNT; • Determination of specific DPF loading from SLM (Soot Loading Models) in mg / km, extrapolation to regeneration interval; • determination of specific DPF load from the Resflow Model (differential pressure model I); Judgment on regeneration interval • determination of oil dilution; Prediction based on RGN (regeneration) interval; • Determination of statistical data relative in terms of service interval, oil dilution, urea consumption, RGN interval, aging predictions.
    Evaluation procedures with / nacb EMROAD, CLEAR can also be used.
    The evaluation block 2a (step b1) of the method) serves as a variant of the driver or vehicle characterization.
    The results of data collection block 2 and evaluation block 2a are fed to the target value definition block 3 (step c) of the method). There, current target values, eg for NOx-TP, urea consumption, vehicle dynamics, etc. are defined. The target value should always be determined relative to the relevant limit values. This allows a simple processing, because no special values, but relative values must be processed. Priority block 4 is then dependent on the results of the preceding steps, the prioritization of which priorities the control strategy should therefore set (step d) of the method). Depending on the statistical values, priority can therefore be given to NOi control, urea control or soot or particle mass control. OBD requirements can also be taken into account in order to be able to positively influence the probability of a successful diagnosis.
    In the matching block 5 the resulting engine parameters or the control variables for the change in the trade offs are determined on the basis of the preceding results (step e) of the method). Possible EGR rates (depending on NO * values vs. urea consumption or NOx vs.. Soot), an EGR rate / air mass (EGR), EGR (low pressure or high pressure, which ratio), GemisGh formation, boost pressure, dosing reductant (level, on-line dosage) and efficiency scaler; Prioritization of the LNT can be adapted (depending on ΝΟχ-ΤΡ, increased fuel consumption, LNT state, urea consumption and SGR state). Other manipulated variables may be operating mode default, full-level SCR / Eta SCR, LNT prioritization.
    A cascading of the manipulated variables is used, preceded by the selection of the suitable engine operating mode and then the control variables for EGR, SCR activity and LNT activity are regulated,
    The engine control variables are then transmitted via an output interface 200 to control devices or control unit units 301, 302, 303, 304, 305.
    Fig. 2 shows still another aspect of the invention where the determination of values (steps b) and b1) of the method) are performed in one or more observation windows Fi, F2. Each observation window Fi, F2 has at least one of the group of operating parameters, emission value, consumption value (can take the value "Y" on the ordinate) correspondingly defined start A1, A2 and end point B1, B2. Sehon during the observation window Fi, Fa even before reaching the end point B1, B2 (represented by the hatching in: Fig, 2), a quantitative estimate of at least one emission and / or consumption value and / or a driver and / or vehicle evaluation size performed and targeting and / or prioritizing based on the estimate. The engine manipulated variable may be adaptively changed (step e) of the method) and output via the output interface 200 such that the deviation is reduced. The observation windows Fi, F2 start in the diagram shown next to each other, but can also start with a time delay and run in parallel,
    Of course, the invention is not exhausted in the described features of the embodiment sondem even further, unspecified variants are possible.
    权利要求:
    Claims (6)
    [1]
    PAT ENT TO S'P R Ü G Η E
    1. A method for operating an internal combustion engine, wherein the internal combustion engine has at least one control unit, at least one exhaust aftertreatment device and at least one exhaust gas recirculation device, gekennzeiehnet by the following steps: a) providing at least one operating parameter of the internal combustion engine to an input interface (100); b) determining the current and / or long-term emission and / or consumption values from the provided operating parameters in a data collection block (2); c) determining at least one target value of a fuel-milling machine parameter based on the values from the data collection block (2) in a target value definition block (3); d) prioritizing the target values determined in step e) taking into account the emission and / or consumption values determined in step b) in a prioritization block (4); e) determining at least one engine operating variable based on the deviation between the values in step b) and the emission and / or consumption values estimated by the target values in step c) according to the prioritization in step d) in a matching block (5) and f) at least an engine variable to an output interface (200).
    [2]
    2. The method according to claim 1, characterized in that the target value definition block (3) of step e) determines not only the emission and / or consumption values from step b) but also operating parameters of the internal combustion engine in a step bl) in an evaluation block (2a) Driver and / or vehicle ratings are taken into account,
    [3]
    Method according to claim 1 or 2, characterized in that steps b) and / or b1) are performed within one or more observation windows (Fi, F2), each observation window (Ft, F2) comprising at least one of the group of operating parameters , Emission value, consumption value defined start (A1, A2) and end point (B1, B2), wherein during the observation window (Fi, F2) even before reaching the end point (B1, B2) a quantitative estimate at least ernes emission and / or fuel consumption value and / or a driver and / or vehicle evaluation variable carried out and the target value determination and / or their prioritization based on the estimate and the engine control variable in step e) is adaptively changed so that the deviation is lowered.
    [4]
    4. Control unit (1) for an internal combustion engine, comprising - at least one data collection block (2) for determining current and / or long-term emissions * and / or consumption values based on operating parameters of the internal combustion engine; at least one target value redundancy block (3) for determining at least one target value of an engine parameter; - at least one prioritizing block (4) for prioritizing the target values determined in the target value definition block, taking into account the emission and / or consumption values determined in the data collection block; and at least one matching block (5) for determining at least one engine control variable on the basis of the deviation of the results from the data collection block (2) and the target value definition block (3), taking into account the prioritization block (4).
    [5]
    5. Control unit (1) according to claim 4, comprising a Bewertungsbloek (2a) for determining driver and / or vehicle evaluation variables based on operating parameters of the internal combustion engine.
    [6]
    6. Control unit according to claim 4 or 5, characterized in that it (at least one input (100) and at least one output interface (200) can be integrated into an existing control unit structure.
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    同族专利:
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    引用文献:
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    DE102008054405A1|2008-12-09|2010-06-10|Robert Bosch Gmbh|Method for controlling internal-combustion engine, involves discarding reference value in two characteristic diagrams, where one of characteristic diagrams is selected depending on operating mode and injection sample of reference value|DE102020103899A1|2020-02-14|2021-08-19|Volkswagen Aktiengesellschaft|Method for operating an internal combustion engine and control unit|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    ATA445/2015A|AT517398B1|2015-07-08|2015-07-08|Control unit and method for operating an internal combustion engine|ATA445/2015A| AT517398B1|2015-07-08|2015-07-08|Control unit and method for operating an internal combustion engine|
    DE102016112610.1A| DE102016112610B4|2015-07-08|2016-07-08|Control unit and method for operating an internal combustion engine|
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