• 专利附录
  • 专利说明
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    • 专利摘要:
    The present invention relates to a method of controlling an internal combustion engine (101), said combustion engine (101) comprising at least one combustion chamber (201) and means (202) for supplying fuel to said combustion chamber (201), wherein combustion in the said combustion chamber (201) takes place in combustion cycles. The method comprises: during a first part of a first combustion cycle, with the aid of a first sensor means 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 a subsequent part of said first combustion cycle, wherein in said control the combustion during said subsequent part of said first combustion cycle is regulated with respect to a work carried out during combustion. The invention also relates to a system and a vehicle. Fig. 3
    公开号:SE1350509A1
    申请号:SE1350509
    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:

    FIELD OF THE INVENTION The present invention relates to internal combustion engines, and in particular to a method of controlling an internal combustion engine according to the preamble of claim 1. The invention also relates to a system and a vehicle and a vehicle. computer program product, which implements the method according to the invention.
    Background of the Invention The following description of the invention constitutes a background description of the invention, and thus does not necessarily constitute prior art.
    When it comes to vehicles in general, there are a number of different driveline configurations. For example. the vdxellada can be a manually vdxlad vdxellada or an automatic vdxellada. In the case of heavy vehicles, it is often undesirable for them to be able to be driven on a vehicle as conveniently as possible for the driver, which usually means that the gearboxes' gear changes should be carried out automatically using the vehicle's steering system. It has therefore also become more common with automatically changing gearboxes in heavy vehicles.
    In the case of automatic gearboxes of the type that often occur in passenger cars, the efficiency is often too low for the use of this type of gearbox to be justified other than for use in e.g. City buses and distribution cars in cities, where frequent starts and stops are common. Also with regard to these types of vehicles, however, it is becoming increasingly common for drivelines of the type below to be used. 2 Automatic shifting in heavy vehicles often consists of a control system-controlled shifting of "manual" shifting lids, ie. vaxellAdor consisting of one pair of gears per gear, where the gear ratios are distributed in ldmpliga steps, e.g. due to the fact that these are significantly cheaper to manufacture, but also due to higher efficiency compared to conventional automatic dashboards. In such gearboxes, a clutch, which can be formed by a clutch automatically controlled by the vehicle's control system, is used to connect the vehicle's engine to the gearbox. This coupling / vdxellida can dven e.g. be of double coupling type.
    In principle, the coupling for such vehicles only needs to be used when starting the vehicle from a standstill, in which case other changes can be made by the vehicle's control system without the coupling being opened. However, in cases where the clutch consists of a clutch automatically controlled by the vehicle's control system, the clutch is often used to open / close the driveline Above when shifting. Regardless of how the transmission is performed, it is undesirable that the transmission is performed in a way that both are perceived as comfortable by the driver of the vehicle, at the same time as the transmission is also performed on a father driveline components gently.
    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 by 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 internal combustion chamber and means for supplying fuel to said internal combustion chamber, wherein combustion in said internal combustion combustion combustion chamber. During a first part of a first combustion cycle, with the aid of a first sensor means, a first parameter value is determined representing a quantity in the case of combustion in said combustion chamber, and - based on said first parameter value, combustion is regulated during a subsequent part of the next combustion cycle. The said regulation regulates the combustion during the said subsequent part of the said first combustion cycle is regulated with respect to a work performed during the combustion. The regulation with regard to work performed during the fire may, e.g. is carried out by regulating the combustion against a first average pressure during the combustion cycle, such as an average pressure corresponding to a desired torque.
    As mentioned above, heavy vehicles are often used in the case of heavy vehicles of the type commonly used in manually shifted vehicles, whereby shifting is performed automatically by the vehicle's control system. When shifting from one gear ratio to another, the driveline is broken to shut down again after loading the new gear.
    Before closing the Ater driveline, however, the internal combustion engine speed must be synchronized with the expected speed of the VAXELADAN input shaft with the new shaft engaged so that unwanted jerks / oscillations do not occur during shifting. This change, synchronization, of the internal combustion engine speed can be performed in different ways, which is also described in the prior art.
    In addition to this synchronization of the internal combustion engine speed with the other driveline speeds before closing the driveline, at least when shifting with the clutch engaged, the internal combustion engine's torque delivered on the output shaft is controlled so that the axle shaft becomes "torqueless", ie. the torque delivered by the internal combustion engine is controlled to a suitable 4 level for reduction and preferably elimination of the torque transmitted between the internal combustion engine and the drive wheel engagement point, whereby disassembly or loading of the gear shaft can be performed without undesired jerks due to the power line being broken . In the case of such switching, it is suedes undesirable that the torque delivered by the internal combustion engine can be controlled very precisely in order to eliminate such a transmission of power as far as possible.
    According to the present invention, there is provided a method in which a first parameter is applied to a quantity in the combustion, such as e.g. a representation of a pressure radiating in the combustion chamber, is determined at At least a time after the combustion during a combustion cycle has started but before the combustion cycle has ended, and based on said first parameter value, the combustion is regulated during a subsequent part of said first combustion work. which is carried out during the said combustion cycle. As explained below, the parameter value can be determined several times during an ongoing combustion cycle, in order to thereby establish new control parameters for e.g. the combustion on a number of occasions during the ongoing combustion cycle.
    According to the invention, the combustion is thus regulated during an ongoing combustion cycle, the combustion being regulated based on at least one parameter value representing a quantity during the combustion, this quantity being directly affected by the part of the combustion carried out hitherto. Thus, at e.g. a situation where a certain torque delivered by the internal combustion engine is Onskvart, such as a torque given on the output shaft of the internal combustion engine, a work actually obtained so far during the combustion cycle is evaluated and compared with a work received so far. Furthermore, a condition actually radiating during the combustion can be compared with a color variable corresponding to the combustion to determine whether the combustion continues as expected. Combustion parameters can then be regulated as needed to control the combustion in order to control the combustion towards a desired work generated during the combustion cycle.
    The Unwanted work generated during the combustion cycle can e.g. is expressed as a desired torque as well as a desired average torque during the combustion cycle.
    The torque emitted by the internal combustion engine has a direct connection with the pressure in the combustion chamber, whereby the torque can also be represented by the pressure in the combustion chamber. This also means that the desired average torque delivered during a combustion cycle can be obtained by regulating the combustion against a corresponding average pressure, whereby the combustion process can thus be controlled against a desired average pressure during the combustion cycle. Thus, said quantity can be constituted by the pressure radiating in the combustion chamber, a representation of this pressure, which e.g. can be obtained directly by means of a pressure sensor arranged in the combustion chamber, or via another type of sensor for feeding another quantity with the aid of which a representation of a corresponding pressure can be obtained.
    Thus, e.g. one up to e.g. the time at which said first parameter was determined average pressure is compared with a expected average pressure up to this time, whereby subsequent combustion can be regulated based on said comparison. The combustion can also be arranged to be regulated e.g. at a difference between a fixed value and a colored value at said time. The present invention thus provides a method which means that the work carried out during the combustion can be controlled very precisely, and thus also the torque delivered on the output shaft of the internal combustion engine can be controlled very precisely. At e.g. a request for a certain work performed by the internal combustion engine on the output shaft (torque delivered), this can be converted into a combustion chamber work, where consideration is given to internal losses, etc., which is also explained in the detailed description below.
    The method according to the invention can also e.g. used in e.g. situations where unwanted jerks / oscillations have nevertheless occurred in the driveline, where a very fast regulation of the combustion can be performed in order to counteract oscillations by regulating the torque delivered on the output shaft of the internal combustion engine based on radiating oscillations in the driveline is obtained based on eg signals from speed sensors.
    The control of the combustion can be arranged to be carried out individually for each cylinder, and it is also possible to control a combustion during a subsequent combustion cycle based on information from one or more previous combustion processes.
    The process of the present invention can e.g. implemented using one or more FPGA (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 to which the present invention can be applied.
    Fig. 1B shows a control unit in the control system of the vehicle shown in Fig. 1A.
    Fig. 2 shows the combustion engine yid 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 pressure pair for a combustion, as well as an actual pressure pair up to a first crank angle position.
    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 a combustion engine 101, which in a conventional manner, via a shaft outgoing on the 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 vehicle's control system via a control unit 115. Likewise, the clutch 106, which e.g. can be constituted by an automatically controlled clutch, and the gearbox 103 of the vehicle's 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, e.g. of a type with 8 conventional automatic gearboxes or of a type with a manually geared gearboxes etc.
    A shaft 107 emanating from the gearbox 103 drives drive wheels 113, 114 in the usual manner via end shaft 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 can comprise more than one shaft provided with drive wheels, as well as one or more additional axles, such as one or more city 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).
    Furthermore, internal combustion engines in vehicles of the type shown in Fig. 1A are often provided with controllable injectors to supply the desired amount of fuel at the desired time in the combustion cycle, as at a specific piston position (crank angle degree) in the case of a piston engine, to the combustion engine 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 internal combustion engine 101 in the present example consists of a six-cylinder internal combustion engine, and can generally consist of an engine with any number of cylinders / combustion chamber, such as e.g. . any number of cylinders / combustion chambers in the range 1-20 or more. The internal combustion engine further comprises at least one respective injector 202 for conventional combustion chamber (cylinder) 201. Each respective injector is thus used for injection (supply) of 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 respective actuators (not shown) arranged at the respective injector, which are based on received control signals, such as e.g. from the control unit 115, controls the opening / tightening of the injectors 202.
    The control signals for controlling the opening / closing of the actuators of the injectors 202 can be generated by any applicable control unit, as in this example by the motor control unit 115.
    The motor control unit 115 suedes 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 is assumed to consist of a so-called Common Rail system, which meant that all injectors (and thus combustion chambers) are supplied with fuel from a common fuel line 204 (Common Rail), which with the help of a fuel pump 205 is filled with fuel from a fuel tank (not shown) at the same time as the fuel in the rudder 204, also with the aid of the fuel pump 205, is pressurized to a certain pressure. The highly pressurized fuel in the common rudder 204 is then injected into the combustion chamber 201 of the internal combustion engine 101 upon opening of the respective injector 202. Several openings / rods of a specific injector can be made during one and the same combustion cycle, thus several injections can be made during a combustion cycle. Furthermore, the usual combustion chamber is provided with a respective pressure sensor 206 for emitting signals of a pressure radiating in the combustion chamber to e.g. the control unit 115. The pressure sensor can e.g. be piezo-based, and should be so fast that it can emit crank angle-resolved pressure signals, such as e.g. at any crank angle or more often With the aid 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 can be regulated, and where data frail e.g. the pressure sensors 206 can be taken into account in the control. According to the invention, e.g. injection times and / or duration of the respective injection and / or injected industry during the incineration based on data from the incineration in order to regulate the incineration with respect to work performed during the incineration cycle, which e.g. can be performed by regulating the pressure changes that occur in the combustion chamber during combustion, whereby the regulation e.g. can be controlled against a desired average pressure during a combustion cycle, with the result that a very precise control of the torque of the combustion engine emitted can be obtained at e.g. vaxling.
    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.
    Generally, 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 an edge, such control systems may comprise a starting number of 11 control units, and the responsibility for a specific function may 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 in the vehicle. In view of the speed at which calculations according to the present invention are carried out, the invention can be arranged to be implemented in a control unit which is particularly suitable for real-time calculations of the type below. Implementation of the present invention has shown that e.g. ASIC and FPGA welds are capped and vd1 can handle coatings 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. hero of 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 dater or controller causes the computer / controller to perform the desired control, such as the process steps of the present invention.
    The computer program usually forms part of a computer program product, where the computer program product comprises an appropriate storage medium 121 (see Fig. 1B) with the computer program stored on said storage medium 121. The said 12 digital storage medium 121 may e.g. is made by someone from the group: ROM (Read-Only Memory), PROM (Programmable Read-Only 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 following the instructions of the other 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 bending unit 120, which may be constituted by e.g. any suitable type of processor or microcomputer, e.g. a Digital Signal Processor (DSP), one or more Field-Programmable Gate Array (FPGAs) circuits or one or more circuits with an Application Specific Integrated Circuit (ASIC) function. The recovery unit 120 Or connected to a memory unit 121, which provides the recovery unit 120 e.g. the stored program code and / or the stored data recovery unit 1 need to be able to perform calculations. The coverage unit 120 is also arranged to store partial or end results of coverage 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 any waveforms, pulses, or other attributes, which of the input signals 122, 125 for receiving input signals may be detected as information for processing the calculation unit 120. The devices 123, 124 for transmitting output signals are arranged to convert calculation results from the calculation unit. 120 to output signals for transmission to other parts of the vehicle control system and / or the 13 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 provided by 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 control of the combustion process should be performed. The regulation according to the invention can e.g. be arranged to be performed continuously as soon as the internal combustion engine 101 is started. Alternatively, the regulation can be arranged to be performed only in certain situations, such as e.g. when opening / closing the driveline at / during shifting, or to counteract the occurrence or already occurring oscillations in the driveline, or in other applicable situations where it is desirable to have a very precise control of the torque delivered by the internal combustion engine.
    The method according to the present invention thus consists of a method for controlling the internal combustion engine 101 while combustion takes place in the said combustion chamber 201 in combustion cycles. As Or'cant, 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's two-stroke engine and the four-stroke engine's four-stroke engine, respectively. The term includes Oven cycles where no fuel is actually injected, but where the internal combustion engine is driven at a certain speed, such as by the vehicle's drive wheel via the driveline at e.g. sldpning. Ie. Even if no injection of fuel is carried out, a combustion cycle still takes place for e.g. each tya vary (in the case of a four-stroke engine), or e.g. each vary (two-stroke engine), which rotates the output shaft 14 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 be started, and when so, the process proceeds to step 303 at the same time as a parameter in the representative injection number is set equal to one.
    In step 303, one of the jobs requested by the internal combustion engine during the internal combustion cycle is determined. For example. the requested work can consist of a drilling value for the moment to undertake e.g. vdxling, ddr barvardet framrdknats / faststdllts av e.g. the function that controls vdxling. The corresponding pressure bar value can advantageously be tabulated in the memory of the control system in order to be able to be quickly retrieved during control according to the present invention.
    In general, the supply of the amount 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 must perform during the internal combustion cycle, since change of the established injection schedule is not performed during an ongoing combustion cycle according to prior art. Predefined injection schedules can e.g. are tabulated in the vehicle's control system for a starting 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 appropriate tests / measurements at e.g. development of an internal combustion engine and / or vehicle, whereby an appropriate injection schedule can be selected based on prevailing conditions, and where the injection schedule can be selected e.g. based on a request for a certain torque delivered, such as e.g. frau_ a function that controls e.g. vaxling. These injection schedules can consist of the number and properties of the injections in the form of e.g. time (crank angle law) 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.
    Based on the required work determined in step 303, an injection schedule is then established in step 304 which is expected to result in an undesired work, such as average torque, during the combustion cycle combustion, where the injection schedule is selected based on prevailing conditions, e.g. speed, combustion air pressure.
    The torque delivered during the combustion engine's torque generally constitutes an average of the work the internal combustion engine develops, and this work is usually called MEP (mean effective pressure), ie. pressure average.
    In general, the following relationship applies between torque M and power P: M - 27FN (1), where N is the speed of the combustion engine, which is available in the vehicle's control system.
    Furthermore (Jailer correlating relationship between pressure mean MEP and power: MEP = Pnc VciN (2) 16, (Jar Lc is the number of variables per combustion cycle, ie 2 for four-stroke engine and 1 for two-stroke engine. 17, / constitutes the combustion chamber By using eq. (1) to describe the power P in equation (2), the relationship between torque M and the mean pressure, for a four-stroke engine, can thus be written as: 47-cM MEP = (3) CEO Thus, a mean pressure corresponding to a desired torque in the combustion engine combustion chamber determined by using equation 3. Since Vdar kand, MEP can, for example, be tabulated against torque in the vehicle's control system to enable rapid access to a drilling value against which the pressure in the combustion chamber is to be regulated.
    The work of an internal combustion engine, such as e.g. expressed mean pressure, however, can be defined in different ways. For example. work will be performed during the combustion, but where all this work due to e.g. losses will not be available on the output shaft of the internal combustion engine.
    The work performed in the combustion chamber is generally called IMEP (indicated mean effective pressure), which thus represents the resulting work during the combustion in the combustion chamber.
    Thus, since an internal combustion engine generally includes losses, such as pump hazard losses during gas exchange work and friction losses, the IMEP does not directly represent the torque delivered on the output shaft of the internal combustion engine. At e.g. a torque request from another function occurring at the vehicle, such as e.g. a function for controlling 17 shifting as above, however, a work done on the output shaft of the internal combustion engine is normally requested, which due to the losses of the internal combustion engine thus means that the required mean pressure to obtain the desired output on the output shaft does not correspond exactly to eq. (3).
    The work performed on the output shaft of the internal combustion engine is generally called BMEP (Brake mean effective pressure), which consists of IMEP, but compensated for the losses of the internal combustion engine.
    These losses can be projected specifically, but usually the efficiency of the internal combustion engine is chosen, whereby BMEP can be determined as: BMEP = glue „hIME17, (4) Dar ymechutgOr the efficiency of the internal combustion engine. u r-mech can be tabulated for a large number of operating conditions, and with very good accuracy, whereby a rapid conversion between BMEP and IMEP can be performed if necessary.
    Thus, the pressure average value IMEP required in the internal combustion engine combustion chamber to obtain the desired output of the internal combustion engine torque can be written as: 1 47M IMEP = limech CEO (5) At a request for a torque on the corresponding engine of the internal combustion engine, the combustion is easily and quickly determined, and the present invention thus relates to a method for controlling the combustion in such a way that the combustion is controlled against this pressure medium IMEP by using control of the combustion for a combustion cycle, during the ongoing combustion cycle. The control according to the invention can be arranged to be carried out continuously for successive combustion cycles in order to ensure a very precise delivery of the torque requested during e.g. a swapping procedure.
    The pressure average value IMEP in the combustion chamber during a combustion cycle can be written above as: 180CAD 1 IMEP = - f pdV (6) -180CAD, where CAD stands for camshaft degrees, ie. integration is performed over an entire combustion cycle.
    In step 304, therefore, an injection scheme is established as above which is expected to result in a desired pressure average MEP and clamed undesired torque during the combustion cycle combustion, and according to this embodiment a predetermined injection scheme is thus applied to the combustion started during the combustion cycle, as only after at least one injection has been performed during the combustion cycle, or after at least one injection has been started.
    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 19 fuel injections can also be significantly larger than said, such as e.g. on the order of 100 fuel injections during a combustion cycle. The number of oral injections is generally controlled by the speed of the organs with which the injection is performed, ie. in the case of Common Rail systems of how quickly the injectors can be opened shut down.
    According to the present example, at least two fuel injections are performed during one and the same combustion cycle, but as has been named and as shown below, several injections can be arranged to be performed, as well as only one.
    The injection schedule is thus in the present example determined in advance in order to obtain a certain amount of work (pressure mean value). A first injection is injected, and in step 305 it is determined whether the said first injection has been performed, and if so, the procedure continues to step 306, where it is determined whether all the injections have been performed. Since this is not yet the case in the present example, the procedure proceeds to step 307 while being straightened up with a next injection.
    Furthermore, by using the pressure sensor 206, it is determined continuously, as at applicable intervals, e.g. every 0.1-10 crank angle degrees, radiating pressure in the combustion chamber.
    The process of combustion can be generally described with the pressure change in the combustion chamber that the combustion per originates. The pressure change during a combustion cycle can be represented by a pressure pair, 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 the initially estimated, but as soon as the pressure deviates from the estimated pressure, the work that has been done will also deviate from the pre-assumed.
    If the combustion after the first injection has thus proceeded exactly as expected, the conditions in the combustion chamber will correspond to the conditions intended for the injection, as well as the resulting average pressure will correspond to the expected average pressure up to this point. However, as soon as the proportions deviate from the intended proportions, the resulting average pressure will deviate from the expected mean pressure, likewise the subsequent part of the combustion will be affected because the conditions prevailing in the combustion chamber, e.g. with respect to pressure / temperature, at the next injection will not correspond to expected conditions.
    In practice, the actual pressure pair will also very likely deviate from the predicted pressure pair during the combustion process due to e.g. deviations from the modeled combustion, etc. This is damaged in Fig. 4, where a predicted pressure pair 401 for an example injection scheme is shown (very schematic), i.e. the expected pressure pair for the combustion chamber when injection is performed according to the selected injection profile. This prediction of the pressure pair can e.g. performed as described below.
    Fig. 4 also shows an actual pressure pair 402 up to the crank angle position T1, which constitutes a rowing position after the first combustion has been carried out. Dangerously, the pressure in the combustion chamber is thus determined substantially continuously, as e.g. at each crank angle, every tenth crank angle or at any other suitable interval 21 during the entire combustion. As can be seen in Fig. 4, the actual pressure pair up to T1 deviates from the estimated pressure pair 401. This in turn means that the hitherto average pressure up to the crank angle position T1 has also deviated from the colored mean pressure.
    Since the pressure po in the combustion chamber after the first injection has been carried out differs from the corresponding estimated pressure at the crank angle position T1, the conditions in the combustion chamber at the time of the next injection insp2 will differ from predicted conditions, therefore the subsequent combustion after combustion will also follow. am the previously established injection schedule would still be used. The average pressure so far also differs from the one predicted, and thus it is not certain that the desired average pressure will be achieved, and thus related work performed, during the combustion cycle. Thus, it is also not at all certain that the Or the originally established injection scheme is the most dangerous injection scheme in the effort to achieve the desired average pressure during the combustion cycle, since the pressure average value depends on the pressure pair, which in turn depends on how fuel is supplied to the combustion.
    In step 308, therefore, an injection schedule is re-established in order to direct the combustion to a desired average pressure during the combustion, and in the determination, an average pressure resulting so far during the combustion can be determined, whereby an injection schedule can be determined which results in a desired pressure average. The process steps can then be repeated after each injection to continuously control the combustion at the desired pressure average. 22 The regulation can e.g. is carried out according to the calculations shown below, alternatively according to other applicable calculations with a corresponding purpose, and is thus repeated as below during the ongoing combustion cycle in order to change the injection schedule during the ongoing combustion if the conditions actually radiating in the combustion chamber deviate from predicted combustion. to to a greater extent achieve unwanted tired work. The pressure in the combustion chamber can be fixed continuously during combustion by using the pressure sensor 206 to determine a mean pressure obtained so far.
    When estimating the expected average pressure during the remaining combustion, however, Oven requires an estimate of the pressure change during the combustion. This can be estimated as follows.
    The combustion can, as is known to those skilled in the art, be modeled according to eq. (7): dQ = Kcalibrate (QfuelQ) (7), where Kcalibrate is used to calibrate the model. Kcalibrate consists of a constant which is usually Or in the order of magnitude 01, but may also be arranged to assume second values, and which is determined individually cylinder for cylinder or for a certain motor or motor type, and depends in particular on the design of the injectors nozzles (diffusers).
    Qfuel constitutes the energy value for injected industry quantity, Q constitutes combustion energy quantity. The combustion dQ Or is thus proportional to the injected amount of fuel minus the amount of fuel consumed so far. The combustion dQ can alternatively be modeled by utilizing another applicable model, where e.g. other parameters can also be taken into account. For example. The combustion can also constitute a function that depends on a model of the turbulence that arises during the supply of air / fuel, which can affect the combustion to varying degrees depending on the amount of air / fuel supplied.
    Regarding the industry injections, these can e.g. is modeled as a sum of step functions: U = (431 (t (tinj. start) k) (P (t (tinj. end) k) (8) k = 0 BransleflOdet matt in supply mass m at an injection k, ie. how the fuel enters the combustion chamber during the time window when the injection is performed, expressed in the time that elapses during the crank angle degree T-interval at which the injector is open, for a specific injection k can be modeled as: dm = f (m) u (9) days m constitutes injected industry volume, and f (m) eg depends on injection pressure, etc. f (m) can, for example, be measured or estimated in advance.
    The energy value 0, LFIV for the fuel, such as diesel or petrol, is generally stated, whereby such a general statement can be used. The energy word can also be specifically stated by e.g. the manufacturer of the industry, or be an approximate father 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, eq. (7) is released 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: dp = (c7Y p11 ±) (r-lIdy) (10) thp y-1 chp / V / The pressure change is thus expressed in crank angle degrees (/), which meant an elimination of the internal combustion engine speed dependence in the calculations. y generally constitutes the heat capacity ratio, ie. y = P = P, where Cp and / or Cy are generally produced and C Cp- R tabulated for different molecules, and by combining the combustion chemistry Or kand, these tabulated values can be used together with the combustion chemistry to thereby calculate each molecule (e.g. water, nitrogen, oxygen, etc.) impact on e.g. the total Cp 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 C may be approximated as appropriate. Integration of eq. (10) with the following result: P - Pinitial + 1 dP Pinitial + (c1 (21 y dV) (y -1) dcp (11) dcp y -dcpV Pittitict / emits an initial pressure, which before the start of the combustion compression step t. can be determined by the ambient pressure of non-turbocharged internal combustion engines, or a radiating combustion air pressure in a turbocharged engine. When estimating at a later time during the combustion cycle, such as estimation in step 307 after an injection has been performed, Pinitiat may be V (0, i.e. the volume of the combustion chamber as a function of crank angle, can advantageously be tabulated in the memory of the control system or alternatively calculated in a suitable manner, whereby the defect is determined. dço Saledes the pressure in the combustion chamber can be estimated for the whole combustion, ie the expected curve 401 in Fig. 4 can be estimated.Suedes can also a expected average pressure have a subsequent part of the the burning cycle is estimated by using eq. (6) above, and also the whole combustion cycle where the actual pressure average can be applied to the part of the combustion cycle which has already elapsed.
    The expected mean pressure value for a given injection scheme can thus be estimated using the above equations. In step 307, a plurality of different injection schedules can thus be evaluated according to the above equations, where the respective injection schedule will give rise to a specific pressure pair, and thus the pressure mean value, which is estimated for the specific injection schedule.
    Then an injection schedule for subsequent injections can be selected as e.g. fOrvantas result in a pressure mean value that most closely corresponds to the desired pressure mean.
    Control of the pressure in the combustion chamber can thus be performed by regulating the fuel injection, and by performing estimation of the mean pressure value for a number of different injection schedules with varying injection times / injection lengths / number of injections, an injection schedule can be established as appropriate or as appropriate. pressure average. Thus, in step 307, an injection schedule can be established, such as an injection schedule among a plurality of defined injection schedules, which best meet the desired pressure average, where this injection schedule can be determined individually cylinder by cylinder based on sensor signals Iran at least one pressure sensor in each combustion chamber.
    Regarding the mentioned injection schedules, it can e.g. there are a plurality of predefined injection schedules, whereby calculations of the above type can be performed for each of these available injection schedules. Alternatively, the calculations can be performed for the injection schedules that for some reason are most likely to result in the desired pressure average. For example. Injection schedules can be evaluated or rejected with respect to the total amount of industry that will be injected according to the schedule, where e.g. a star mangd branle e.g. can be assumed to result in a too high pressure average, in particular if the resulting pressure average is above expected pressure average, and conversely, a combined total industry volume can at least in some cases be expected to result in a proposed pressure average.
    So far, entire injection schedules for residual combustion have been evaluated, but the regulation can also be arranged to be performed for only the next injection after a previous injection, whereby later injections can be handled afterwards. The injection scheme selected in step 307 can thus consist of only the next injection.
    When the injection schedule has been selected in step 307, the process returns to step 304, performing the next injection, whereupon this gives rise to a combustion, and clamed 27 a pressure save, day. This, too, is likely to deviate from the predetermined pressure pair. This also means that the combustion also in subsequent injections is likely to be affected by radiating conditions in the combustion chamber when the injection is started, as well as that the resulting pressure mean value has changed from the expected.
    Thus, in step 307, after a subsequent injection has been performed, again a new injection strategy for the remaining injections, alternatively the subsequent injection, can be calculated using the above equations, the procedure then returning to step 304 for performing subsequent injection according to the new industry injection. injection strategy developed in step 307. The control may thus be arranged to be performed after each injection and when all the injections have been performed the procedure from step 307 to step 301 is repeated to control a subsequent combustion cycle.
    In the above calculations, after each injection, the current pressure determination is used by using the pressure sensor 206 as the initial as above to predict any pressure couple / pressure average to establish a new injection schedule according to the now prevailing conditions in the combustion chamber, but now with data obtained further. a bit into the combustion. Ie. p91 after the first combustion and in a corresponding manner fixed pci for subsequent injections, whereby Pinitial thus changes in calculations during the combustion cycle, and whereby the fuel injection is adapted to radiating conditions after each injection, with the result that the injection schedule can be changed after each injection. The present invention thus provides a process which adapts the combustion as the combustion proceeds, wherein the combustion engine combustion can be controlled very precisely against a desired torque, whereby processes such as e.g. Waxing can be performed with great care with regulation during the current combustion cycle and thus in a gentle way for both driver and driveline. In addition, the control can be used to counteract oscillations that may occur in the driveline, (The combustion engine can be controlled very precisely in order to counteract undesired effects such as oscillations through applicable torque control.
    According to the present invention, the combustion is thus adapted during ongoing combustion 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.
    Instead of evaluating a number of defined injection schedules in step 307, e.g. a regulator is used, which based on e.g. a fixed deviation between the desired pressure mean and the hitherto obtained pressure mean, with size and sign, regulates subsequent combustion, where e.g. one or more subsequent injections can be adapted to how the combustion should have taken place and how that reality has taken place. For example. For example, the industry volume for subsequent injection according to the predetermined injection schedule may be increased if the pressure average is lower than expected, or reduced if the pressure average is higher than expected. This can be done for each subsequent injection, whereby a good control can be achieved.
    The amount of fuel can e.g. is regulated by increasing / decreasing the industry volume by one industry volume obtained by multiplying the previously determined industry volume for the 29 injection by the difference between the hitherto expected pressure average and the hitherto actually obtained pressure average with some applicable constant.
    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 industry injection is started in the manner described above, thus also the first injection is performed according to an above-determined injection scheme.
    Furthermore, the regulation has hitherto 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 pagan injection, and whereby the injection schedule can be calculated and corrected by others until the next injection is started. Alternatively, even the ongoing injection may be affected by protruding 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 to the 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 the fuel is injected based on estimates and the measured pressure value during the injection. Furthermore, fuel supply during combustion can include two fuel injections, where e.g. only the second or both injections are regulated e.g. with the help of rate shaping. Rate shaping can also be applied in the case where three or more injections are performed.
    Regarding the injection strategies to be evaluated, these can be developed in different ways. For example. different distributions between injections can be evaluated, and e.g. can injected industry quantity be redistributed between subsequent injections and / or can the injection time be changed for one or more subsequent injections, where the view can be taken to ev. restrictions with regard to e.g. minimum permitted length or industry quantity for an industry injection.
    Instead of evaluating a number of specific injection schedules, the method may be arranged to perform e.g. the above calculations for a number of conceivable scenarios, where the calculations can be performed for different injection lengths / quantities / times for the different injections, with corresponding changes in released energy.
    The more fuel injections performed during a combustion cycle, the more parameters can be changed here. At an initial number of injections, the regulation can therefore be relatively complex, since a large number of parameters can be varied and thus would need to be evaluated. For example. a very initial number of injections can 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 result in essentially the same pressure mean. This introduces an undesirable complexity in the calculations.
    According to one embodiment, a control is applied where the nearest injection / injection is considered as a separate injection, and subsequent industry injections as a single additional "virtual" 31 injection, whereby the heat losses can be optimized between these two injections. This is exemplified in Fig. 5A, where the injection 501 corresponds to the injection as above, the injection 502 corresponds to the injection 2 as above, and where the remaining injections 503-505 are treated as a single virtual injection 506. By proceeding in this way, the fresh injection that takes place between the injection and subsequent injections are not specifically distributed between the injections 503-505, but are distributed at this stage between the injection 502 and the "virtual" injection 506, respectively.
    After the injection 502 has been performed, the procedure is repeated as above with a new determination of the injection schedule to obtain the desired pressure average, but with the injection 503 as a separate injection, see Fig. 5B, and the 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 procedure being repeated until all the injections have been made.
    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 development of the pressure average value during the combustion cycle, i.e. the result of eq. (6) with the pressure estimated as above. Curve 603 thus represents the development of the pressure average value that is sought during the combustion cycle. The specific appearance 32 for this development of pressure medium value can advantageously be determined in advance, e.g. by applicable calculations and / or feeds on the motor type, whereby this data can be stored in the control system memory as a function of e.g. speed and load. This also means that the combustion does not have to be controlled only towards a pressure average value radiating at each case, but the combustion can also be arranged to be controlled towards a predetermined pressure average development, such as e.g. curve 603 in Fig. 6, whereby each injection may be intended to result in a pressure average resulting hitherto which at any given time amounts to the corresponding point on curve 603.
    The solid curve 602 up to time k represents the actual pressure mean value which has hitherto arisen and which has been calculated as above with the aid of actual data from the crank angle-resolved pressure sensor. Curve 601 represents the predicted development of the pressure mean value based on the predicted injection profile, and thus constitutes the pressure mean value development that is expected. Dashed injections 605, 606, 607 represent the predicted control signal, i.e. the expected injection profile is applied, and 608, 609 represent already challenging injections.
    The predicted injection profile is updated at appropriate intervals, such as e.g. after each challenge injection, to reach the final value sought and given by the reference screw 603, and where the next injection is determined based on radiating ratio in relation to the estimated mean pressure development.
    Thus, the present invention provides a method which allows a very good control of a combustion process, 33 and which adapts the color combustion during ongoing combustion to obtain a very accurate control of the torque delivered.
    According to the above, straightened work suedes can be estimated for a number of different alternative injection schedules for the remaining injections, whereby an injection schedule which results in requested work can be selected when performing subsequent injection. In cases where several injection schemes / control alternatives meet the set conditions, other parameters can be used to select which of these is to be used. There may also be other reasons for simultaneously regulating the oven based on other parameters. For example. Injection schedule, in addition to based on strenuous work, can be selected in part based on one or more of the perspectives pressure amplitude, heat loss, exhaust temperature, pressure change rate, or nitrogen oxides generated during combustion as additional criteria, where such determination can be performed according to any of the parallel patent applications listed below.
    Specifically, the parallel application "PROCEDURE AND SYSTEM FOR REGULATING AN COMBUSTION ENGINE V" (Swedish patent application, application number: 1350508-6) 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 II" (Swedish patent application, application number: 1350507-8) shows a procedure for regulating a subsequent part of combustion during a first combustion cycle during said first combustion cycle with respect to said combustion engine. subsequent combustion resulting temperature. 34 Furthermore, the parallel application "PROCEDURE AND SYSTEM FOR REGULATING AN COMBUSTION ENGINE I" (Swedish patent application, application number: 1350506-0) shows a procedure for regulating subsequent combustion based on an estimated maximum pressure change rate.
    Furthermore, the parallel application "PROCEDURE AND SYSTEM FOR CONTROLING AN COMBUSTION ENGINE IV" discloses a method for controlling combustion during a first combustion cycle during a subsequent part of said first combustion cycle with respect to a representation of a heat loss resulting from said 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 mat of nitrogen oxides resulting from combustion during said first combustion cycle, and based on said first mat, regulating combustion during combustion. part of the said first combustion cycle.
    The invention has 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 the heat losses can then be estimated. As an alternative to using pressure sensors, one (or more) other sensors can be used instead, such as e.g. high-load ion current sensors, knock sensors or strain gauges, whereby the pressure of the combustion chamber can be modeled by using sensor signals from such sensors. It is also possible to combine different types of sensors, e.g. to obtain a more accurate estimation of the pressure in the combustion chamber, and / or to use other applicable sensors, where the sensor signals are converted to the corresponding pressure for use in control as above.
    Furthermore, in the above description, only industry injection has been regulated. Instead of regulating only the amount of fuel supplied, the pressure average value during combustion can be arranged to be regulated with the aid of e.g. exhaust valves, whereby injection can be carried out according to a predetermined schedule, but where the exhaust valves are used to, if necessary, e.g. Lower the pressure in the combustion chamber and clamed the pressure medium.
    Furthermore, the control can be performed with any applicable type of regulator, or e.g. using state models and state feedback (for example, line programming, the LQG method or similar).
    The inventive method 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. heat losses through the use of data-driven models instead of models of the type described above.
    Furthermore, the present invention has been exemplified above in connection with vehicles. The invention is, however, also applicable to arbitrary vessels / processes where combustion 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 not in any way limited to the above-described embodiments of the method of the invention, but relates to and includes all embodiments of the appended claims. the scope of protection of the independent requirements.
    权利要求:
    Claims (31)
    [1]
    During a first part of a first combustion cycle, by means of a first sensor means determining a first parameter value representing a quantity during combustion in said combustion chamber (201), and 2. based on said first parameter value, regulating combustion during a subsequent part of said combustion chamber; first combustion cycle, wherein in said regulation the combustion during said subsequent part of said first combustion cycle is regulated with respect to a work performed during combustion.
    [2]
    A method according to claim 1, wherein the work performed in said combustion is represented by an average pressure during said combustion cycle.
    [3]
    A method according to any one of claims 1-2, further comprising, based on said first parameter value, determining control parameters for controlling the combustion during said subsequent part of said first combustion cycle.
    [4]
    A method according to any one of claims 1-3, wherein, in said regulation with respect to the work performed during the combustion, the combustion is regulated against a first average pressure corresponding to said performed work during said combustion cycle. 38
    [5]
    A method according to any one of claims 1-4, further comprising: 1. determining a work performed for said combustion cycle, and - regulating the combustion during said palliative part of said first combustion cycle against said requested performed work.
    [6]
    A method according to any one of the preceding claims, further comprising: - estimating a representation of a work resulting hitherto during said first combustion cycle, and 1. regulating said subsequent part of said combustion cycle based on said representation of said hitherto during said first combustion cycle work .
    [7]
    The method of claim 6, further comprising: 1. controlling the combustion during said subsequent portion of said first combustion cycle based on a comparison between said estimated expected work and work performed during said combustion cycle.
    [8]
    A method according to any one of the preceding claims, further comprising in estimating said control parameters for said subsequent part of said combustion cycle, using said first parameter, estimating a related pressure change during said subsequent part of said combustion cycle.
    [9]
    A method according to any one of the preceding claims, wherein in said regulation an expected work during said combustion cycle is estimated, wherein said expected 39 work is estimated by using an estimation of a heat release during said combustion.
    [10]
    A method according to claim 9, wherein in estimating said expected straightened work, a pressure change during said remaining part of said combustion cycle is estimated using said estimation of a heat release during said combustion.
    [11]
    A method according to any one of the preceding claims, wherein said first parameter value represents a pressure radiating during said first combustion cycle in said combustion chamber (201).
    [12]
    A method according to any one of the preceding claims, further comprising regulating combustion during said subsequent part of said first combustion cycle by regulating industry for supply to said combustion chamber (201).
    [13]
    A method according to any one of the preceding claims, further comprising, in said regulating said combustion during said subsequent part of said combustion, determining an anticipated strenuous work during said combustion cycle for a plurality of control alternatives, and - from said plurality of control alternatives, selecting a control alternative regulation of said pdfThe following part of said combustion cycle.
    [14]
    A method according to any one of the preceding claims, further comprising: - in said regulation, evaluating At least first and a second control alternative, respectively, wherein the one of said first and second control alternatives that is most likely to result in a desired work done is selected.
    [15]
    A method according to claim 13 or 14, wherein said control alternative consists of alternatives for supplying fuel for at least one supply of fuel during said subsequent part of said combustion cycle.
    [16]
    A method according to any one of claims 12-15, wherein the fuel supplied to said combustion chamber (201) is regulated by controlling the fuel injection by means of at least one fuel injector (202).
    [17]
    A method according to any one of claims 12-16, wherein at least one fuel injection is performed during said subsequent part of said combustion cycle, wherein an amount of fuel and / or injection time and / or injection length is regulated for said fuel injection.
    [18]
    A method according to any one of claims 12-17, wherein at least two injections of fuel are performed during said subsequent part of said combustion cycle, wherein a remaining part of said combustion is regulated At least after said first of said at least two injections of fuel.
    [19]
    A method according to any one of claims 12-18, wherein in controlling said combustion at least three injections are performed during said subsequent part of said combustion process, wherein in determining control parameters, a first of said at least three injections, remaining injections are treated as a single total injection in the said regulation.
    [20]
    A method according to any one of claims 12-19, wherein controlling combustion during said palliative portion of said 41 first combustion cycle is performed at least in part by controlling fuel for injection into said combustion chamber (201) during an ongoing fuel injection.
    [21]
    A method according to any one of claims 12-20, further comprising, in regulating fuel for injection, said combustion chamber (201) changing a distribution of fuel quantities between at least two fuel injections.
    [22]
    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 control parameters for said second fuel injection determined after the said first industry injection.
    [23]
    A method according to any preceding claim, 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).
    [24]
    A method according to any one of the preceding claims, wherein said control is performed for a plurality of consecutive combustion cycles.
    [25]
    A method according to any one of the preceding claims, wherein said first parameter value for a quantity in combustion in said combustion chamber (201) is determined at least at each crank angle, every tenth of each crank angle or every hundredth of each crank angle. 42
    [26]
    A method according to any one of the preceding claims, wherein said first parameter is determined by using one or more of the group: cylinder pressure sensor, knock sensor, strain sensor, speed sensor, ion current sensor.
    [27]
    A computer program comprising program code, which, when said program code is executed in a computer, causes said computer to perform the procedure according to any of claims 1-26.
    [28]
    A computer program product comprising a computer readable medium and a computer program according to claim 27, wherein said computer program is included in said computer readable medium.
    [29]
    A system for 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 (201). in combustion cycles, characterized in that the system comprises means (115) for: 1. during a first part of a first combustion cycle, by means of a first sensor means determining a first parameter yard representing a quantity yid combustion in said combustion chamber (201), and 2 based on said first parameter ground, regulate combustion during a subsequent part of said first combustion cycle, wherein said regulating combustion during said subsequent part of said first combustion cycle is regulated by reference to a work performed during combustion.
    [30]
    A system according to claim 29, characterized in that said internal combustion engine is constituted by one of the group: vehicle engine, marine engine, industrial engine. 43
    [31]
    Vehicle (100), characterized in that it comprises a system according to claim 29 or 30.
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    同族专利:
    公开号 | 公开日
    WO2014175818A1|2014-10-30|
    BR112015024990A2|2017-07-18|
    SE537190C2|2015-03-03|
    DE112014001773B4|2020-02-20|
    DE112014001773T5|2016-02-18|
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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
    SE1350509A|SE537190C2|2013-04-25|2013-04-25|Method and system for controlling an internal combustion engine through control of combustion in an internal combustion chamber during the current combustion cycle|SE1350509A| SE537190C2|2013-04-25|2013-04-25|Method and system for controlling an internal combustion engine through control of combustion in an internal combustion chamber during the current combustion cycle|
    PCT/SE2014/050492| WO2014175818A1|2013-04-25|2014-04-24|Method and system for control of an internal combustion engine|
    DE112014001773.6T| DE112014001773B4|2013-04-25|2014-04-24|Method and system for controlling an internal combustion engine|
    BR112015024990A| BR112015024990A2|2013-04-25|2014-04-24|Method and system for the control of an internal combustion engine|
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