• 专利附录
  • 专利说明
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  • 类似技术
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    • 专利摘要:

    公开号:SE1350510A1
    申请号:SE1350510
    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:

    (NOX), hydrocarbons (HC) and carbon monoxide (CO). These emission regulations can also e.g. manage the presence of particles in exhaust emissions.
    In an effort to comply with these emission regulations, the exhaust gases caused by the combustion engine's combustion are treated (purified). For example. can a s.k. catalytic purification process, comprising one or more catalysts, is used.
    The treatment of exhaust gases may also include other components, such as e.g. particulate filter.
    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 due to the amount of fuel consumed in the combustion. For this reason, as well as the fact that a very large part of primarily heavy vehicle operating economy according to the above is controlled by the amount of fuel consumed, great effort is also put into streamlining 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 is determined representing a quantity during combustion in said combustion chamber, and - based on said first parameter value, regulating combustion during a subsequent part of said combustion chamber. first combustion cycle, wherein in said control of the combustion during said subsequent part of said first combustion cycle the combustion is regulated with respect to a representation of a heat loss resulting from said combustion.
    As mentioned above, the efficiency of the internal combustion engine has a major impact on the overall economy of a vehicle, especially with respect 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.
    The control of the combustion can 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.
    The present invention relates to a control of the combustion process where conditions during the course of an ongoing combustion cycle can be determined, wherein control can be performed during ongoing combustion in order to control the combustion towards a desired result.
    During combustion in an internal combustion engine, part of the energy released during combustion will result in work performed on the output shaft of the internal combustion engine, ie. the force that can be used to propel the vehicle. Furthermore, part of the energy of the combustion will be used to heat the exhaust gases resulting from the combustion, and one of the energy released during the combustion will be used for pure heat losses, ie. for heating the internal combustion engine. These heat losses have several disadvantages.
    On the one hand, the heat losses lower the efficiency of the internal combustion engine, with increased fuel consumption, and associated fuel cost, as a result. On the one hand, the heating of the internal combustion engine that occurs must be taken care of by the vehicle's cooling system, with the associated load on it. Furthermore, the available heat energy in the combustion exhaust gases is reduced, heat energy which may often be desirable, e.g. for heating exhaust gas treatment components such as catalysts, particulate filters, etc.
    According to the present invention, therefore, the course of the combustion is controlled with respect to the heat loss that occurs during the combustion, i.e. the energy that is not needed for work or heating of exhaust gases, and the regulation can e.g. controlled against a minimization of the resulting heat loss that occurs during combustion.
    The control according to the present invention is achieved by determining during a first part of an combustion cycle a parameter value regarding a quantity during combustion, such as e.g. a pressure prevailing in the combustion chamber.
    Based on this parameter value, such as e.g. a prevailing pressure, the combustion can then be regulated during a subsequent part of the combustion cycle with respect to the heat loss that occurs. The combustion can e.g. is regulated by determining an injection strategy for application in subsequent injection, whereby in determining the injection strategy the resulting heat loss can be estimated, whereby an injection strategy, such as e.g. an injection strategy of a plurality of injection strategies, can be selected based on an estimated heat loss for each injection strategy. 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. 1.
    Fig. 2 shows the internal combustion engine of the vehicle shown in Fig. 1 in more detail.
    Fig. 3 shows an exemplary method according to the present invention.
    Fig. 4 shows an example of an estimated pressure track for a combustion, as well as an actual pressure track 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 an internal combustion engine 101, which is connected in a conventional manner, via a shaft outgoing on the internal combustion engine 101, usually via a flywheel 102, 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).
    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 internal combustion engine 101 in the present example is a six-cylinder internal combustion engine, and can generally be 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 even more. The internal combustion engine further comprises at least one respective injector 202 for each combustion chamber (cylinder) 201. Thus, each respective injector is 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 performed during the combustion of a 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. control unit ll5. 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 each crank angle or 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 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 of the respective injection and / or injected amount of fuel during combustion based on data from the current combustion.
    As mentioned above, the energy released during combustion in an internal combustion engine will partly result in a work done, but also result in heating of exhaust gases and heat losses in the form of heating of the internal combustion engine. According to the invention, the combustion is regulated with respect to the heat loss that occurs during the combustion, such as e.g. by means of a regulation which aims to minimize the heat losses during combustion, while at the same time the desired work is still carried out.
    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. 10 15 20 25 30 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 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 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 signals 122, 125 for receiving input signals may be detected as information for processing the calculation unit 120. The output devices 123, 124 are arranged to convert calculation results from the calculation unit 120 into 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 consist of 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 performed continuously as soon as the internal combustion engine 101 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 heat losses in the first place.
    According to one embodiment, simultaneous control of the combustion is performed with respect to heat losses 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 for 10 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 fuel injection is performed, a combustion cycle still takes place for 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 scheme is established which is expected to result in a desired heat loss during the combustion cycle, such as e.g. an injection scheme that is expected to minimize the resulting heat loss during the combustion cycle.
    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 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 10 l5 20 25 30 l3 engine speeds, different requested work, 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 small heat loss.
    These injection schemes 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 minimal heat loss.
    According to the present embodiment, therefore, in step 303, such a predetermined injection schedule is applied, where this predetermined injection schedule is thus selected based on prevailing conditions and desired work performed by the internal combustion engine, and e.g. by table lookup.
    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 to determine a most detailed injection schedule, but in the calculation example exemplified below, the calculations are applied only after injection has started 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 as 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.
    Thus, according to the present embodiment, in step 303, a predetermined injection schedule is established at the beginning of the combustion cycle, control according to the invention being 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 can also be significantly larger than that, such as e.g. in the order of 100 fuel injections during a combustion cycle. The number of possible injections is generally controlled by the speed of the means by which injection is performed, i.e. 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 mentioned and as will be seen below, several injections may 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 some certain heat loss, such as e.g. one under the prevailing conditions minimal, ie. with current combustion engine work as small as possible, heat loss during combustion. A first injection is 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. Furthermore, by using the pressure sensor 206, it is determined continuously, such as at applicable intervals, e.g. every 0, l-l0 crank angle degrees, prevailing pressure in the combustion chamber.
    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 the initially estimated, but as soon as the pressure deviates from the estimated pressure, the actual heat loss that has occurred so far will deviate from the estimated heat loss. in addition, the subsequent part of the combustion cycle, and thus heat loss, will be affected.
    Thus, if the combustion after the first injection inpl has proceeded exactly as expected, the conditions in the combustion chamber will correspond to the conditions intended for the injection, as well as the resulting pressure change (pressure groove as below) in the combustion chamber will correspond to the expected pressure change up to this point. However, as soon as the conditions deviate from the intended conditions, the pressure change during combustion will deviate from the expected pressure change. Likewise, the subsequent part of the combustion will also be affected because the prevailing conditions in the combustion chamber, e.g. with respect to pressure / temperature, at the next injection will not correspond to expected conditions. As explained below, there is a direct relationship between the pressure in the combustion chamber and the resulting heat losses, so deviations in pressure will also result in deviations from expected heat losses.
    In practice, the actual pressure changes during combustion (pressure groove) will also in all probability deviate from the predicted pressure groove during combustion due to e.g. deviations from the modeled combustion, etc. This is illustrated in Fig. 4, where a predicted pressure groove 401 for an example injection scheme is shown (very schematic), i.e. the expected pressure groove for the combustion chamber when injection is performed according to the selected injection profile. This prediction of the pressure track can e.g. performed as described below.
    Fig. 4 also shows an actual pressure groove 402 up to the crank angle position beer, which constitutes the prevailing position after said first combustion has been carried out. In step 306, the pressure p @ 1 in the combustion chamber is determined by using the pressure sensor 206 after the first injection has been performed, at the crank angle position ml. Preferably, the pressure in the combustion chamber is determined substantially continuously, such as e.g. at each crank angle, every tenth crank angle or at any other suitable interval during the entire combustion. As can be seen in Fig. 4, the actual pressure groove up to beer deviates from the estimated pressure groove 401, likewise the actual pressure pm of beer deviates from the estimated pressure pwp fi ü according to the pressure groove 401. The above means that the resulting the heat loss in all probability has also deviated from the expected heat loss up to the crank angle position beer.
    Since the pressure p @ 1 in the combustion chamber after the first injection has been performed differs from the corresponding estimated pressure pwp fifi at the crank angle position beer, the conditions in the combustion chamber at the time of the next injection inspg will differ from predicted conditions, therefore the subsequent combustion predicted combustion if the previously established injection schedule were still to be used.
    Thus, it is not at all certain that the desired minimization of the heat losses will be achieved during the combustion cycle.
    Thus, it is also not certain that it is the originally established injection schedule that constitutes the most preferred injection schedule in the effort to achieve the desired heat loss.
    In step 307, therefore, an injection scheme is re-established in order to reduce the heat losses, such as e.g. with the aim of trying to minimize the heat losses during the combustion cycle, or the remaining part of the combustion cycle. The regulation can e.g. performed according to the calculations shown below, alternatively according to other applicable calculations with a corresponding purpose, and repeated as follows during the ongoing combustion cycle to change the injection schedule during ongoing combustion if necessary if the conditions actually prevailing in the combustion chamber deviate from predicted conditions, or after each injection, or during injection. In estimating heat losses according to the invention, a model is applied which describes the heat losses that occur during combustion. This model can be of different types, and e.g. consists of a data-driven model dQm dt and where u constitutes a control variable, such as e.g. the fuel supply = jKQ%, u) where go, constitutes the energy consumed in heat loss, to the combustion), ie. a model developed by determining results for a large number of input parameters, whereby d - %% ï can then be tabulated for a large number of conditions, t such as different loads, speeds, air pressures, etc., as is known to those skilled in the art.
    Another alternative, which also constitutes the alternative applied in the present example, is the use of a physical model of the heat losses during combustion in the combustion chamber. This model can be any applicable model, and according to the present example, the Woschni model well known to those skilled in the art is applied to the heat losses (heat loss, hl) during combustion in an internal combustion engine.
    The heat losses in a combustion process are mainly described by the temperature and pressure in the combustion chamber (in this case the cylinder), as well as the gas movement. However, temperature and pressure are related to each other via the general gas laws, which according to below makes it possible to describe the heat losses as a function of pressure without explicit knowledge of the temperature.
    According to Woschni, the heat released during combustion can be modeled as:% = hS (10 15 20 25 19 where h = 3.26B- ° -2p ° -8T- ° -55w ° -8, w = 615 ,, Calculation of the parameters is generally available well described in the prior art, why some are only briefly described here, where: B = cylinder diameter, p = cylinder pressure, T = temperature in the cylinder, W = characteristic gas velocity, here approximated to C§% Sp = average velocity of the piston in the cylinder, which t .ex. can be tabulated in the control system for different engine speeds, alternatively calculated using engine speed and piston stroke, C1 constitutes a defined coefficient which according to an example can be set to 2.28 with the addition of a piston average speed dependency.The coefficient is determined / calibrated as is known generally as stated by Woschni.
    S (@) = wall area (cylinder wall and the area of the combustion chamber delimitation "up" and "down") in the combustion chamber as a function of crank angle, and AT is the temperature difference between the temperature of the gas in the combustion chamber and the combustion chamber wall temperature.
    According to eq. (1) there is thus an explicit connection between the heat loss during combustion and the average temperature of the combustion gases. This explicit temperature relationship can be eliminated by estimating the heat loss by using the general gas laws: l0 l5 20 25 20 pV = nRT (2) Eq. (2) can be rewritten with crank angle dependence (Q), whereby the temperature of the combustion gas T can be expressed as: I PüPN / (fß) fl (w) R (3) Thus, eq. (1) is rewritten using eq. (3) according to: -055 -055; 1: E¿26B-u2pus (B %% š% Q) INOBZI & 26B-o2po25 (åäš%) Noß (4) V (@), ie. the volume of the combustion chamber as a function of the crank angle, can advantageously be tabulated in the memory of the control system or alternatively calculated in an appropriate manner, whereby also the walking used below can be calculated.
    The amount of substance n, ie. the amount of substance gas in the combustion chamber, will change with time (crank angle) as combustion progresses. The amount of substance n changes due to the chemical reactions that take place during combustion. However, this change is normally only a few percent, so that according to one embodiment the amount of substance n can be assumed to consist of the amount of substance before combustion, whereby thus the amount of substance HIQ) can be assumed to be constant. According to one embodiment, however, the change in the amount of substance during combustion can also be estimated to give a more accurate estimation of the heat losses during combustion. This is described below.
    Regarding the temperature T @ aU of the cylinder wall, this can with good approximation be assumed to be constant and determined in some applicable way, such as e.g. with applicable temperature sensor, where AT can be estimated according to: l0 l5 20 25 21 _ püpN / (w) AT _ _ Twall With parameters as above, the heat losses can thus be estimated as a function of crank angle according to eq. (4), where heat losses already occurring can be estimated by using sensor signals from the pressure sensor.
    The estimation of the total, or the expected heat losses during the combustion cycle for the coming part of the combustion, thus requires knowledge of the variation of the pressure p during the combustion. The pressure p can be determined by using said pressure sensor, whereby continuous sensor signals can give measured values of p at applicable frequent intervals / crank angle degrees to estimate go for the part of the combustion that has already passed, and whereby an actual heat loss can be estimated for that part of the combustion which has already elapsed based on actual pressure data. The pressure change is expressed in crank angle degrees o, which means an elimination of the internal combustion engine speed dependence in the calculations.
    However, the present invention seeks to actively regulate, such as e.g. in order to minimize or regulate to another applicable level, heat losses during combustion, which can be performed by predicting the expected pressure groove in the combustion chamber for the subsequent part of the combustion cycle, thereby also estimating the expected heat loss for the entire combustion.
    This also means that the expected heat loss can be estimated for a number of different scenarios during combustion, such as different injection schemes, where the respective injection scheme will give rise to a specific pressure groove, such as e.g. the pressure groove shown in Fig. 4, which is estimated for the specific injection scheme.
    When estimating the pressure groove, a model of the combustion can be used, and, as is known to those skilled in the art, the combustion can be modeled according to eq. (6): dQ = Kcalibrate (Qfuei _ (6), where K¿mm¶æ is used to calibrate the model. Kmumuæ consists of a constant which is usually of the order of O- 1, but may also be arranged to assume other values, and which is determined individually cylinder by cylinder or for a particular motor or motor type, and depends in particular on the design of the injectors (injectors) of the injectors.
    Q fi 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. 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 occurs during the supply of air / fuel, which can affect the combustion to varying degrees depending on the amount of air / fuel supplied.
    Regarding the fuel injections, these can e.g. is modeled as a sum of step functions: u = 2 (P (t _ (tinj. start) k) _ (PÛ _ (tinj. end) k) (7) k = 0 l0 l5 20 25 23 Fuel flow measured in supplied mass m in the case of 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 which elapses during the crank angle degree Q 8) where m constitutes 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 QUW for the fuel, such as diesel or petrol, is generally stated, whereby such a 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, eq. (6) is dissolved and the heat release Q as the combustion proceeds is determined.
    Furthermore, by using a predictive heat release equation, where part of the released heat energy will be used for the desired work and part consists of heat losses, the pressure change in the combustion chamber during the entire combustion can be estimated as: dz flfi í-í-yyflp š-í < C, where V generally constitutes the heat capacity ratio, i.e. y p - Jï-: ÜV-cp-R 'where C; and / or Ck are generally produced and tabulated for different molecules, and since the combustion chemistry is known 24 these tabulated values can be used together with the combustion chemistry to thereby calculate each molecule (eg water, nitrogen, oxygen etc. ) impact on e.g. the total C; 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 can be approximated as appropriate.
    Integration of eq. (9) gives the following results: dQ y dV 1 / -1 P = Pinifiaz + I dl = Piniriaz + f _: P dšÛ (19) pmüm constitutes an initial pressure, which before the start of the combustion compression step e.g. may be the ambient pressure of non-turbocharged internal combustion engines, or a prevailing combustion air pressure of a turbocharged engine. When estimating is performed at a later time during the combustion cycle, such as estimating in step 307 after an injection has been performed, pmüm may be the pressure then prevailing and determined by means of the pressure sensor 206, i.e. pw in the present example. Thus, the pressure p in the combustion chamber can be estimated for the whole combustion, i.e. an expected curve corresponding to curve 401 in Fig. 4 can be estimated, thus also the heat loss for the entire combustion can be estimated by using the above equations.
    The heat loss will thus be due to the pressure groove, which in turn depends on how fuel is supplied to the combustion.
    In principle, the minimization problem in minimizing heat losses can be formulated as a minimization of eq. (11): ": = Ev0 min Z dq fi, = min fh - s (= IVO k = ot l0 l5 20 25 30 25, where IVO represents opening of inlet valve and EVO represents opening of exhaust valve. It is thus primarily the pressure in the combustion chamber The cylinder geometry, including the cylinder diameter, is fixed, and the gas velocity can be difficult to control during combustion. The amount of substance is relatively constant during combustion (and can be assumed to be constant according to one embodiment) and in addition, unsuitable as at least a single control parameter because the amount of substance is largely controlled by added fuel, which in turn is largely controlled by the requested work.
    Minimization of eq. (ll) thus constitutes a minimization problem which consists in finding a pressure groove which results in as low heat losses as possible. However, this is with the secondary condition that work performed on the output shaft of the internal combustion engine is maintained, as otherwise the probability is high that only little or no work will be performed to the extent that only the heat loss is minimized, whereby the thermal efficiency is optimized at the expense of low output.
    Regulation of the pressure in the combustion chamber can thus e.g. is performed by regulating the fuel injection, and by performing in step 307 estimating the heat losses for a number of different injection schedules with varying injection times / injection lengths / number of injections, an injection schedule can thus be established which minimizes heat losses, or regulates them against other applicable level, during combustion.
    Thus, in step 307, an injection schedule can be determined, such as an injection schedule among a plurality of defined injection schedules, which best minimizes heat losses according to the above equations, where this injection schedule can be determined individually cylinder by cylinder based on sensor signals from at least one pressure sensor. 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 considered to result in low / desired heat loss.
    So far, entire injection schedules for residual combustion have been evaluated, but the minimization 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.
    Once the injection scheme has been selected in step 307, the process returns to step 304 for performing the next injection, this also giving rise to a combustion, and thus a heat release and a pressure groove, where also this is likely to deviate from the predicted pressure groove. This also means that the combustion, even in subsequent injections, will probably be affected by prevailing conditions in the combustion chamber when the injection begins.
    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 by means of the above equations, the method then returning to step 304 for execution of subsequent fuel injection according to the new injection strategy calculated in step 307, still taking into account the work to be performed during combustion, which is normally controlled by some overriding process, e.g. in response to a request for a certain driving force from the vehicle's driver or another function in the vehicle's steering system, such as e.g. a cruise control function. The control can thus be arranged to be performed after each injection in, and when all the injections in have been performed, the method returns from step 305 to step 301 for controlling a subsequent combustion cycle.
    In the above calculations, after each injection, the current pressure determination is used p @ _ by using the pressure sensor 206 as pmüml as above to re-predict heat loss to determine a new injection schedule according to the current conditions in the combustion chamber, but now with data obtained a further bit into the combustion. Ie. after the first combustion and correspondingly determined pm for subsequent injections, thus changing the pmüwl in calculations during the combustion cycle, and adjusting the fuel injection according to prevailing conditions after each injection, with the result that the injection schedule may change after each injection.
    The present invention thus provides a method which adapts the combustion as the combustion proceeds, and generally comprises, based on a first parameter value determined after a first part of the combustion has been carried out, regulating subsequent part of the combustion during one and the same combustion cycle, wherein 28 combustion is regulated with respect to heat losses during the combustion process.
    According to the above, the expected heat loss can thus be estimated for a number of different alternative injection schemes for the remaining injections, whereby the injection scheme which results in the most advantageous heat loss 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 be determined before the fuel injection begins in the manner described above, thus also the first injection is performed according to an above-determined injection schedule.
    Furthermore, according to the above, the amount of substance during combustion has been assumed to be constant, which can be assumed to constitute a good approximation. In practice, however, the amount of substance will vary as the combustion proceeds, so according to one embodiment the amount of substance n is estimated as follows.
    The change in the amount of substance during combustion can e.g. is modeled as: = (1 _ Qnow) nbeforejomb (Ål mfuel) + Qi nalLcomb (Äß mfuel) (l 2) Qtotal total The amount of substance n will during the course of combustion change from a quantity of substance prevailing before combustion to l0 l5 20 25 29 n when everything during the combustion cycle all_ comb injected fuel has been burned. næømfwm is determined using Å, ie. the fuel / air ratio, and the amount of fuel added, whereby the total amount of substance for fuel and combustion air, respectively, is obtained. Here you can also possibly. EGR recycling is taken into account, as this affects the amount of substance in the combustion gas. Qmuu indicates the total fuel energy supplied to the combustion during the combustion cycle. Qnmu is the amount of energy that has been burned so far, and is determined from equation (9) and / or with the help of the pressure sensor signals and heat release according to eq. (13): dQ y dV 1 dp - == - p- ~ + - V-- 13 dsß Vl d <ß Vl dfß () Thus, the heat release Q (Q), and thus n (Q) in that case n (Q) shall be estimated as above, calculated as combustion proceeds by integrating go, where Q is the crank angle.
    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 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 carried out 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 may include 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.
    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. the amount of fuel injected can be redistributed between subsequent injections and / or the injection time can be changed for one or more subsequent injections, where possible. restrictions with respect to e.g. minimum permissible length or amount of fuel for a fuel 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 possible scenarios, where the calculations can be performed for different injection lengths / amounts / times for the different injections, with corresponding changes in released energy.
    The more industry injections that are performed during a combustion cycle, the more parameters can be changed, while the work performed must be maintained. With a large 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 large number of injections may be arranged to be carried out during one and the same combustion cycle, such as about ten, or even about a hundred injections.
    In such situations, there may be several equivalent injection strategies, which result in substantially the same heat loss, this introduces an undesirable complexity into the calculations.
    According to one embodiment, a control is applied where the closest injection / injection at the time is considered a separate injection, and subsequent fuel injections as a single additional "virtual" 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 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 the 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 minimize the heat losses, 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 is 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 intended to be performed during the combustion cycle, the process being repeated until all the injections have been performed.
    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 accumulated heat losses during the heat release during the combustion cycle, i.e. ft = EV0 h-S (@) 'ATdt for the selected: = 1vo injection schedule. Curve 603 thus represents the development of the accumulated heat losses sought during the combustion cycle. This curve can e.g. consists of a realistically achievable (lowest) level for the heat loss at the current load and prevailing speed during the combustion cycle, and can advantageously be determined in advance, e.g. by applicable calculations and / or measurements on the engine 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 against a heat loss prevailing at any given time, but can also be arranged to be controlled against an expected development of heat loss, such as e.g. curve 603 in Fig. 6, each injection being intended to result in a hitherto accumulated heat loss which at any given time amounts to the corresponding point on curve 603. In one embodiment the curve 603 may consist of a curve representing expected heat loss at each point , i.e. not an accumulated heat loss, whereby the heat losses can be adjusted against this setpoint curve instead. The solid curve 602 up to time k represents the actual heat losses which have hitherto occurred and which have been calculated as above by means of actual data from the crank angle-resolved pressure sensor. Curve 601 represents predicted heat loss development based on predicted injection profile, and thus constitutes the heat loss development expected. Dashed injections 605, 606, 607 represent the predicted control signal, i.e. the injection profile that is expected to be applied, and 608, 609 represent already performed injections. The predicted injection profile is updated at applicable 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 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 ongoing combustion to obtain a combustion with controlled heat losses.
    According to the above, heat losses during combustion can thus be estimated for a number of different alternative injection schemes for the remaining injections, whereby an injection scheme which results in the most advantageous, such as e.g. the lowest heat loss 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. lO l5 20 25 30 34 Eg. Injection schedule, in addition to based on heat loss, can also be selected partly based on one or more of the perspectives pressure amplitude, pressure change speed, exhaust temperature, work performed in the combustion chamber, or nitrogen oxides generated during combustion as additional criteria, where such determination can be performed according to any of the parallels below. patent applications.
    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 method for regulating during a first combustion cycle a subsequent part of combustion during said first combustion. subsequent combustion resulting tGITlpGIatUI. furthermore, the parallel application "PROCEDURE AND SYSTEM FOR REGULATING AN COMBUSTION ENGINE III" (Swedish patent application, application number: 1350509-4) shows a method for regulating combustion during a first combustion cycle during a subsequent part of said combustion during said first combustion. work performed.
    Furthermore, the parallel application "PROCEDURE AND SYSTEM FOR CONTROLING AN COMBUSTION ENGINE I" (Swedish patent application, application number: 1350506-O) shows a method for estimating during a first combustion cycle a first measure of nitrogen oxides resulting from combustion and combustion based on said combustion. on said first measured, regulating combustion during a subsequent part of said first combustion cycle. 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 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 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, 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 fuel injection has been regulated. Instead of only regulating the amount of fuel supplied, the heat loss during combustion can be arranged to be regulated by means of e.g. exhaust valves, where 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 heat losses. l0 l5 20 25 36 Furthermore, the control can be performed with any applicable type of controller, 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. 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. However, the invention is also applicable to arbitrary vessels / processes where particulate filter systems as above are 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 independent the scope of protection of the requirements.
    权利要求:
    Claims (32)
    [1]
    1. 0 15 20 25 30 37 Patent claims.
    [2]
    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), wherein combustion takes place in said internal combustion chamber (201). 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 determining a first parameter value representing a quantity on 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 regulating the combustion during said subsequent part of said first combustion cycle the combustion is regulated with respect to a representation of a heat loss resulting from said combustion. .
    [3]
    The method of claim 1, further comprising: - based on the work to be performed during said first combustion cycle, determining a heat loss desired for said first combustion cycle, and - regulating the combustion during said subsequent part of said first combustion cycle against said desired heat loss. .
    [4]
    A method according to claim 1 or 2, further comprising: - based on the work to be performed during said first combustion cycle, determining a heat loss desired for said subsequent part of said combustion cycle, and - regulating the combustion during said combustion cycle. subsequent part of said first combustion cycle against said desired heat loss. .
    [5]
    A method according to any one of the preceding claims, further comprising: - estimating a representation of a heat loss resulting so far during said first combustion cycle, and - controlling said subsequent part of said combustion cycle at least in part based on said representation of said hitherto during said first combustion cycle resulting heat loss. .
    [6]
    A method according to any one of the preceding claims, further comprising: - determining at least one control parameter for controlling the combustion during said subsequent part of said combustion cycle, and - in said determining, estimating an expected heat loss for at least two control options for said subsequent part of said combustion combustion cycle by utilizing said first parameter value. .
    [7]
    A method according to any one of the preceding claims, wherein in said control a heat loss resulting during said combustion cycle and / or said subsequent part of said combustion cycle is estimated by using one or more of: data driven model empirical model, physical model. .
    [8]
    A method according to any one of claims 4-6, wherein in estimating said heat loss, a pressure change for said subsequent portion of said combustion cycle is estimated using an estimation of a 10 l 10 20 30 30 10. ll. 12. l3. 39 heat release during said combustion, and wherein said heat loss is estimated based on said estimated pressure change. .
    [9]
    The method of claim 7, wherein said estimated pressure change is an estimated pressure track. .
    [10]
    The method of claim 7 or 8, further comprising estimating said heat release based on the amount of fuel to be supplied to said combustion.
    [11]
    A method according to any one of the preceding claims, wherein said first parameter value represents a pressure prevailing in said combustion chamber (201).
    [12]
    A method according to any preceding claim, further comprising controlling combustion during said subsequent portion of said first combustion cycle by controlling fuel for supply to said combustion chamber (20l).
    [13]
    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, an expected heat loss for said combustion cycle and / or for said subsequent part of said combustion cycle for at least a first and a second, respectively. control alternatives, and - from said plurality of control alternatives, select a control alternative for regulating said subsequent part of said combustion cycle.
    [14]
    A method according to any one of the preceding claims, further comprising: - in said control, evaluating at least the first and a second control alternative, respectively, wherein said first and second control alternatives of said first and second control alternatives result in the lowest heat loss selected.
    [15]
    The method of claim 12 or 13, further comprising evaluating at least said first and said second control alternatives, respectively, wherein the one of said first and second control alternatives, respectively, which is expected to result in the lowest heat loss during said subsequent part of said first combustion cycle is selected. .
    [16]
    A method according to any one of claims 12-14, wherein said control alternative consists of alternatives for supplying fuel during said subsequent part of said combustion cycle. .
    [17]
    A method according to any one of claims 12-15, wherein the fuel supply to said combustion chamber (201) is regulated by controlling fuel injection by means of at least one fuel injector (202).
    [18]
    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 in said control the amount of fuel and / or injection length and / or injection pressure is regulated for said fuel injection.
    [19]
    A method according to any one of claims 12-17, wherein at least two fuel injections are performed during said subsequent part of said combustion cycle, said combustion also being controlled after said first of said at least two injections of fuel. 19.
    [20]
    A method according to any one of claims 12-18, wherein in controlling said combustion, at least three fuel injections are performed during said subsequent part 10 15 20 25 30 20.
    [21]
    21.
    [22]
    22.
    [23]
    23. 41 of said combustion process, wherein in determining control parameters for a first of said at least three fuel injections, the remaining fuel injections are treated as a single total injection. A method according to any one of claims 12-19, wherein controlling the combustion during said subsequent part of said first combustion cycle is performed at least in part by controlling injection of fuel into said combustion chamber (201) during an ongoing fuel injection. A method according to any one of claims 12-20, further comprising changing a distribution of fuel between at least two fuel injections when controlling fuel injection into said combustion chamber (201). A method according to any one of claims 12-21, further comprising applying a predetermined supply of fuel at the beginning of the combustion cycle, wherein control is performed after a first injection has at least started, but before fuel injection during said first combustion cycle has ended. A method according to any preceding claim, further comprising performing a first injection of fuel into 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 combustion injection determined after said first fuel injection has been at least partially performed. 10 15 20 25 30 42
    [24]
    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 acting at said combustion chamber (201).
    [25]
    A method according to any one of the preceding claims, wherein said control is performed for a plurality of consecutive combustion cycles.
    [26]
    A method according to any one of the preceding claims, wherein said first parameter value representing a quantity on 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.
    [27]
    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 sensors, knock sensors, strain sensors, speed sensors, ion current sensors.
    [28]
    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 one of claims 1-27.
    [29]
    A computer program product comprising a computer readable medium and a computer program according to claim 28, wherein said computer program is included in said computer readable medium.
    [30]
    A system for controlling an internal combustion engine (101), said internal combustion engine (101) comprising at least one combustion chamber (201) and means (202) for supplying fuel to said combustion chamber (201), wherein combustion takes place in said internal combustion chamber (201). in combustion cycles, the method being characterized in that the system comprises: 10 15
    [31]
    3l.
    [32]
    32. 43 - means for determining 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 (201), and - means (115) for, based on said combustion first parameter value, regulating combustion during a subsequent part of said first combustion cycle, wherein in said regulating the combustion during said subsequent part of said first combustion cycle the combustion is regulated with respect to a representation of a heat loss resulting from said combustion. System according to claim 30, characterized in that said internal combustion engine consists of someone from the group: vehicle engine, marine engine, industrial engine. Vehicle (100), characterized in that it comprises a system according to claim 30 or 31.
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    同族专利:
    公开号 | 公开日
    BR112015024996A2|2017-07-18|
    DE112014001774T5|2015-12-24|
    WO2014175819A1|2014-10-30|
    DE112014001774B4|2020-01-30|
    SE539031C2|2017-03-21|
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    SE537313C2|2013-04-25|2015-04-07|Scania Cv Ab|Method and system for controlling an internal combustion engine through control of combustion in an internal combustion chamber during the current combustion cycle|
    SE539296C2|2013-04-25|2017-06-20|Scania Cv Ab|Method and system for controlling an internal combustion engine by controlling the combustion in an internal combustion chamber during the current combustion cycle|
    SE537308C2|2013-04-25|2015-04-07|Scania Cv Ab|Method and system for controlling an internal combustion engine through control of combustion in an internal combustion chamber during the current combustion cycle|
    SE537190C2|2013-04-25|2015-03-03|Scania Cv Ab|Method and system for controlling an internal combustion engine through control of combustion in an internal combustion chamber during the current combustion cycle|
    SE537305C2|2013-04-25|2015-03-31|Scania Cv Ab|Method and system for controlling an internal combustion engine through control of combustion in an internal combustion chamber during the current combustion cycle|SE537190C2|2013-04-25|2015-03-03|Scania Cv Ab|Method and system for controlling an internal combustion engine through control of combustion in an internal combustion chamber during the current combustion cycle|
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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
    SE1350510A|SE539031C2|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|SE1350510A| SE539031C2|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|
    BR112015024996A| BR112015024996A2|2013-04-25|2014-04-24|Method and system for the control of an internal combustion engine|
    PCT/SE2014/050493| WO2014175819A1|2013-04-25|2014-04-24|Method and system for control of an internal combustion engine|
    DE112014001774.4T| DE112014001774B4|2013-04-25|2014-04-24|Method and system for controlling an internal combustion engine|
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