• 专利附录
  • 专利说明
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  • 类似技术
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    • 专利摘要:
    The present invention relates to a method of controlling an internal combustion engine (101), wherein said internal combustion engine (101) comprises at least one combustion chamber (201) and means (202) for supplying fuel to said combustion chamber (201), wherein combustion takes place in said combustion chamber (20). combustion cycles. During a first part of a first combustion cycle, with the aid of a first sensor means (206), a first parameter value representing a quantity in combustion is determined in said combustion chamber (201), and - based on said first parameter value, regulating combustion during subsequent part of said first combustion cycle, in said control the combustion during the name-following part of said first combustion cycle is regulated with respect to a temperature resulting from said subsequent combustion. The invention also relates to a system and a vehicle. Fig. 3
    公开号:SE1350507A1
    申请号:SE1350507
    申请日:2013-04-25
    公开日:2014-10-26
    发明作者:Ola Stenlåås；Kenan Muric
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    l0 l5 The presence of undesirable compounds in the exhaust gas flow resulting from the internal combustion engine is largely caused by the combustion process in the internal combustion chamber of the internal combustion engine, at least in part depending on the amount of fuel consumed in the combustion. For this reason, as well as the fact that a very large part of the heavy economy of primarily heavy vehicles is governed by the amount of fuel consumed, great effort is also made to streamline the combustion engine combustion in an effort to reduce emissions and fuel consumption.
    SUMMARY OF THE INVENTION It is an object of the present invention to provide a method of controlling an internal combustion engine. This object is achieved with a method according to claim 1.
    The present invention relates to a method of controlling an internal combustion engine, said internal combustion engine comprising at least one combustion chamber and means for supplying fuel to said combustion chamber, wherein combustion in said internal combustion chamber takes place in combustion cycles.
    During a first part of a first combustion cycle, by means of a first sensor means a first parameter value representing a quantity at combustion in said combustion chamber is determined, and - based on said first parameter value, regulating combustion during the subsequent part of said first combustion cycle, wherein at said control the combustion during said subsequent part of said first combustion cycle is regulated with respect to a representation of a temperature resulting from said subsequent combustion. 10 l5 As mentioned above, the efficiency of the internal combustion engine has a major impact on the overall economy of a vehicle, in particular with regard to heavy vehicles. For this reason, it is often desirable that the combustion be controlled in a manner that results in as efficient a combustion as possible.
    In addition, the combustion of the internal combustion engine can be controlled with respect to the desired exhaust gas properties during treatment in the subsequent exhaust system. For example. the injection time and / or amount of injected fuel can be controlled to influence the course of the combustion and thus e.g. the temperature and / or composition of the exhaust gas stream. For example. In some cases it may be desirable to have a higher exhaust gas temperature at the expense of the efficiency of the internal combustion engine in order to obtain the desired function for one or more components of the after-treatment system. It may also be the case that the total efficiency, including the exhaust aftertreatment, can also be improved in the event of a deterioration of the efficiency of the internal combustion engine, e.g. pga. reduced consumption of reducing agents, such as e.g. urea supply, at the expense of an increased fuel supply.
    Even in certain situations, a deterioration of the overall efficiency may also be acceptable, e.g. to achieve any desired condition in the finishing system.
    The present invention relates to a control of the combustion process where the course of an ongoing combustion cycle can be regulated during ongoing combustion against a desired result of the combustion. In particular, the course of the combustion is controlled with respect to a resulting temperature at the combustion. This resulting temperature may be a resulting average temperature of the gas in the combustion chamber at the end of the combustion cycle. The control according to the present invention can be achieved by determining during a first part of a combustion cycle a parameter value representing a quantity at the combustion, such as e.g. a pressure prevailing in the combustion chamber.
    Based on this parameter value, such as e.g. prevailing pressure, the combustion is then regulated during a subsequent part of the combustion cycle, the combustion being regulated with respect to a temperature for said combustion process.
    By proceeding in this way, desired exhaust and / or combustion properties can be obtained during combustion. For example. it may be desirable for the exhaust gas temperature to reach a certain temperature at emissions from the engine. The combustion can then be regulated towards a desired resultant exhaust gas temperature at the time when the exhaust gas valves are opened, whereby an exhaust gas flow with a very precise and desired temperature can be obtained. This can e.g. be desirable to achieve desired properties, such as desired temperature and / or desired chemical reactions with exhaust gas treatment components in the exhaust system.
    For example. a relationship between any applicable component of the finishing system, such as e.g. an SCR catalyst, and the temperature of the exhaust gas at discharge from the cylinder is determined, a mapping regarding the temperature change of the exhaust gas stream from cylinder to e.g. SCR catalyst can be performed, and where the mapping can be applied to determine a desired exhaust temperature resulting from the combustion which is then expected to result in a desired temperature at e.g. The SCR catalyst. Alternatively, e.g. a table can be used with e.g. ambient temperature, one or more temperatures in the after-treatment system, and the resulting temperature during combustion, whereby a setpoint during combustion can be determined by table look-up.
    Alternatively, the combustion cycle can be regulated with respect to the temperature change that the combustion process undergoes in l1 l5 during combustion, i.e. the combustion is regulated based on how the combustion chamber temperature varies during combustion, ie. not only towards a final temperature, and can e.g. as far as possible, an applicable temperature curve is followed, this temperature variation being controlled by influencing the combustion during the ongoing combustion cycle so that a desired temperature variation is obtained during the combustion.
    The control can be controlled against an empirical or otherwise determined temperature curve (temperature trace) which is expected to result in some desired property, e.g. with respect to emissions or any other property.
    By controlling the temperature variation during combustion, the composition of the exhaust stream can be controlled in such a way that the presence of the various substances normally present in the exhaust stream can be influenced in the desired direction, e.g. depending on the desired composition of one or more exhaust gas treatment components in the exhaust system. By controlling the temperature variation, emissions can also be minimized.
    The control according to the present invention can e.g. be used to minimize unwanted exhaust emissions. By performing the regulation during the ongoing combustion cycle, the combustion can be affected to a greater extent compared with performing the regulation based solely on previous combustion cycles.
    The control of the combustion can also be arranged to be performed individually for each cylinder, and it is also possible to regulate a combustion at a subsequent combustion cycle based on information from one or more previous combustion processes.
    This type of regulation has the advantage that e.g. differences between different cylinders can be detected and compensated by means of individual adjustment of parameters for a specific cylinder, such as opening time for injection nozzles, etc. l0 l5 However, it may also be the case that different regulation of different cylinders may be desirable, e.g. to steer certain cylinders towards the fulfillment of some criterion, and other cylinders towards some other applicable criterion, which can also be achieved according to the invention. Furthermore, only one or a subset of the cylinders can be arranged to be controlled according to the invention, while the combustion in the other cylinders can be carried out in the usual or other applicable manner.
    The method of the present invention can e.g. implemented using one or more FPGAs (Field-Programmable Gate Array) circuits, and / or one or more ASIC (application-specific integrated circuit) circuits, or other types of circuits that can handle the desired computational speed.
    Additional features of the present invention and advantages thereof will become apparent from the following detailed description of exemplary embodiments and the accompanying drawings.
    Brief Description of the Drawings Fig. 1A schematically shows a vehicle in which the present invention can be used.
    Fig. 1B shows a control unit in the control system of the vehicle shown in Fig. 1A.
    Fig. 2 shows the internal combustion engine of the vehicle shown in Fig. 1A in more detail.
    Fig. 3 shows an exemplary method according to the present invention.
    Fig. 4 shows an example of an estimated temperature barrier for a combustion.
    Figs. 5A-B show an example of control in situations with more than three injections.
    Fig. 6 shows an example of an MPC control.
    Detailed Description of Embodiments Fig. 1A schematically shows a driveline in a vehicle 100 according to an embodiment of the present invention. The driveline comprises an internal combustion engine 101, which in a conventional manner, via a shaft outgoing on the internal combustion engine 101, usually via a flywheel 102, is connected to a gearbox 103 via a clutch 106.
    The internal combustion engine 101 is controlled by the control system of the vehicle via a control unit 115. Likewise, the clutch 106, which e.g. may be an automatically controlled clutch, and the gearbox 103 of the vehicle control system by means of one or more applicable control units (not shown). Of course, the vehicle's driveline can also be of another type such as e.g. of a type with conventional automatic transmission or of a type with a manually shifted gearbox, etc.
    A shaft 107 emanating from the gearbox 103 drives drive wheels 113, 114 in the usual manner via end gear and drive shafts 104, 105. In Fig. 1A only one shaft with drive wheels 113, 114 is shown, but in the usual way the vehicle may comprise more than one axle provided with drive wheels, as well as one or more additional axles, such as one or more support axles. The vehicle 100 further comprises an exhaust system with a post-treatment system 200 for the usual treatment (purification) of exhaust emissions resulting from combustion in the combustion chamber of the internal combustion engine 101 (eg cylinders).
    Post-treatment systems often involve some form of catalytic purification process, where one or more catalysts are used to purify the exhaust gases. Vehicles with diesel engines also often include a diesel particulate filter (DPF) to capture soot particles formed during the combustion of fuel in the combustion engine's combustion chamber. Furthermore, after-treatment systems in vehicles of the type shown may comprise an oxidation catalyst (Diesel Oxidation Catalyst, DOC). The oxidation catalyst DOC has several functions, and is normally used primarily to oxidize residual hydrocarbons and carbon monoxide in the exhaust stream to carbon dioxide and water during the aftertreatment of the exhaust gas stream. The oxidation catalyst can also e.g. oxidize nitrogen monoxide (NO) to nitrogen dioxide (NO2).
    Finishing systems may also include more / other types of components than those exemplified above, as well as fewer components. For example. For example, the post-treatment system 200 may include a selective catalytic reduction (SCR) downstream of the particulate filter. SCR catalysts use ammonia (NH3), or a composition from which ammonia can be generated / formed, as an additive to reduce the amount of nitrogen oxides NOX in the exhaust gas stream.
    Furthermore, internal combustion engines in vehicles of the type shown in Fig. 1A are often provided with controllable injectors for supplying the desired amount of fuel at the desired time in the combustion cycle, such as at a specific piston position (crank angle) in the case of a piston engine, to the internal combustion chamber.
    Fig. 2 schematically shows an example of a fuel injection system for the internal combustion engine 101. exemplified in Fig. 1A. The fuel injection system consists of a so-called Common Rail systems, but the invention is equally applicable to other types of injection systems. Fig. 2 shows only a cylinder / combustion chamber 201 with a piston 203 acting in the cylinder, but the combustion engine 101 in the present example consists of a six-cylinder internal combustion engine, and can generally consist of an engine with an arbitrary number of cylinders / combustion chamber, such as e.g. . any number of cylinders / combustion chambers in the range 1-20 or even more. The internal combustion engine further comprises at least one respective injector 202 for each combustion chamber (cylinder) 201. Each respective injector is thus used for injecting (supplying) fuel into a respective combustion chamber 201. Alternatively, two or more injectors per combustion chamber may be used. The injectors 202 are individually controlled by actuators (not shown) arranged respectively at each injector, which are based on received control signals, such as e.g. from the control unit 115, controls the opening / closing of the injectors 202.
    The control signals for controlling the opening / closing of the injectors 202 by the actuators can be generated by any applicable control unit, as in this example by the motor control unit 115.
    The engine control unit 115 thus determines the amount of fuel that is actually to be injected at any given time, e.g. based on the prevailing operating conditions of the vehicle 100.
    The injection system shown in Fig. 2 thus consists of a so-called Common Rail system, which means that all injectors (and thus combustion chambers) are supplied with fuel from a common fuel pipe 204 (Common Rail), which by means of a fuel pump 205 is filled with fuel from a fuel tank (not shown) at the same time as the fuel in the pipe 204, also by means of the fuel pump 205, is pressurized to a certain pressure. The highly pressurized fuel in the common pipe 204 is then injected into the combustion chamber 201 of the internal combustion engine 101 at the opening of the respective injector 202. Several openings / closures of a specific injector can be performed during one and the same combustion cycle, thus several injections can be made during one combustion cycle. Furthermore, each combustion chamber is provided with a respective pressure sensor 206 for emitting signals of a pressure prevailing in the combustion chamber to e.g. the control unit 115. The pressure sensor can e.g. be piezo-based and should be fast enough to emit crank angle-resolved pressure signals, such as e.g. at every 10, every 5 or every crank angle or other applicable range, such as e.g. even more often.
    By means of systems of the type shown in Fig. 2, the combustion during a combustion cycle in a combustion chamber can be controlled to a large extent, e.g. by utilizing multiple injections, where injection times and / or duration of each injection can be regulated, and where data from e.g. the pressure sensors 206 can be taken into account in the control.
    According to the present invention, e.g. injection times and / or duration and / or amount of fuel injected during ongoing combustion based on data from the ongoing combustion in order to control the combustion with respect to a temperature at the time of combustion prevailing and / or resulting temperature. Fig. 3 shows an exemplary method 300 according to the present invention, in which the method according to the present example is arranged to be performed by the motor control unit 115 shown in Figs. 1A-B.
    In general, control systems in modern vehicles consist of a communication bus system consisting of one or more communication buses for interconnecting a number of electronic control units (ECUs) such as the control unit, or controller, 115, and various components arranged on the vehicle.
    As is known, such control systems can comprise a large number of control units, and the responsibility for a specific function can be divided into more than one control unit. For the sake of simplicity, in Figs. 1A-B, only the motor control unit 115 in which the present invention is implemented in the embodiment shown is shown. However, the invention can also be implemented in a control unit dedicated to the present invention, or in whole or in part in one or more other control units already existing at the vehicle. In view of the speed at which calculations according to the present invention are performed, the invention can be arranged to be implemented in a control unit which is specially adapted for real-time calculations of the type as below. Implementation of the present invention has shown that e.g. ASIC and FPGA solutions are suitable for and well capable of calculations according to the present invention.
    The function of the control unit 115 (or the control unit (s) to which the present invention is implemented) according to the present invention may, in addition to being dependent on sensor signals from the pressure sensor 202, e.g. depend on signals from other controllers or sensors. In general, control units of the type shown are normally arranged to receive sensor signals from different parts of the vehicle, as well as from different control units arranged on the vehicle.
    The control is often controlled by programmed instructions. These programmed instructions typically consist of a computer program, which when executed in a computer or controller causes the computer / controller to perform the desired control, such as method steps of the present invention.
    The computer program usually forms part of a computer program product, the computer program product comprising an applicable storage medium 121 (see Fig. 1B) with the computer program stored on said storage medium 121. Said digital storage medium 121 may e.g. consists of someone from the group: ROM (Read-Only Memory), PROM (Programmable Read-Only 12 Memory), EPROM (Erasable PROM), Flash memory, EEPROM (Electrically Erasable PROM), a hard disk drive, etc., and be arranged in or in connection with the control unit, the computer program being executed by the control unit. By changing the instructions of the computer program, the behavior of the vehicle in a specific situation can thus be adapted.
    An exemplary control unit (control unit 115) is shown schematically in Fig. 1B, wherein the control unit may in turn comprise a calculation unit 120, which may consist of e.g. any suitable type of processor or microcomputer, e.g. a Digital Signal Processor (DSP), one or more FPGAs (Field-Programmable Gate Array) circuits, or one or more circuits with an Application Specific Integrated Circuit (ASIC).
    The computing unit 120 is connected to a memory unit 121, which provides the computing unit 120 e.g. the stored program code and / or the stored data calculation unit 120 is needed to be able to perform calculations. The calculation unit 120 is also arranged to store partial or final results of calculations in the memory unit 121.
    Furthermore, the control unit is provided with devices 122, 123, 124, 125 for receiving and transmitting input and output signals, respectively. These input and output signals may contain waveforms, pulses, or other attributes, which of the input 122 devices 125, 125 may be detected as information for processing the computing unit 120. The output signals 123, 124 for transmitting output signals are arranged to convert calculation results from the computing unit. 120 to output signals for transmission to other parts of the vehicle control system and / or the component (s) for which the signals are intended. Each of the connections to the devices for receiving and transmitting input and output signals, respectively, may be one or more of a cable; a data bus, such as a CAN bus (Controller Area Network bus), a MOST bus (Media Oriented Systems Transport), or any other bus configuration; or by a wireless connection. Returning to the process 300 shown in Fig. 3, the process starts in step 301, where it is determined whether the control of the combustion process according to the invention is to be carried out. The regulation according to the invention can e.g. be arranged to be carried out continuously as soon as the internal combustion engine l0l is started. Alternatively, the regulation can be arranged to be performed e.g. as long as the combustion of the internal combustion engine is not to be regulated according to any other criterion. For example. there may be situations where it is desirable that regulation is performed based on factors other than the temperature of the combustion in the first place. According to one embodiment, simultaneous control of the combustion is performed with respect to the temperature of the combustion and at least one additional control parameter. For example. a balance can be made, where the prioritization of the control parameters when fulfilling the desired control result e.g. may be arranged to be controlled according to any applicable cost function.
    The method according to the present invention thus consists of a method for controlling the internal combustion engine 101 while combustion takes place in said combustion chamber 201 in combustion cycles. As is known, the term combustion cycle is defined as the steps involved in combustion at an internal combustion engine, such as e.g. the two-stroke engine of the two-stroke engine and the four-stroke engine of the four-stroke engine. The term also includes cycles where no fuel is actually injected, but where the internal combustion engine is still driven at some speed, such as by the vehicle's drive wheel via the driveline at e.g. towing. Ie. even if no injection of fuel is performed, a combustion cycle for 14 e.g. every two revolutions (with a four-stroke engine), or e.g. each revolution (two-stroke engine), which rotates the output shaft of the internal combustion engine. The same applies to other types of internal combustion engines.
    In step 302, it is determined whether a combustion cycle has or will begin, and when so, the process proceeds to step 303 while setting a parameter in the representative injection number equal to one.
    In step 303, an injection schedule is determined which is expected to result in a desired temperature during combustion, such as e.g. an injection scheme which is expected to result in a desired final temperature or which is expected to result in a desired temperature trace during the combustion cycle.
    In general, the supply of fuel both in terms of quantity and in what way, ie. the one or more fuel injections to be performed during the combustion cycle are normally predefined, e.g. depending on the work (torque) that the internal combustion engine is to perform during the internal combustion cycle, since modification of the established injection schedule is not performed during an ongoing internal combustion cycle according to the prior art. Predefined injection schedules can e.g. are tabulated in the vehicle's control system for a large number of operating cases, such as different engine speeds, different work required, different combustion air pressures, etc., where tabulated data e.g. may have been produced by applicable tests / measurements at e.g. development of an internal combustion engine and / or vehicle, whereby the applicable injection schedule can be selected based on prevailing conditions, and where the injection schedule can be selected e.g. based on a desire for how the temperature in the combustion chamber should change. l0 l5 l5 These injection schedules can consist of the number and properties of the injections in the form of e.g. time (crank angle position) for start of injection, length of injection, injection pressure, etc., and thus are stored for a large number of operating cases in the vehicle's control system, and e.g. be calculated / measured with the goal of resulting in a certain exhaust temperature.
    According to an embodiment of the invention, an injection schedule is determined before the combustion is started by applicable calculations, such as e.g. as below, where e.g. desired work performed, desired exhaust temperature, desired emissions (such as high / low NOX) can be parameters in the calculations, as well as e.g. desired final temperature for the exhaust gases as according to an embodiment of the invention.
    According to the present embodiment, in step 303, such a predetermined injection schedule is applied, where this predetermined injection schedule is selected based on prevailing conditions and desired work performed by the internal combustion engine, e.g. by table lookup. According to one embodiment, the desired exhaust gas temperature can also constitute a parameter when selecting the injection schedule, whereby different injection schedules can be defined where different temperature developments are expected during combustion at the same time as e.g. the same work is performed on the output shaft of the internal combustion engine. According to one embodiment, the desired temperature does not have to be included in the choice of injection schedule in step 303, but the temperature parameter can be arranged to be applied only in control after a first injection or first part of an injection has been performed. According to one embodiment, the injection schedule is determined entirely according to e.g. the calculations shown below, where e.g. different predefined injection schedules can be compared with each other in step 303 to determine a most advanced injection schedule, thus even before a first fuel injection is performed, but in the calculation example exemplified below, the calculations are applied only after injection has begun during the combustion cycle.
    Since specific assumed conditions are likely to result in the same preferred injection schedule each time, it may be advantageous to select an injection schedule prior to a combustion cycle by some type of look-up and thereby reduce the calculation load, thus calculating below only after injection has begun.
    In addition to the following examples of how the injection schedule can be determined, other models with a corresponding function can alternatively be applied.
    The target temperature, Ttæqïmm, which is desired for the exhaust gases when the exhaust valves are opened and the exhaust gases are discharged into the exhaust system, and which can control the choice of injection schedule, can be determined in any applicable way. As mentioned above, e.g. a relationship between the temperature of the exhaust gas at any applicable component of the after-treatment system and the temperature of the exhaust gas at discharge from the cylinder is determined, whereby TtægäEW> can be determined based on any desired temperature in the after-treatment system. Alternatively, e.g. TU ”¶¶mm is controlled based on signals from one or more temperature sensors in the finishing system. Tämq fi mw can also e.g. be arranged to be controlled by empirical data, where measurements may have been performed in advance and e.g. exhaust emissions or other parameters have been measured, and where favorable combustion chamber temperatures may have been measured and then entered into the vehicle's control system, 17 whereby the setpoint at combustion can be determined by table look-up or in another applicable manner. According to one embodiment, according to one embodiment, not only a final temperature T & K¶ fi @ m is determined, but a preferred temperature track can be determined, e.g. based on empirical data, and where then regulation is performed against this determined temperature track.
    Thus, according to the present embodiment, in step 303, a predefined injection schedule is established at the beginning of the combustion cycle, wherein control according to the invention is performed only after fuel injection has started during the combustion cycle, such as only after at least one injection has been performed during the combustion cycle, or at least one injection. has begun.
    Thus, fuel injection is normally performed according to a predetermined schedule, where a plurality of injections may be arranged to be performed during one and the same combustion cycle.
    This means that the injections can be relatively short. For example. There are injection systems with 5-10 fuel injections / combustion, but the number of fuel injections during a combustion cycle can also be significantly larger than that, such as e.g. on the order of 100 fuel injections. The number of possible injections is controlled by the speed of the organs with which the injection is performed, ie. in the case of Common Rail systems how quickly the injectors can be opened close.
    According to the present example, at least three fuel injections are performed during one and the same combustion cycle, but as has been mentioned and as will be seen below, several injections may be arranged to be performed, as well as only one or two. The injection schedule is thus in the present example determined in advance for the purpose of obtaining a certain exhaust gas temperature, or based solely on the desired work performed. A first injection is then injected, and in step 304 it is determined whether said first injection has been performed, and if so, the procedure proceeds to step 305, where it is determined whether all the injections i have been performed. Since this is not yet the case in the present example, the process proceeds to step 306 while enumerating one for the next injection. In step 306, prevailing pressure in the combustion chamber is determined by utilizing the pressure sensor 206. Furthermore, by utilizing the pressure sensor 206, prevailing pressure in the combustion chamber can be determined substantially continuously, such as at applicable intervals, e.g. every 0.1-10 weaving angle degrees.
    The process of combustion can generally be described by the change in pressure in the combustion chamber which the combustion gives rise to. The pressure change during a combustion cycle can be represented by a pressure groove, ie. a representation of how the pressure in the combustion chamber varies during combustion.
    As long as the combustion proceeds as expected, the pressure in the combustion chamber will be equal to what was initially expected or estimated. As below, the temperature is directly related to the pressure in the combustion chamber, which means that as soon as the pressure deviates from the estimated pressure, the temperature will also deviate from the expected / estimated temperature. In addition, the combustion during the subsequent part of the combustion cycle, and thus temperature development, will be affected.
    In step 306 the pressure p fi w in said combustion chamber 201 is determined for a prevailing crank angle degree 01 (see Fig. 4) by means of said pressure sensor 206, and in step 307 an expected exhaust temperature is estimated during and / or at the end of the combustion cycle combustion, as above for example an estimate of the exhaust temperature at the time of opening the exhaust valve, Tgm (Exhaust Valve Opening). This can be done using applicable calculations, and one way of performing the calculation is exemplified below. Alternatively, other models with a corresponding function can be applied.
    The expected resultant exhaust gas temperature at the time of opening the exhaust valve after the combustion cycle combustion can, according to one embodiment in step 307, be estimated as follows. As will be appreciated, the temperature trace for the entire combustion and not only the final temperature can also be estimated according to the method shown.
    The combustion can, as is known to those skilled in the art, be modeled according to eq. (1): dQ = Kcalibrate (Qfuel _ (1), where K¿Mmæ is used to calibrate the model, K 'is a calibrate of a constant that is usually in the order of 0-1, but can also be arranged to assume other values, and which is determined individually cylinder by cylinder or for a particular engine or engine type, and depends in particular on the design of the injectors nozzles (diffusers) .DQ can also be modeled in other applicable way, eg by also including other parameters, such as eg turbulence at the fuel supply, where this can be modeled in an appropriate manner.
    Q fl d is the energy value for the amount of fuel injected, Q is the amount of energy burned. The combustion dQ is thus proportional to the amount of fuel injected minus the amount of fuel consumed so far. The combustion dQ can alternatively be modeled by using another applicable model, where e.g. can also take into account other parameters. For example. the combustion can also constitute a function that depends on a model of turbulence in the supply of air / fuel, which can affect the combustion to varying degrees depending on the amount of liquor / fuel supplied.
    Regarding the fuel injections, these can e.g. is modeled as a sum of step functions: u = Z 6 (t _ (tinj. start) k) _ Ga _ (tinj. end) k) (2) k = Ü The fuel flow measured in supplied mass m at an injection k, ie. how the fuel enters the combustion chamber during the time window u when the injection is performed, expressed in the time that elapses during the crank angle degree ® interval that the injector is open, for a specific injection k can be modeled SOITIZ dm ä = fu <3) where m is the amount of fuel injected , and f (m) e.g. depends on injection pressure etc. f (m) can e.g. be measured or estimated in advance.
    The energy value QQHV for the fuel, such as diesel or petrol, is generally stated, whereby such general indication can be used. The energy value can also be specifically specified by e.g. the manufacturer of the fuel, or be approximated for e.g. a country or region. The energy value can also be arranged to be estimated by the vehicle's control system. With the energy value, l0 l5 2l eq. (1) is dissolved and the heat release as the combustion proceeds is determined.
    Furthermore, by using a predictive heat release equation, the pressure change in the combustion chamber can e.g. is estimated as:, where ® is the crank angle, ie. the pressure change is expressed in crank angle degrees, which means an elimination of the internal combustion engine speed dependence in the calculations. V is a parameter that can be estimated in advance, set to a fixed value or calculated during ongoing combustion. V C C generally constitutes the heat capacity ratio, ie. y = zå <= ET¿ïš, where C; v p_ and / or Ck are generally developed and tabulated for different molecules, and since the combustion chemistry is known, these tabulated values can be used together with the combustion chemistry to thereby calculate the effect of each molecule (eg water, nitrogen, oxygen, etc.) on for example the total Cä value, whereby this can be determined for the calculations above with good accuracy, in advance or during e.g. ongoing combustion. Alternatively, C; and or Ck is appropriately approximated. Integration of eq. (4) gives the following result: dQ y dV y-1 P = Pmml + fdP = Pmml + f pmm, constitutes an initial pressure, which before the start of compression e.g. may be the ambient pressure of non-turbocharged internal combustion engines, or a prevailing combustion air pressure of turbocharged engine. When estimation is performed at a later time during the combustion cycle, c may be the pressure then prevailing and determined by means of the pressure sensor 206. Thus, the pressure in the combustion chamber can be estimated for the entire combustion, where the estimation after each respective injection, or the next estimation after a certain time has elapsed, will result in an increasing accuracy in the estimation as the actual pressure change during an increasing part of the combustion cycle to be known.
    Using it with eq. (5) the estimated pressure can then be a corresponding estimated average temperature Close to the gas in the combustion chamber for e.g. EVO or the entire combustion is calculated using the estimated pressure at EVO and the general gas law: Volume P ', ie. the volume of the combustion chamber, which continuously changes with the piston movement, can be tabulated in the vehicle's control system or calculated in an appropriate manner, and is crank angle dependent due to the piston movement.
    The amount of substance n, ie. the amount of substance gas in the combustion chamber, will change over time as the combustion progresses. The amount of substance changes due to the chemical reactions that take place during combustion. However, this change is normally only a few percent, so according to one embodiment the amount of substance n can be assumed to consist of the amount of substance before combustion. l0 l5 23 When modeling the change in the amount of substance during combustion, this can e.g. modeled as: n = (1 _ 5%) nbefore _c0mb (Ålmfuel) + QQïtï / l nalLcomb (Åßmfuel) (7) injected fuel has been combusted, Å constitutes the fuel / air ratio, and Qhm indicates the total fuel energy supplied to the combustion during the combustion cycle. m fl d constitutes the amount of fuel added and QWW constitutes the amount of energy that has been burned so far, and is determined from eq. (4) and / or by means of a pressure sensor signal and diagnostic heat release according to eq. (8): d dV 1 d dß y-1 dß y-1 d0 Using the above equations, the entire (8) temperature trace of the combustion from the first injection to EVO can thus be estimated by calculating eq. (6) for the whole combustion with any applicable resolution such as crank angle degree or a tenth, hundredth, thousandth crank angle degree etc. thereof, i.e. the temperature change during the entire combustion process. This estimated temperature trace can e.g. look like the temperature trace T @ e¶_ in Fig. 4, where also the expected temperature development and the target temperature Tmm¶% mw are shown. As will be appreciated, however, the temperature groove can in principle assume an arbitrary appearance depending on the amount of fuel injected and when.
    With regard to the exhaust gas temperature control, the temperature at EVO after combustion is estimated in step 306 (alternatively the entire temperature track as above). The first injection will thus give rise to a combustion, and thus a heat release and an increase in pressure. If the combustion had proceeded exactly as estimated, this temperature would be equal to the initially expected, ie. T @ MNO would consist of Ttæga fl wh but as soon as the pressure at ®1, and thus the temperature Tw, see fig.4, deviates from the estimated pressure, the estimated Tægw will also, as well as the whole new estimated temperature track T @ mStatt deviate from expected / desired temperature Ttægümm according to the selected injection schedule.
    The actual temperature track will also in all probability deviate from the predicted temperature track during the combustion process due to heat losses, deviations from the modeled combustion, etc.
    It is for this reason that the control according to the invention of the combustion is performed and according to the present invention deviations from the predicted temperature track are compensated after the first injection has been performed.
    Based on the established deviation between how the combustion should have taken place and how it actually takes place, a regulator can be used, which regulates subsequent combustion, e.g. based on the deviation, where the size and sign of the deviation can be taken into account.
    The pressure ppm determined in step 306, which corresponds to the temperature Tfæ in Fig. 4, is thus used in step 306 as pmm, as above to estimate T <fl mw, with data obtained some distance into the combustion. Ie. by means of the measured pressure pf @ _can the cylinder temperature T fifl gm according to eq. (6) is calculated.
    Thus, in step 307, a more probable final temperature Tmw can be estimated using the above equations. This estimated temperature is then used in step 308 to control a subsequent fuel injection based on the estimated temperature (pressure).
    With at least one second, but in the present example at least a total of three injections (during the combustion cycle), the combustion can be regulated to the desired final temperature TtægäEw, by controlling subsequent injections. Thus, when the first injection is completed, in the present example at least two additional injections remain which are adapted to the control.
    A first example of how the regulation can be performed is to distribute the duration (duration), and thus the amount of fuel injected between these injections and / or change the injection time for one or more subsequent injections. In this regulation, the regulation is carried out on the condition that the desired work is still carried out, ie. the combustion cycle must still generate the desired torque on the output shaft of the internal combustion engine. The distribution between the second and the third injection can be based on whether the estimated temperature value at EVO exceeds or falls below the setpoint for the temperature.
    This regulation can be designed in any way, but can e.g. is implemented in the form of a proportional regulator which is used, for example, to determine how much quantity is to be shifted between the fuel injections, which e.g. can be expressed as an increase / decrease Au of the period of injection in each injection. With this regulation, the total amount of fuel injected can also be changed, e.g. for the desired work to still be carried out, but where adjustment of the amount of fuel is required to compensate for changes in efficiency. Thus, in step 308, a control can be made of the duration of the two subsequent injections inspg and inspy, respectively, where in the present example a constant K; which can be determined in any applicable way and multiplied by the deviation e between the estimated target temperature (target pressure) and the desired target temperature (target pressure) to determine a change in the duration of injection insph where in the present example a corresponding change is performed for inspsf see eq. (8) resp. (9).
    Auduration inj 2 = K * e (9) Auduration inj 3 = _Auduration inj 2 (10), where e is the deviation from the setpoint. Furthermore, a corresponding adjustment can alternatively or additionally be performed for the injection time, where e.g. the start of the injection can be shifted to be brought forward or delayed. Instead of proportional control, the usual PI or PID control can be used. The process then returns to step 304, in which case injection is performed according to the new injection schedule. When this i = 2 injection has been performed, it is again determined in step 305 whether all the injections have been performed. Since this is not yet the case, it is counted up with one for the next injection, whereby the pressure in the combustion chamber is determined again (now as pmm after insp i = 2) by using the pressure sensor 206, whereby new estimation of Tgw can be performed after injection inspg to need to adapt inspg, still taking into account that the desired work is performed. The estimation is performed as above with the difference that the initial value pmm fl has been changed to ppm due to the combustion caused by the first injection. When all the injections have been performed, the method 27 returns from step 305 to step 301 to control a subsequent combustion cycle.
    The control can also be such that the combustion is regulated against a desired temperature / desired temperature curve, but where two or more combustion cycles are required before the desired result has been achieved, but still with a control as above.
    The control according to the invention may also comprise performing an estimation of a plurality of possible control alternatives, wherein control is then performed according to any applicable of said plurality of possible measures, e.g. based on a cost function.
    The present invention thus provides a method for controlling, based on a first parameter value determined after a first part of the combustion has taken place, subsequent part of the combustion during one and the same combustion cycle based on the first parameter value, the combustion being controlled with respect to a temperature for the combustion process, such as a desired final temperature as above.
    Furthermore, in the determination in step 308, the expected temperature development can be estimated for a number of different alternative injection units for the remaining injections, whereby the injection scheme which results in the most advantageous temperature development can be selected when performing the next injection. Thus, according to the present invention, the combustion during adaptive combustion is adapted based on deviations from the predicted combustion, and according to one embodiment each time an injection has been performed as long as further injections are to be performed. According to the method described above, the injection schedule at the beginning of the combustion cycle has been determined based on tabulated values, but according to one embodiment the injection strategy can already be determined before the fuel injection begins in the manner described above, thus also the first injection .ex. by performing the calculations for a plurality of injection schedules and selecting what appears most advantageous.
    Furthermore, the regulation has so far been described in a manner in which the properties of a subsequent injection are determined based on prevailing conditions in the combustion chamber after the previous injection. However, the control can also be arranged to be performed continuously, whereby pressure determinations can be performed with the aid of the pressure sensor also during the ongoing injection, and whereby the injection schedule can be calculated and corrected change until the next injection is started. Alternatively, even the ongoing injection can be affected by calculated changes in the injection schedule even in cases where a number of shorter injections are performed. The injection can also consist of a single longer injection, whereby changes of ongoing injection can be performed continuously, e.g. by so-called rate shaping, e.g. by changing the opening area of the injection nozzle and / or the pressure at which fuel is injected based on estimates and measured pressure values during injection. Furthermore, fuel supply during combustion can include only two fuel injections, where e.g. only the second or both injections are regulated e.g. using rate shaping. Rate shaping can also be applied in the case where three or more injections are performed. Furthermore, the invention has been exemplified above with an example where three injections are performed during a combustion cycle.
    Of course, more injections can also be performed during a combustion cycle. Since several fuel injections mean that several durations must change over time while the work performed must be maintained, the calculations can be more extensive. For example. a very large number of injections may be arranged to be performed during one and the same combustion cycle, such as a dozen, or even about a hundred injections.
    In such situations, there may be several equivalent injection strategies, which thus result in essentially the same result. This introduces an undesirable complexity in the calculations.
    According to one embodiment, a control equivalent to the above control is applied. This is accomplished by considering the injection / injection closest in time as a separate injection and subsequent fuel injections as a single additional "virtual" injection. This is exemplified in Fig. 5A, where the injection 501 corresponds to the inspl as above, the injection 502 corresponds to the insp2 as above, and where the remaining injections 503-505 are treated as a single virtual injection 506, i.e. the injection 506 is treated as an injection with an amount of fuel substantially corresponding to the total amount of fuel for the injections 503-505, and where distribution can take place between the injection 502 and the virtual injection 506. By proceeding in this way, the displacement which takes place between injection and subsequent injections is not specifically distributed between the injections 503-505, but is distributed at this stage between the injection 502 and the "virtual" injection 506, respectively.
    When the injection 502 has been performed, the procedure is repeated just as above, with a new determination of the injection schedule to control the temperature, but then with the injection 503 as a separate injection, see Fig. 5B, and injection 504, 505 together constitute a virtual injection when distributed as above.
    In Fig. 5A, the virtual injection 506 consists of three injections, but as will be appreciated, the virtual injection 506 may initially comprise more than three injections, such as 10 injections or 100 injections, depending on how many injections are intended to be performed. during the combustion cycle, the process being repeated until all the injections have been performed.
    Furthermore, fuel supply during combustion can comprise only two fuel injections, where the regulated injection is regulated e.g. using rate shaping. Rate shaping can also be applied in the case where three or more injections are performed. It may also be the case that a single injection is performed during a combustion cycle, where the parameters for this injection change during ongoing injection through rate shaping based on new estimates as the combustion progresses, ie. for example injection pressure and / or the length of the injection can be regulated during the ongoing injection.
    So far, the control has been described with the aim of obtaining a desired exhaust gas temperature Tmm. This can e.g. be the case when it is desired that a certain temperature is reached / maintained in one or more finishing components.
    Temperature control of finishing components per se is known, and does not constitute an object of the present invention, but the present invention constitutes a means for improving the temperature control. For example. the regulation can refer to a regulation of exhaust temperature in order to e.g. achieve the desired SCR temperature, DPF temperature or DOC temperature. The temperature control can also e.g. be used to handle problems around rapidly increasing temperature in e.g. an SCR catalyst or DOC / DPF with the safety and system hazards that rapidly rising temperatures can entail. In suitable situations, the combustion can be controlled at low Tmw in order to reduce the temperature in the finishing system. The regulation can also be intended for other types of regulation of e.g. DOC catalyst, TWC catalyst, or a particle reduction system such as PMFC or DPF system.
    However, the inventive control of the combustion temperature can also be used for emission control, ie. for regulating the composition the resulting exhaust stream will exhibit.
    As mentioned, in the case of exhaust gas temperature control, the temperature estimate at EVO is most important, but with regard to exhaust emissions regulation, the entire temperature track (temperature change curve) that the combustion undergoes is instead relevant, with the control taking place in order to obtain a desired temperature change curve during combustion. In this case, e.g. data-driven (“black box”) models are used as a representation of emissions in relation to temperatures, whereby the temperature trace can be controlled to influence the origin / presence of one or more substances during combustion. In these data-driven models, the expected emissions can also depend on "global" parameters such as e.g.
    EGR feedback, lambda value, intake pressure, ambient temperature, etc. Alternatively, physical models can be applied. In general, for some substances, physical models may be preferred / available, while for other substances, data-driven models may be required in the absence of applicable physical models. The combustion can e.g. is controlled with respect to fraction and / or concentration for one or more exhaust components such as HC, CO, NOX, NO, NO2, PM.
    It is also possible to use e.g. an MPC (Model Predictive Control) control when controlling according to the invention.
    An example of an MPC control is shown in Fig. 6, where the reference curve 603 corresponds to the expected temperature development during the combustion cycle. Curve 603 thus represents the temperature development that is sought during the combustion cycle, where the combustion can either be controlled only towards a final value or continuously towards curve 603.
    The solid curve 602 up to time k represents the actual temperature development up to time k and which has been calculated as above using actual data from the crank angle resolved pressure sensor. Curve 601 represents predicted temperature development based on the selected injection profile, and thus constitutes the temperature development that is expected. Dashed injections 605, 606, 607 represent the predicted control signal, i.e. the injection profile expected to be applied, and 608, 609 represent already performed injections.
    The predicted injection profile is updated at appropriate intervals, such as e.g. after each injection performed, to reach the final value sought and given by the reference screw 603, and where the next injection l0 l5 33 is determined based on prevailing conditions in relation to the estimated heat loss development.
    Thus, the present invention provides a method which allows a very good control of a combustion process, and which adapts the combustion during combustion to obtain a combustion which to a greater extent corresponds to the desired combustion in order to obtain a desired exhaust temperature and / or desired emission control.
    Furthermore, according to the above, the flue gas temperature can be estimated for a number of different alternative injection schemes for the remaining injections, whereby an injection scheme which results in the most advantageous temperature can be selected when performing the next injection. In cases where several injection schemes / control alternatives meet the set conditions, other parameters can be used to select which of these to use. There may also be other reasons for regulating at the same time based on other parameters.
    For example. In addition to temperature, the injection schedule can also be selected partly based on one or more of the perspectives pressure amplitude, heat loss, pressure change rate, work performed in the combustion chamber, or nitrogen oxides generated during combustion as additional criteria, where such determination can be performed according to one of the parallel patent applications.
    Specifically, the parallel application "PROCEDURE AND SYSTEM FOR CONTROLING AN COMBUSTION ENGINE V" shows a procedure for regulating subsequent combustion based on an estimated maximum pressure amplitude. furthermore, the parallel application “PROCEDURE AND SYSTEM FOR REGULATING AN COMBUSTION: ENGINE ENGINE I” (Swedish patent application, application number: l350506-O) shows a procedure for regulating subsequent combustion based on l0 l5 34 an estimated maximum pressure change rate. furthermore, the parallel application "PROCEDURE AND SYSTEM FOR REGULATING AN COMBUSTION ENGINE III" shows a procedure for regulating combustion during a first combustion cycle during a subsequent part of said first combustion cycle with respect to a work performed during combustion. furthermore, the parallel application "PROCEDURE AND SYSTEM FOR REGULATING AN COMBUSTION ENGINE IV" shows a method for regulating combustion during a first combustion cycle during a subsequent part of said first combustion cycle with respect to a representation of a resultant heat combustion. furthermore, the parallel application "PROCEDURE AND SYSTEM FOR CONTROLING AN COMBUSTION ENGINE VI" shows a method for estimating during a first combustion cycle a first measure of nitrogen oxides resulting from combustion during said first combustion cycle, and based on a regulation of said combustion part of said first combustion cycle.
    The invention has further been exemplified above in a manner in which a pressure sensor 206 is used to determine a pressure in the combustion chamber, and by means of which pressure a temperature can be estimated. As an alternative to using pressure sensors, one (or more) other sensors can instead be used, such as e.g. high-resolution ion current sensors, knock sensors or strain gauges, whereby the pressure in the combustion chamber can be modeled by utilizing sensor signals from such sensors. It is also possible to combine different types of sensors, e.g. to obtain a more reliable estimation of the pressure in the combustion chamber, 10 l5 and / or use other applicable sensors, where the sensor signals are converted to the corresponding pressure for use in temperature control as above.
    Furthermore, in the above description, only fuel injection has been regulated. Instead of regulating the amount of fuel supplied, the combustion chamber temperature can be arranged to be regulated by means of e.g. exhaust valves, whereby injection can be performed according to a predetermined schedule, but where the exhaust valves are used to regulate the pressure in the combustion chamber and thus also the temperature.
    Furthermore, the regulation can be performed with any applicable type of regulator, or e.g. using state models and state feedback (for example, linear programming, the LQG method or similar).
    The method according to the invention for controlling the internal combustion engine can also be combined with sensor signals from other sensor systems where resolution at the crank angle level is not available, such as e.g. other pressure sensors, NOX sensors, NH3 sensors, PM sensors, oxygen sensors and / or temperature sensors etc., which input signals e.g. can be used as input parameters when estimating e.g. expected pressure / temperature through the use of data-driven models.
    Furthermore, the present invention has been exemplified above in connection with vehicles. However, the invention is also applicable to arbitrary vessels / processes where temperature control as above is applicable, such as e.g. water or aircraft with combustion processes as above.
    It should also be noted that the system may be modified according to various embodiments of the method of the invention (and vice versa) and that the present invention is in no way limited to the above-described embodiments of the method of the invention, but relates to and includes all embodiments within the appended claims. the scope of protection of the independent requirements.
    权利要求:
    Claims (1)
    [1]
    A method of controlling an internal combustion engine (101), said internal combustion engine (101) comprising at least one internal combustion chamber (201) and means (202) for supplying fuel to said internal combustion chamber (201), combustion in said combustion chamber (201) takes place in combustion cycles, the method being characterized in that - during a first part of a first combustion cycle, by means of a first sensor means (206) determining a first parameter value representing a quantity in combustion in said combustion chamber (201), and - based on said first parameter value, regulating combustion during the subsequent part of said first combustion cycle, wherein in said regulating the combustion during said subsequent part of said first combustion cycle is regulated with respect to a temperature resulting from said subsequent combustion. A method according to claim 1, wherein the combustion during said subsequent part of said first combustion cycle is regulated with respect to a temperature resulting for said first combustion cycle (Twwqmmm). A method according to claim 1 or 2, wherein the combustion during said subsequent part of said first combustion cycle is regulated with respect to a temperature change during said subsequent part of said first combustion cycle. A method according to any one of the preceding claims, further comprising estimating an expected value for said quantity, wherein the combustion during said subsequent part 38 of said first combustion cycle is regulated based on a comparison between said estimated value and said determined value for said quantity. A method according to any one of the preceding claims, wherein said temperature for said combustion is a representation of an average temperature for said combustion chamber (201). A method according to any one of the preceding claims, further comprising estimating based on said first parameter value a representation of a temperature and / or temperature change resulting for said subsequent part of said first combustion cycle, said subsequent combustion being controlled based on said representation of said for said subsequent part temperature and / or temperature change resulting from said first combustion cycle. A method according to claim 6, wherein said representation of a temperature and / or temperature change is estimated by estimating a pressure change in said combustion chamber (201) during said subsequent part of said first combustion cycle. A method according to claim 7, wherein said pressure change in said combustion chamber (201) is estimated by estimating a heat release during said combustion. The method of claim 8, further comprising estimating said heat release based on the amount of fuel to be supplied to said combustion. A method according to any one of the preceding claims, wherein said representation of a temperature and / or temperature change in said control is represented by a corresponding pressure and / or pressure change in said combustion chamber (201). ). A method according to any one of the preceding claims, wherein in controlling said combustion against a temperature and / or temperature change, said controlling is performed against a pressure corresponding to said temperature in said combustion chamber (201). A method according to any one of the preceding claims, wherein said sensor means consists of at least one pressure sensor means (206), and wherein said first parameter value represents a pressure prevailing during said first combustion cycle in said combustion chamber (201). A method according to any one of the preceding claims, further comprising controlling combustion during said subsequent portion of said first combustion cycle by controlling the supply of fuel to said combustion chamber (201). A method according to claim 13, wherein said fuel for supply to said combustion chamber is regulated by controlling fuel injection by means of at least one fuel injector (202). A method according to claim 13 or 14, wherein at least one fuel injection is performed during said subsequent part of said combustion cycle, wherein in said control of fuel quantity for injection and / or injection length and / or injection pressure and / or 10 15 20 25 16 17. 18. 40 time between injections is regulated for the at least one fuel injection. A method according to any one of claims 13-15, wherein at least two fuel injections are performed during said subsequent part of said combustion cycle, said combustion also being regulated after said first of said at least two injections of fuel. A method according to any one of claims 13-16, wherein in controlling said combustion at least three fuel injections are performed during said subsequent part of said combustion process, wherein in controlling a first of said at least three injections, remaining injections are treated as a single total injection. A method according to any one of claims 13-17, wherein controlling the combustion during said subsequent part of said first combustion cycle is performed at least in part by controlling the fuel injected into said combustion chamber (201) during an ongoing fuel injection. A method according to any one of claims 13-18, further comprising changing a distribution of fuel quantities between at least two fuel injections when controlling the fuel injected into said combustion chamber (201). A method according to any one of claims 13-19, further comprising applying a predetermined injection of fuel at the beginning of the combustion cycle, wherein control is performed after a first injection has at least 10 15 20 25 21. 22. 41 started, but before fuel injection during said first combustion cycle has ended. A method according to any preceding claim, further comprising performing a first fuel injection to said combustion chamber (201) during said first portion of said first combustion cycle, and at least a second fuel injection during said subsequent portion of said combustion cycle, wherein adjusting said second fuel injection that said first fuel injection has been at least partially performed. A method according to any one of the preceding claims, further comprising determining in said control of said combustion during said subsequent part of said combustion, a representation of an expected temperature and / or temperature change for said subsequent part of said combustion cycle for at least a first and a second control alternative, respectively. , and - from said plurality of control alternatives, selecting a control alternative for controlling said subsequent part of said combustion cycle. A method according to claim 22, wherein said control alternative 24 consists of alternatives for injecting fuel during said subsequent part of said combustion cycle. A method according to any one of the preceding claims, further comprising controlling combustion during said subsequent part of said first combustion cycle by controlling one or more valves operating at said combustion chamber (201). A method according to any one of the preceding claims, wherein said control of said temperature is performed with respect to fraction and / or concentration for one or more exhaust components from the group comprising: HC, CO, NOX, NO, NO 2, PM. A control according to any one of the preceding claims, wherein at 27. 28. 29 said control the combustion during said subsequent part of said first combustion cycle is controlled with respect to a desired temperature or desired temperature change, wherein control against said desired temperature and / or temperature change is performed during several combustion cycles. Process according to any one of the preceding claims, wherein the exhaust gas stream resulting from combustion in said internal combustion engine is post-treated in a post-treatment system comprising one or more of the group: - catalyst for reducing hydrocarbons and / or carbon oxides and / or nitrogen oxides; or - particle reduction system. A method according to any one of the preceding claims, wherein said first parameter value representing a quantity on combustion in said combustion chamber (20l) is determined at least at each crank angle, each tenth of each crank angle or each bottom portion of each crank angle. A method according to any one of the preceding claims, wherein said first parameter value is determined by using one or more of the group: cylinder pressure sensor, knock sensor, strain sensor, speed sensor, ion current sensor. A computer program comprising program code, which when said program code is executed in a computer causes said computer to perform the method according to any of claims 1-29. A computer program product comprising a computer readable medium and a computer program according to claim 30, wherein said computer programs are included in said computer readable medium. A system for controlling an internal combustion engine (101), said internal combustion engine (101) comprising at least one internal combustion chamber (201) and means (202) for supplying fuel to said internal combustion chamber (201), combustion in said internal combustion chambers (201) taking place in combustion chambers. , the method being characterized in that the system comprises: - means (115) for determining during a first part of a first combustion cycle, by means of a first sensor means (206) a first parameter value representing a quantity on combustion in said combustion chamber (201) , and - means (115) for controlling, based on said first parameter value, combustion during the subsequent part of said first combustion cycle, said control regulating the combustion during said subsequent part of said first combustion cycle with respect to a temperature resulting from said subsequent combustion. . System according to claim 32, characterized in that said internal combustion engine consists of one of the group: vehicle engine, marine engine, industrial engine. Vehicle (100), characterized in that it comprises a system according to claim 32 or 33.
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    同族专利:
    公开号 | 公开日
    DE112014001724T5|2015-12-17|
    SE539296C2|2017-06-20|
    BR112015025004A2|2017-07-18|
    DE112014001724B4|2020-01-30|
    WO2014175817A1|2014-10-30|
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    法律状态:
    2021-11-30| NUG| Patent has lapsed|
    优先权:
    申请号 | 申请日 | 专利标题
    SE1350507A|SE539296C2|2013-04-25|2013-04-25|Method and system for controlling an internal combustion engine by controlling the combustion in an internal combustion chamber during the current combustion cycle|SE1350507A| SE539296C2|2013-04-25|2013-04-25|Method and system for controlling an internal combustion engine by controlling the combustion in an internal combustion chamber during the current combustion cycle|
    DE112014001724.8T| DE112014001724B4|2013-04-25|2014-04-24|Method and system for controlling an internal combustion engine|
    BR112015025004A| BR112015025004A2|2013-04-25|2014-04-24|Method and system for the control of an internal combustion engine|
    PCT/SE2014/050491| WO2014175817A1|2013-04-25|2014-04-24|Method and system for control of an internal combustion engine|
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