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    • 专利摘要:
    The present invention relates to a method of controlling an internal combustion engine (101), wherein said internal combustion engine (101) comprises at least one combustion chamber (201) and means (202) for supplying fuel to said combustion chamber (201), wherein combustion in the said combustion chamber (201) takes place in combustion cycles. The process may be characterized by: during a first part of a first combustion cycle, estimating a first mat of nitrogen oxides (NO) resulting in combustion during said first combustion cycle, and based on said first mat, regulating combustion during a subsequent part of said first combustion cycle. The invention also relates to a system and a vehicle.
    公开号:SE1350511A1
    申请号:SE1350511
    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, as well as a computer program and a computer program product, which implement 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 a prior art.
    Due to increased government interests regarding pollution and air quality, emission standards and emission regulations regarding emissions from internal combustion engines have been developed in many jurisdictions.
    Such emission regulations often constitute sets of requirements which define acceptable limits for exhaust emissions in vehicles equipped with internal combustion engines. For example, levels of emissions of nitrogen oxides (NO), hydrocarbons (HC) and carbon monoxide (CO) are often regulated. These emission regulations can also e.g. manage the presence of particles in exhaust emissions.
    In a penalty to comply with these emission regulations, the exhaust gases caused by the combustion engine combustion are treated (purified). For example. can a s.k. catalytic purification process is used, why also exhaust gas treatment systems, as in e.g. vehicles and other vehicles, usually include one or more catalysts and / or other components. For example. exhaust gas treatment systems in vehicles with diesel engines often include particulate filters. 2 The danger of undesirable compounds in the exhaust gas flow resulting from the internal combustion engine is caused to a large extent by the combustion process in the internal combustion chamber of the internal combustion engine, at least in part due to the amount of fuel that Atgar produces during combustion. For this reason, as well as the fact that a very large part of the heavy economy of primarily heavy vehicles is governed by the amount of fuel consumed, great efforts are also made to streamline the combustion engine combustion in order 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 by a method according to claim 1.
    The present invention relates to a method for controlling an internal combustion engine, said combustion engine comprising at least one combustion chamber and means for supplying fuel to said combustion chamber, wherein combustion in said combustion chamber takes place in combustion cycles. The process Is characterized in that: during a first part of a first combustion cycle, a first center of nitrogen oxides NO is estimated resulting from combustion during said first combustion cycle, and based on said first mat, combustion is regulated during a subsequent part of said first combustion cycle.
    As mentioned above, the efficiency of the internal combustion engine has an impact on the overall economy of a vehicle, in particular with regard to heavy vehicles. For this reason, it is often unreasonable for the combustion to be controlled in a manner that results in an efficient combustion as possible.
    The combustion can also be controlled with regard to the desired exhaust properties. For example. the injection time and / or the amount of injected industry can be controlled to influence the course of the combustion and thus e.g. exhaust gas temperature and / or composition. In some cases, it can e.g. be Unwanted with a higher exhaust gas temperature at the expense of the efficiency of the internal combustion engine in order to obtain the desired function for one or more components in the after-treatment system. It may also be the case that the total efficiency, including the exhaust aftertreatment, can also be improved in the event of an accumulation of the efficiency of the internal combustion engine, e.g. pga. reduced use of reducing agents, such as e.g. ureatinforse1 for reduction of nitrogen oxides NOR, ie. nitrogen oxide NO and nitrogen dioxide NO2, respectively, which are generally included in the collective term nitrogen oxides NOR, in the exhaust gas stream. Even in certain situations it may be acceptable to reduce the overall efficiency, e.g. to achieve a desired condition in the finishing system.
    The present invention relates to a control of the combustion process where the course of a continuous combustion cycle can be regulated during continuous combustion against a desired result of the combustion. In particular, the course of the combustion is controlled with respect to a resulting nitrogen oxide content during the combustion.
    The control according to the present invention can be achieved by estimating during a first part of a first combustion cycle a first center of nitrogen oxides NO, such as a content and / or an amount / mass of the resulting nitrogen monoxide (NO) 4 and / or nitrogen dioxide (NO2), which results from color combustion during said first combustion cycle, and - based on said first mat, the combustion is regulated during a subsequent part of said first combustion cycle in order to affect the resulting nitrogen oxides NON during the current combustion cycle.
    By proceeding in this way, the nitrogen oxides resulting from the combustion can be regulated NO, so that the desired regulation such as e.g. minimization of nitrogen oxides NO to a large extent can be obtained during combustion. For example. it may be unfortunate that the total amount of nitrogen oxides NO at most amounts to any applicable amount. For example. Nitrogen oxide emissions can be regulated in order to be as close to the legislation as possible when it comes to nitrogen oxide emissions, with a positive impact on fuel consumption as a result.
    Alternatively, it may be unreasonable to try as much as possible to reduce / minimize the nitrogen oxides NOR in the combustion. Thus, according to the invention, the violet combustion usually resulting but undesirable nitrogen oxides NO can be regulated already during the combustion process, e.g. to reduce the load on finishing systems, and e.g. in order to reduce the use of reducing (additive) agents such as urea-containing additives.
    The control according to the present invention can be achieved by determining during a first part of a combustion cycle a parameter value representing a quantity during the combustion, such as e.g. a pressure radiating in the combustion chamber. Based on this parameter value, such as e.g. radiating pressure, the resulting nitrogen oxides NO during the combustion cycle, not only for the already flowing part of the combustion cycle but also for the next part of said combustion cycle, can be estimated, whereby the combustion during the subsequent part of the combustion cycle can then be regulated with respect to resulting nitrogen oxides NOR. .ex. the combustion during the subsequent part of said combustion cycle can be regulated in order to compare with the estimated resulting nitrogen oxides NO the resulting nitrogen oxides NO so that the nitrogen oxides NO actually resulting during the combustion cycle e.g. can be reduced in relation to estimated nitrogen oxides NOR.
    When regulating the combustion, the combustion may be arranged to be regulated with respect to some applicable quantity, such as e.g. pressure and / or temperature in the combustion chamber, whereby the resulting nitrogen oxides NO can be regulated by regulating said quantity, such as e.g. pressure and / or temperature, where the control is performed based on a relationship between the pressure and / or the temperature during combustion and the resulting nitrogen oxides NOR. The control must be arranged to be controlled based on the temperature and / or pressure change that the combustion process undergoes during the combustion cycle, ie. regulation can be performed based on how the combustion temperature varies during combustion, where the combustion e.g. as far as possible one can be made to follow any applicable pressure / temperature curve, this pressure / temperature variation being controlled by influencing the combustion during the current combustion cycle so that an undesired variation is obtained during the combustion. The regulation can e.g. be arranged to be controlled against an empirical or otherwise determined pressure / temperature curve (save), alternatively e.g. against a limitation of the maximum temperature and / or the maximum pressure that arises during combustion.
    The control of the combustion can also 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.
    This type of regulation has the advantage that e.g. differences between different cylinders can be detected and compensated with the help of individual adjustment of parameters for a specific cylinder, such as opening time for injection nozzles, etc. However, it can also be the case that different control of different cylinders can be difficult, e.g. to steer certain cylinders towards meeting some criterion, and other cylinders against some other applicable criterion, which can also be achieved according to the invention. Furthermore, only one or a subset of the cylinders can be arranged to be controlled according to the invention, while the combustion in other cylinders can be carried out in the usual or other appropriate manner.
    According to one embodiment, an injection schedule is established which results in at least half of the desired work being exhausted to ensure that the exhausted work cannot be regulated to at all legal levels when generated nitrogen oxides NO are regulated.
    The process 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 coverage rate.
    Additional features of the present invention and advantages thereof will become apparent from the following detailed description of exemplary embodiments and the accompanying drawings. Brief Description of the Drawings Fig. 1A schematically shows a vehicle in which the present invention can be used.
    Fig. 1B shows a control unit in the control system of the vehicle shown in Fig. 1A.
    Fig. 2 shows the combustion engine of the vehicle shown in Fig. 1A in more detail.
    Fig. 3 shows an exemplary method according to the present invention.
    Fig. 4 shows an example of an estimated temperature range for a combustion.
    Figs. 5A-B show an example of control in situations with more than three injections.
    Fig. 6 shows an example of an MPC control.
    Fig. 7 illustrates an alternative method for estimating pressure change during a combustion process.
    Detailed Description of Embodiments Fig. 1A schematically shows a driveline in a vehicle 100 according to an embodiment of the present invention. The drive comprises an internal combustion engine 101, which in a conventional manner, via a shaft extending on the internal combustion engine 101, usually via a flywheel 102, is connected to a gear shaft 103 via a coupling 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 be of another type such as 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. Fig. 1A shows only one shaft with drive wheels 113, 114, 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).
    Post-treatment systems often involve the flawed form of catalytic purification process, where one or more catalysts are used to purify the exhaust gases. Vehicles with a diesel engine often also include a diesel particulate filter (DPF) to capture soot particles formed during the combustion of fuel in the combustion engine's combustion chamber. Furthermore, after-treatment systems in vehicles of the type shown may comprise an oxidation catalyst (Diesel Oxidation Catalyst, DOC). The oxidation catalyst DOC has several functions, and is normally used primarily to oxidize the remaining hydrocarbons and carbon monoxide in the exhaust stream to carbon dioxide and water during the aftertreatment of the exhaust gas. The oxidation catalyst can Oven e.g. oxidize nitrogen monoxide (NO) to nitrogen dioxide (NO2). Finishing systems can also include more / other types of components than what has been exemplified above, as well as fewer components. For example. For example, the post-treatment system 200 may include a selective catalytic reduction (SCR) downstream of the particulate filter. SCR catalysts use ammonia (NH3), or a composition from which ammonia can be generated / formed, as an additive to reduce the amount of nitrogen oxides NO in the exhaust gas stream.
    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 combustion engine further comprises at least one respective injector 202 for conventional combustion chamber (cylinder) 201. Each respective injector is thus used for injecting / supplying fuel into a respective combustion chamber 201. Alternatively, two or more injectors per combustion chamber may be used. The injectors 202 are individually controlled by actuators (not shown) arranged respectively at respective injectors, 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 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 thus determines the amount of fuel to be actually 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 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, each 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 every 10, every 5 or every crank angle or other applicable range, such as e.g. an oftare.
    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 present invention, e.g. injection times and / or duration of the respective 11 injections and / or injected amounts of fuel during the ongoing combustion based on data from the ongoing combustion in order to regulate the combustion with respect to the nitrogen oxides NO generated during the combustion. 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 carried out 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 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 Or 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 may 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 Or lamped for and selection can handle 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 12 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 undesired 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 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 in turn may comprise a calculating 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).
    The baring unit 120 is preceded by a memory unit 121, which provides the baring unit 120 e.g. the stored program code and / or the stored data calculation unit 13 need to be able to perform calculations. The coverage unit 120 is also arranged to store partial or final 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 waveforms, pulses, or other attributes, which of the input signal receiving devices 122, 125 may be detected as information for processing the calculation unit 120. The output signal devices 123, 124 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 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 the control according to the invention of the combustion process is to be carried out. The regulation according to the invention can e.g. be arranged to be performed continuously as soon as the combustion engine 101 is started. Alternatively, the regulation can be arranged to be performed e.g. as long as the combustion engine's combustion engine is not to be regulated according to any other criterion. For example. there may be situations where it is undesirable for regulation to be carried out based on factors other than the nitrogen oxides NO resulting from the combustion in the first place. According to one embodiment, simultaneous control of the combustion is performed with respect to 14 resulting nitrogen oxides NO and At least one additional control parameter. For example. a deviation can be made, where the prioritization of the control parameters yid fulfillment of the desired control result e.g. yara can be arranged to be controlled according to any applicable cost function.
    The method according to the present invention thus consists of a method for controlling the internal combustion engine 101 while combustion takes place in said combustion chamber 201 in combustion cycles. As Or edge, the term combustion cycle is defined as the steps a combustion at an internal combustion engine includes, such as e.g. two-stroke two-stroke engine and four-stroke four-stroke engine respectively. The term includes Oven cycles where no fuel is actually injected, but where the spirit of the internal combustion engine is driven at a certain speed, such as by the vehicle's drive wheels via the driyline yid e.g. relaxation. Dys. In addition to no injection of fuel, a combustion cycle still takes place for e.g. vane tva vary (with a four-stroke engine), or e.g. vane vary (tya stroke engine), as the output shaft of the internal combustion engine rotates. 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 in that case the procedure proceeds to step 303 at the same time as a parameter in the representative injection number is set equal to one.
    In step 303, an injection schedule is established, e.g. in a completely conventional way based on e.g. a desirable work done. Alternatively, e.g. an injection scheme is established which is expected to result in a desired generation of nitrogen oxides NO during combustion, such as e.g. an injection scheme that is expected to result in a maximum of a certain amount of nitrogen oxides NO, or generally a minimization of generated nitrogen oxides NO during the combustion cycle combustion.
    In general, it is important that the supply of fuel both in terms of quantity and in what way, ie. the one or more fuel injections to be performed during the combustion cycle are normally predefined, e.g. depending on the work (torque) that the internal combustion engine is to perform during the combustion cycle, since the change of the established injection schedule is not performed during a pending 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 / feeds at e.g. development of an internal combustion engine and / or vehicle, whereby an appropriate injection schedule can be selected based on prevailing conditions.
    According to one embodiment, injection schedules may be developed, e.g. by applicable, as empirical, tests / feeds, where several injection schedules can be defined for a specific operating condition and to result in a certain amount of work, but where different injection schedules can be developed to meet different additional criteria, such as e.g. a criterion for the nitrogen oxides NOR, and / or other parameters resulting from the combustion. NOR emissions can thus have been measured for different injection schedules and then entered into the vehicle's control system, whereby an injection schedule can initially be determined by table look-up or in another applicable way based on e.g. a drill value for NOR issues. Thus, nitrogen oxide determinations can be challenged in advance for a start 16 number of operating cases, where these horse formations can be used when selecting the injection schedule.
    According to one embodiment, however, an injection scheme is initially applied which is determined based on e.g. only requested work.
    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 and / or quantity etc., and thus are stored for a large number of operating cases in the vehicle's control system, and e.g. be advanced / fed with the grind to meet some criterion, such as a certain exhausted work, a certain resulting exhaust temperature or other applicable criterion.
    According to an embodiment of the invention, the injection scheme may also be arranged that before the combustion is started, i.e. even before a first industry injection is carried out, is determined by applicable calculations, such as e.g. as below, where e.g. different predefined injection schedules can be compared with each other to establish a most preferred injection schedule, and cid /. for example Unwanted depleted work and / or Unwanted emissions (such as a high / low proportion of nitrogen oxides NOR) can be parameters in the calculations.
    According to the present embodiment, in step 303, such a predetermined injection schedule is applied, where this predetermined injection schedule is selected based on something appropriately set as above, e.g. by table look-up, where according to the above different injection schedules can, but do not have to, be defined where different amounts of nitrogen oxides NO are expected during combustion at the same time as e.g. the same work 17 on the output shaft of the internal combustion engine is performed, but where the injection schedule can also be arranged to e.g. only take Undesirably exhausted work into account, whereby regulation of generated nitrogen oxides NO may be arranged to be performed only after a first injection or first part of an injection has been performed.
    Since specific assumed ratios are likely to result in the same preferred injection schedule each time, it may be advantageous to select an injection schedule for a combustion cycle through some type of look-up and thereby reduce the calculation load, whereby calculation e.g. as below can thus be performed only after injection has been started. In addition to the following examples of how the injection schedule can be determined, other models with a corresponding function can alternatively be applied.
    The amount of nitrogen oxides NO that is desired, or the maximum desired, during combustion can be determined in some appropriate way, e.g. of an overall function that demands flagon applicable level for NOx emissions. This level can e.g. represented by a request for minimized NOx emissions, but also by a request for higher NOx emissions, e.g. if for some reason this is judged to be unfavorable for subsequent reactions in the after-treatment system, or e.g. a level corresponding to statutory levels of nitrogen oxide emissions.
    Thus, fuel injection is normally performed according to an injection 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. Injection systems with 5 fuel injections / combustion occur, but the number of fuel injections during a combustion cycle can also be 18 significantly larger than said, such as e.g. in the order of 100 industry injections. The number of possible injections is generally controlled by the speed at which the organs with which the injection is performed have, i.e. in the case of Common Rail systems how quickly the injectors can be opened and 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.
    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 have been performed.
    Since this is not the case in the present example, the procedure proceeds to step 306 while being straightened up with a next injection. In step 306, radiating pressure in the combustion chamber is determined by using the pressure sensor 206. Furthermore, by using the pressure sensor 206, radiating pressure in the combustion chamber can be determined substantially continuously, as at applicable intervals, e.g. every 0.1-10 weaving angle degrees.
    The process of combustion can be generally described with the pressure change in the combustion chamber which the combustion gives rise to. 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 what was initially expected or estimated. However, as soon as the combustion deviates from the expected combustion, the pressure will deviate from the estimated pressure. In addition, the color combustion during the subsequent part of the combustion cycle, and thereby temperature development, will be affected.
    In step 306 the pressure pf, p1 in said combustion chamber 201 is determined to have a saving crank angle degree T1 after said first injection has been performed by means of said pressure sensor 206, and in step 307 the injection schedule is evaluated and changed if necessary by estimating predetermined NOs generated. the combustion cycle, which can be performed by means of applicable calculations, where a method of performing the calculation is exemplified below. Alternatively, other models with a corresponding function can be applied.
    In general, nitrogen oxides NO in a combustion process are mainly formed for three different reasons. On the one hand, the industry may include nitrogen, whereby nitrogen will be released during combustion and at least form nitrogen gas N2 and nitrogen oxides NOR. This type of NOx formation can, in certain types of combustion and depending on the type of industry, account for a large part of the total amount of nitrogen oxides NO generated during the combustion. As explained below, however, this type of NOR formation can be disregarded during normal combustion according to e.g. the diesel cycle. Another call to NOR formation consists of so-called prompt NOx formation, but this can be generally ignored if the effect is small in relation to other sources. A third source, which in normal combustion also constitutes the main cause of NOx formation during combustion at high combustion temperatures, is the thermal formation of NOR, which can account for in the order of 90-95% or more of the NOx formation during the combustion cycle. It is also primarily this type of NOx formation that can be affected by affecting the combustion, so NOx regulation can be performed with good results by only taking thermal NOx formation into account, which is also performed in the following.
    The NOx formation is thus strongly dependent on the combustion temperature, and the actual formation of thermal NO can be optionally described e.g. according to three main reactions (the undocumented Zeldovich mechanism): N2 + 0, NO + NN + 02, NO + 0 (1) N + OH, NO + H, where the reaction rate is strongly temperature dependent, and where the temperature dependence itself is edge, whereby by means of knowledge am (substance) the amount of the constituent substances as well as the temperature the amount of nitrogen oxides formed NO can be estimated.
    According to the present invention, the NOx formation is estimated by utilizing the above chemical compounds, eq. (1), and by utilizing an estimation of additional combustion data. The calculation therefore also requires knowledge of the available amount of nitrogen gas N2 and oxygen 02 and also knowledge of the access to hydrogen H. These can be obtained from the combustion chemistry of the combustion, which is known to those skilled in the art, and in which supply amount of fuel and combustion air. exhaust gas supply is known, whereby in combination with the fact that the composition of the fuel is normally known the quantities for those in eq. (1) the inhaled substances can be berdknas.
    It is also necessary to estimate the temperature of the combustion in order for the amount of nitrogen oxides generated NO to be able to be estimated since the reaction rate is temperature dependent. Similarly, an estimation of pressure and / or temperature in the 21 combustion chamber is required in order to be able to estimate released nitrogen gas and oxygen, respectively, during combustion by means of the combustion chemistry.
    The combustion can, as is known to those skilled in the art, be modeled according to eq. (2): dQ = Kcalibrate (Q fuel - Q) (2) where Kcalibrate is used to calibrate the model. Kcalibmte consists of a constant which is usually Or in the order of 0-1, but may also be arranged to assume other values, and which is fixed individually cylinder by cylinder or for a certain engine or motor type, and depends in particular on the design of the injectors nozzles (diffusers ). dQ can also be modeled in another applicable way, e.g. by Oven including other parameters, such as e.g. turbulence at the fuel supply, cidr this can be modeled on as appropriate.
    Qiud calculates the energy value for injected industry quantity, and Q constitutes combustion energy quantity. The combustion dQ Or 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 utilizing another applicable model, where e.g. The oven can take into account other parameters. For example. The combustion above can constitute a function that depends on a model of turbulence in the supply of air / fuel, which can affect the combustion to varying degrees depending on the amount of air / fuel supplied.
    Regarding the industry injections, these can e.g. is modeled as a sum of step functions: 22 U = (t - (tinj. start) k) (I) (t (tinj. end) k) (3) k = 0 The fuel life is matt in the supplied mass m at an injection k, ie. . how the fuel enters the combustion chamber during the time window u when the injection is performed, expressed in the time that elapses during the crank angle degree T interval where the injector is open, for a specific injection k can be modeled as: dm = f (m) u (4) ( Jar m constitutes the injected amount of industry, and f (m), for example, depends on injection pressure, etc. f (m) can, for example, be measured or estimated in advance at the edge.
    The energy value Qui, for the industry, such as diesel or petrol, is generally stated, whereby such a general statement can be used. The energy value can also be specifically specified by e.g. industry's manufacturers, 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. (2) is read, and the heat release as the combustion proceeds is thus determined. Thus, even the heat release before the next part of the combustion cycle can be estimated by performing the calculations for expected future injections.
    Furthermore, by utilizing a predictive heat release equation, the pressure burn in the combustion chamber, e.g. estimated as: 23 dQydVy— 1 dp =. p cup y-1y) (dco dcpV (5), ddr T is the crank angle, ie the pressure change is expressed in crank angles, which means an elimination of the internal combustion engine speed dependence on the calculations. y is a parameter that is estimated in advance, alternatively fixed. y represents the heat capacity ratio, i.e. C (7, and / or C) are produced and tabulated for different molecules, and because the combustion chemistry is known, these tabulated values can be used together with the combustion chemistry to thereby calculate each molecule (eg water, nitrogen, oxygen, etc.) influence on, for example, the total Cp value, whereby this can be determined for the above calculations with good accuracy, Alternatively, C and or C, can be approximated in an appropriate manner.
    Integration of eq. (5) with the following result: frIQy dVvy— 1) d P - Pinitialf dP Pinitialjy - 1 P cl (p) V) Forms an initial pressure, which before the beginning of compression e.g. may be due to the ambient pressure of non-turbocharged internal combustion engines, or a radiating combustion air pressure of turbocharged engine. If estimation is performed at a later time during the combustion cycle, it can be determined by the pressure and, with the aid of the pressure sensor 206, the pressure determined, as well as the pressure pf, p1 at crank angle T1 as above. Thus, the pressure in the combustion chamber can be estimated for the entire combustion, where the estimation after each (6) 24 respective injections, or the next estimation after a certain time has elapsed, will result in an alit higher accuracy in the estimation because the actual pressure change during an alit larger part of the farrowing cycle will be bachelor. The pressure can be estimated with any applicable resolution such as crank angle degree or a tenth, hundredth, thousandth crank angle degree etc. thereof.
    When estimating the amount of nitrogen oxides formed NO, knowledge of the temperature of the combustion itself is required. The temperature is higher in the part of the combustion chamber where combustion occurs, and the combustion chamber can be considered as consisting of two zones, where combustion takes place in one zone, with high temperature in this zone as follows, while no combustion, with lower resulting temperature, takes place in the second zone.
    The pressure change p as a function of crank angle degree T in a cylinder (combustion chamber) for a combustion cycle can be estimated according to eq. (6) above. Furthermore, by utilizing the estimated pressure, the temperature for the part of the combustion chamber where no combustion takes place can be estimated with the aid of estimated pressure and by utilizing eq. (7), when the temperature of the part of the combustion chamber where no combustion takes place is expressed as: Tn + 1 Tn K-1 P n + 1 (7), where T0 can be the corresponding combustion air temperature at the time / crank angle position where pinwai is determined above, and , where n, n + 1, etc. are consecutive times or crank angle positions.
    C (t) C K = == C (t) - R, (Jar C and / or Cy, and thus I :, can be determined as stated above.
    By utilizing eq. (7) can thus be the temperature for the part of the combustion chamber where no combustion occurs is determined, where this temperature is, however, affected by ongoing combustion by the heat release effect on the pressure which in turn affects the temperature according to eq. (7). When a combustion takes place, the heat release will give rise to a temperature increase in the part (s) of the combustion chamber where combustion takes place. This temperature increase, which is added to it according to eq. (7) determined temperature to obtain the combustion temperature, can be calculated from the relationship: dQ = mC pdT (8), (Jar dQ constitutes the heat release, which can be determined as above. In consists of combustion mass (ie fuel + air + EGR as ingar in the combustion), which is also determined according to the above, Cp, ie specific heat capacity, which can also be calculated according to the above. dT constitutes the temperature increase as a phase of the combustion at a given combustion mass and at a given Cp value.
    Thus, by using equ (8), dT and thus AT can be determined, whereby the increase generated by the combustion at each time / crank angle position can be added to the temperature of the unburned zone given by equ. (V) to obtain the combustion temperature. An example of the variation of the combustion temperature for a combustion cycle is shown in Fig. 4.
    When estimation is performed at a later time during combustion, such as e.g. after a first fuel injection has been performed, it can be applied to the pressure obtained by means of the pressure sensor 206, whereby estimation of a subsequent injection can be performed with a starting pressure which takes into account actual development of previous combustion, whereby a more correct estimation for subsequent combustion can be performed. The estimated temperature pair for the combustion can thus e.g. look like the temperature pair in Fig. 4. As can be seen, however, the temperature pair can in principle assume an arbitrary appearance depending on how much fuel is injected and when.
    Thus, when the combustion temperature has been estimated, concentrations and / or absolute amounts of especially N2 and O2 can be calculated by using the combustion chemistry, then, by using eq. (1) and its combustion temperature-dependent, generated nitrogen oxides NOx can be estimated for the entire combustion cycle, ie. Above the part which lies after the weaving angle layer pl. The first injection will thus give rise to a combustion, and thus a heat release and a pressure increase. If the combustion had proceeded exactly as estimated, the temperature development would be equal to the initially expected. However, the actual combustion temperature pair will in all probability deviate from the predicted temperature pair during the combustion process due to heat losses, deviations from the modeled combustion, etc. Thus, the actual generated nitrogen oxides NOx will also deviate from the expected amount of nitrogen oxides. such 27 estimation have been performed before the first injection), and the larger the temperature deviation becomes, the larger the deviation between estimated and actually generated amounts of nitrogen oxides NO is likely to be.
    Since the pressure / temperature in the combustion chamber after the first injection has been carried out, as at the crank angle position T1 in Fig. 4, may differ from the conditions expected according to the selected injection scheme, the conditions in the combustion chamber at the time of the next injection will also differ. probability to differ from predicted conditions, for which reason also subsequent combustion with star probability will deviate from the predicted combustion if the previously established injection schedule were still to be used.
    Thus, it is not ails certain that desired nitrogen oxide levels will be achieved during the combustion cycle of fuel injection according to the prior art. Thus, it is also not certain that it Or the originally established injection scheme which constitutes the most preferred injection scheme in the penalty of achieving desired nitrogen oxide levels.
    It is for this reason that the inventive control of the combustion is carried out, and according to the present invention the amount of nitrogen oxides NOx which will be generated during the following part of the combustion cycle can be affected after the first injection has been carried out.
    In step 307, therefore, an injection scheme is re-established in order to regulate the generation of nitrogen oxides NO, such as e.g. with the aim of trying to minimize the generated nitrogen oxides NO 28 during the combustion cycle, or during the remaining part of the combustion cycle.
    When determining the injection schedule, the above calculations can be performed for a plurality of injection schedules, whereby then an injection schedule is selected which is expected to result in generated nitrogen oxides NO filling the desired villas.
    In the calculations, a plurality of predetermined injection schedules can be compared with each other, alternatively calculations can be performed for different injections where injection parameters such as e.g. injection time / length gradually changed. When evaluating different injection schedules, it may also be advantageous to carry out regulation with the secondary condition that depleted work on the output shaft of the internal combustion engine is maintained, since otherwise the probability is that only little or no work will be depleted in which only the generated nitrogen oxides are minimized. The efficiency regarding the generation of nitrogen oxides NO is optimized at the expense of low output power. According to one embodiment, the control can thus be seen as a minimization problem which consists of finding a control which results in as small an amount of nitrogen oxides NO as is possible for a certain work done by the internal combustion engine.
    Control of the combustion temperature in the combustion chamber can thus e.g. is performed by regulating the fuel injection, and by performing in step 307 estimating generated nitrogen oxides NO 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 dissipation during application or as high as 29 degrees. .
    Thus, in step 307, an injection scheme can be established, such as an injection scheme among a plurality of defined injection schemes, which minimizes generated nitrogen oxides NO or meets another criterion regarding the nitrogen oxides NOR, where this injection scheme can be further determined individually cylinder by cylinder, e.g. based on sensor signals from at least one pressure sensor in each combustion chamber.
    When the injection scheme has been selected in step 307, the procedure proceeds to step 304 for performing the next injection, the above giving rise to a combustion, and thus a heat release and temperature saving, which will in all probability deviate from what has just been estimated in step 307. 307. This also means that the combustion, even in subsequent injections, is likely to be affected by radiating conditions in the combustion chamber when the injection is started.
    The regulation is then repeated during the ongoing combustion cycle in order to change the injection schedule during the ongoing combustion if necessary, if the conditions actually prevailing in the combustion chamber deviate from predicted conditions. By continuously determining the pressure in the combustion chamber by using the pressure sensor 206, actual pressure development can be continuously compared with estimated pressure development, whereby the method Oven may include initiating a determination of a new injection schedule during a paging injection if necessary.
    Thus, in step 307, after a subsequent injection has been performed, a new injection strategy for the remaining injections can be calculated, the procedure then returning to step 304 for performing subsequent fuel injection according to the new injection strategy still elicited in step 307. to the work to be carried out during the 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 carried out after each injection in, and after all the injections in have been performed, the procedure from step 305 to step 301 is repeated for controlling a subsequent combustion cycle.
    In the above calculations, after each injection in the current pressure determination due to the use of the pressure sensor 206 as pno as above is used to estimate the temperature change during combustion when estimating the amount of nitrogen oxides generated NO to establish a new injection scheme along the now prevalent conditions in the combustion chamber. now thus with data obtained a further bit into the combustion. Ie. after the first combustion and in a corresponding manner determined points for subsequent injections, whereby thus pno changes in calculations during the combustion cycle, and whereby the fuel injection is adapted to radiating conditions after each injection, with the consequence that the injection schedule can be changed after each injection. At the same time, the hitherto accumulated generated nitrogen oxides NO can be estimated with good accuracy by utilizing the continuously obtained pressure signals from the pressure sensor 206, and thus the actual pressure pair instead of the estimated during the part of the combustion cycle which has already elapsed. output parameter when selecting injection schedule. If e.g. only a small amount of nitrogen oxides NO have been formed so far can e.g. a rigid expected amount for subsequent part of the combustion is accepted at least in certain situations.
    Hitherto, entire injection schedules for residual combustion have been evaluated, but the evaluation may also be arranged to be performed only for the next injection after a previous injection, whereby subsequent injections can be handled gradually with a new injection each time the procedure reaches step 307. The injection scheme selected in step 307 can thus consist of only the next 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, the combustion being controlled with respect to on the nitrogen oxides NO generated during the combustion process.
    According to the present invention, the combustion during such combustion is thus adapted based on deviations from the predicted combustion, and according to an 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 in the manner described above even before the fuel injection is started, thus 32 even the first injection is performed according to the first injection.
    Furthermore, the process can be arranged to be interrupted when the temperature in the combustion chamber has reached the maximum temperature during the combustion, since essentially all nitrogen oxide generation will have been carried out up to this time, for which subsequent control instead e.g. can be carried out completely according to the selected injection schedule, or alternatively carried out based on some other applicable criterion.
    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 can 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 of ongoing injection can be performed continuously, e.g. by so-called rate shaping, e.g. by changing the opening area of the injection nozzle and / or the pressure at which the fuel is injected based on estimates and the measured pressure value during the injection. Furthermore, fuel supply during combustion can include only two fuel injections, where e.g. only the second or both injections are regulated e.g. with the help of rate shaping. Rate shaping can also be applied in the case where three or more injections are performed. 33 The more fuel injections that are carried out during an incineration cycle, the more parameters can be changed, while at the same time tiring work must be maintained. At an initial number of injections, therefore, the government may be relatively complex, since an initial number of parameters may be varied and thus 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 thus result in essentially the same amount of generated nitrogen oxides NOR. 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 at the time, and then subsequent industry injections as a single additional "virtual" injection. This is exemplified in Fig. 5A, where the injection 501 corresponds to the inspl as above, the injection 502 corresponds to the insp2 as above, and where the remaining injections 503-50 are treated as a single virtual injection 506, i.e. the injection 506 is treated as an injection with an industry amount substantially corresponding to the total industry amount 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, an industry shift between insp2 and subsequent injections is needed, t .ex. to delay or delay a protruding amount of fuel (the total amount of fuel to be injected can be substantially constant, however, if necessary with regard to efficiency changes, so that desired work is still performed) is not specifically distributed 34 between the injections 503-505, without distribution occurs at this stage between injection 502 and the "virtual" injection 506, respectively.
    Once the injection 502 has been performed, the procedure is repeated as above, with a new determination of the injection scheme to regulate the generated nitrogen oxides NO but then with the injection 503 as separate injection, see Fig. 5B, and injection 504, 505 together constitute a virtual injection during distribution as above.
    In Fig. 5A, the virtual injection 506 consists of three injections, but as will be appreciated, the virtual injection 506 from the beginning may 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.
    According to one embodiment, 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 for the generation of nitrogen oxides NO during the combustion cycle. Curve 603 thus represents the evolution of the accumulated generated nitrogen oxides NO which are aspirated during the combustion cycle. This curve can e.g. consists of a realistically achievable (eg lowest or other undesired) level for the generated nitrogen oxides NO during the current load and radiating speed during the combustion cycle, and 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 against a generation of nitrogen oxides NOR, which in each case radiates, but can also be arranged to be directed towards a far-reaching total development for the number of generated nitrogen oxides NOR, such as e.g. curve 603 in Fig. 6, each injection being intended to result in a hitherto accumulated amount of nitrogen oxides NO which at any given time amounts to the corresponding point on curve 603. Curve 603 may in one embodiment be a curve representing expected generated nitrogen oxides NO at each point, i.e. not an accumulated amount of nitrogen oxides NOR, whereby the generated amount of nitrogen oxides NO can be regulated against this bervard curve instead.
    The solid curve 602 up to time k represents the actual amount of nitrogen oxides NO generated up to time k and which has been calculated as above with the aid of actual data from the crank angle dissolved pressure sensor. Curve 601 represents the predicted development for the generated nitrogen oxides NO based on the selected injection profile, and thus constitutes the development for the generation of nitrogen oxides NO 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 or during ongoing injection, to reach the final value which is sought and as a gas by the reference screw 603, and where the next injection is determined based on prevailing conditions in relation to the estimated generation of nitrogen oxides NOR. 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 temperature and nitrogen oxide generation as above can be estimated. An alternative to using pressure sensors can instead be the use of one (or more) other sensors, such as e.g. high-pressure ion strip 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. in order to obtain a more accurate estimation of the pressure in the combustion chamber, and / or to use other applicable sensors, the sensor signals are converted to the corresponding pressure for use in control as above.
    The control according to the invention may also comprise, in addition to performing an estimation of a number of possible control alternatives based solely on generated nitrogen oxides NO, also evaluating control alternatives based on other criteria. For example. control can be performed based on a cost function for different control parameters.
    For example. 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 generated nitrogen oxides NO, can be partially selected Also based on one or more of the perspectives pressure change rate, heat loss, exhaust temperature, exhausted work in the combustion chamber, or pressure amplitude during combustion as additional criteria, where such determination can be performed according to any of the below parallel patent applications. Specifically, the 37 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 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. subsequent combustion resulting temperature.
    Furthermore, the parallel application "PROCEDURE AND SYSTEM FOR REGULATING AN COMBUSTION ENGINE III" (Swedish patent application, application number: 1350509-4) shows a procedure for regulating combustion during a first combustion cycle during a subsequent part of said first combustion cycle with respect to a combustion engine. exhausted work.
    Furthermore, the parallel application "PROCEDURE AND SYSTEM FOR REGULATING AN COMBUSTION ENGINE IV" (Swedish patent application, application number: 1350510-2) shows a procedure for regulating combustion during a first combustion cycle during a subsequent part of said first combustion cycle with respect to a heat loss resulting from said combustion.
    Furthermore, 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, in the above description, an exemplary method for estimating temperature change during the combustion cycle has been applied. As will be appreciated, other applicable methods for estimating pressure and / or temperature and / or generated NOx oxide oxides may be applied to those exemplified in the present specification.
    Furthermore, in the above description, only industry injection has been regulated. Instead of regulating the amount of fuel supplied, the combustion can be arranged to be regulated with the aid of e.g. exhaust valves, varied injection can be performed according to a predetermined schedule, but where the aygas valves are used to regulate the pressure in the combustion chamber and thus also the temperature.
    Furthermore, the control can be performed with any applicable type of regulator, or e.g. using state models and state feedback (for example, lines programming, the LQG method or similar).
    The method according to the invention for regulating 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 Yid estimation ay e.g. expected pressure / temperature by utilizing ay datadriyna models completely or delyis instead of models of oyan beskriyna type.
    Furthermore, the present invention has been exemplified in connection with vehicles. The invention Or however Above Applicable yid arbitrary vessels / processes where kyaye oxide control as above is applicable, such as e.g. yatten or aircraft with oyan combustion processes. 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 (42)
    [1]
    1. during a first part of a first combustion cycle, estimate a first center on nitrogen oxides (NO) resulting from combustion during said first combustion cycle, and 2. based on said first center, regulate combustion during a subsequent part of said first combustion cycle.
    [2]
    A process according to claim 1, wherein said estimated first middle constitutes an estimated nitrogen oxide (NO) content for the exhaust gases resulting from the combustion.
    [3]
    The method of claim 1 or 2, wherein said estimated first middle constitutes an estimated resulting amount of nitrogen oxides (NO) for at least a portion of said first combustion cycle.
    [4]
    A method according to any one of claims 1-3, further comprising: - in said control, regulating the combustion towards a first level of the nitrogen oxides (N0x) generated during said first combustion cycle.
    [5]
    A method according to any one of claims 1-4, further comprising: 41 in said control, controlling the combustion against a minimization of the nitrogen oxides (N0) generated during said first combustion cycle.
    [6]
    A method according to any one of claims 1-5 further comprising: 1. using a first sensor means determining a first parameter value representing a quantity in combustion in said combustion chamber (201), and 2. based on said first parameter value, estimating said first matt on nitrogen oxides (NO) resulting from combustion during said first combustion cycle.
    [7]
    A method according to claim 6, wherein said first parameter value represents a pressure radiating in said combustion chamber (201).
    [8]
    A method according to any preceding claim, further comprising: 1. estimating an expected combustion temperature change during said subsequent part of said first combustion cycle, and estimating the amount of resulting nitrogen oxides (NO) at least in part based on said expected combustion temperature change during said part of said first combustion combustion cycle.
    [9]
    The method of claim 8, wherein said combustion temperature change in said combustion chamber (201) is estimated at least in part by estimating a heat release during said combustion. 42
    [10]
    A method according to claim 8 or 9, further comprising estimating the amount of available nitrogen gas (N2) and the amount of available oxygen gas (O 2), respectively, at least in part by utilizing an industry quantity for supply to said combustion, wherein the amount of generated nitrogen oxides (NO) is estimated at least partially based on the said available amounts of nitrogen gas and oxygen, respectively.
    [11]
    A method according to any one of claims 8-10, wherein an estimated combustion temperature change in said control is estimated at least in part based on an estimated pressure change in said combustion chamber (201).
    [12]
    A method according to any one of claims 8-11, further comprising estimating said combustion temperature as a sum of an estimation of a temperature-induced combustion increase in relation to a first temperature, and an estimating said first temperature, wherein said first temperature is a estimated temperature for unburned gas in the said combustion chamber.
    [13]
    The method of claim 9, further comprising estimating said heat release by utilizing an industry quantity for supply to said combustion.
    [14]
    A method according to any preceding claim, further comprising estimating the amount of nitrogen oxides (NO) generated at least in part using a Zeldovich mechanism.
    [15]
    A method according to any preceding claim, further comprising estimating the amount of nitrogen oxides generated 43 (NO) At least in part by utilizing one or more of: data driven model, empirical model, physical model.
    [16]
    A method according to any one of the preceding claims, further comprising determining at least one control parameter for controlling said subsequent combustion, said control parameter constituting a control parameter where the estimated amount of nitrogen oxides generated (NO) in the combustion when regulated according to said control parameter is expected to be less than a first quantity. nitrogen oxides (NOx).
    [17]
    A method according to any one of the preceding claims, further comprising: - in determining a control parameter for controlling said subsequent combustion, determining a control parameter which is expected to result in requested, or at least half of requested, work at said combustion.
    [18]
    A method according to any preceding claim, further comprising controlling combustion during said subsequent part of said first combustion cycle by controlling the amount of fuel for supply to said combustion chamber (201).
    [19]
    A method according to any one of the preceding claims, further comprising: - estimating an expected amount of generated nitrogen oxides (NO) for at least two control alternatives for said subsequent combustion by utilizing said first parameter value, and - selecting a control alternative from said plurality of 44 control options for control. of the color combustion during said subsequent combustion based on said varying amounts of generated nitrogen oxides (NC) x).
    [20]
    The method of claim 19, further comprising: - determining whether any of said control alternatives constitutes a control alternative (If the estimated amount of nitrogen oxides generated (NO) when regulating according to said control alternative is less than a first quantity, and - if so, selecting a control alternative. where the estimated amount of nitrogen oxides (NO) generated is less than said first amount.
    [21]
    A method according to claim 19 or 20, further comprising selecting the control alternative that is expected to result in the least generated amount of nitrogen oxides (NO) during said subsequent combustion.
    [22]
    A method according to any one of claims 19-21, wherein said control alternative constitutes an alternative for supply of fuel during said subsequent part of said combustion cycle.
    [23]
    A method according to any one of claims 19-22, wherein said fuel supplied to said combustion chamber (201) is regulated by controlling the fuel injection by means of at least one fuel injector.
    [24]
    A method according to any one of claims 19-23, wherein at least one fuel injection is performed during said subsequent part of said combustion cycle, wherein in said control the fuel quantity for injection and / or injection length and / or injection pressure and / or time between injections is regulated for said fuel injection.
    [25]
    A method according to any one of claims 19-24, wherein at least two fuel injections are performed during said subsequent part of said combustion cycle, said combustion also being regulated after said first of said two fuel injections.
    [26]
    A method according to any one of claims 19-25, wherein in regulating said combustion at least three fuel injections are performed during said subsequent part of said combustion process, wherein in regulating a first of said at least three injections, the remaining injections are treated as a single total injection.
    [27]
    A method according to any one of claims 19-26, 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 a pending fuel injection.
    [28]
    A method according to any one of claims 19-27, further comprising in controlling the injection of fuel into said combustion chamber (201) changing a distribution of fuel quantities between at least two fuel injections.
    [29]
    A method according to any one of claims 19-28, wherein said control is started after a first injection has at least been started, but before fuel injection during said first combustion cycle has been completed. 46
    [30]
    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 operating parameters for said combustion second determined after the said first fuel injection has been carried out at least in part.
    [31]
    A method according to any one of the preceding claims, further comprising: - determining whether the temperature of said combustion during said combustion cycle has reached maximum temperature during said combustion cycle, and - interrupting said process when maximum temperature has been reached.
    [32]
    A method according to any one of the preceding claims, further comprising, when said first measure of resulting nitrogen oxides (NO) is estimated for said combustion: - interrupt estimation when estimation has been performed up to a point where a maximum temperature during combustion is expected.
    [33]
    A method according to any one of the preceding claims, further comprising controlling combustion during said subsequent part of said first combustion cycle by controlling one or more valves operating at said combustion chamber (201).
    [34]
    A method according to any one of the preceding claims, wherein said control is performed for a plurality of consecutive combustion cycles. 47
    [35]
    A method according to any one of the preceding claims, wherein said first parameter value representing 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.
    [36]
    A method according to any one of the preceding claims, wherein said first parameter value is determined by using one or more of the group: cylinder pressure sensor, knock sensor, strain gauge, speed sensor, ion current sensor.
    [37]
    A method according to any one of the preceding claims, wherein said first mat of nitrogen oxides (NO) resulting from combustion during said first combustion cycle consists of a mat of resulting nitrogen monoxide (NO) and / or nitrogen dioxide (NO2).
    [38]
    A computer program comprising a program code, the said program code being executed in a computer. The said computer performs the procedure according to any of claims 1-37.
    [39]
    A computer program product comprising a computer-printable medium and a computer program according to claim 38, wherein said computer program is included in said computer-printable medium.
    [40]
    A system for 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 internal combustion chamber (201), said combustion (201) combining said combustion engine. in combustion cycles, the method being characterized in that the system comprises: - means (115) arranged to estimate during a first part of a first combustion cycle, a first mat of 48 nitrogen oxides (NO) resulting from combustion during said first combustion cycle, and - means ( 115) arranged to regulate combustion during a subsequent part of said first combustion cycle, based on said first mat.
    [41]
    A system according to claim 40, characterized in that said internal combustion engine consists of one of the group: vehicle engine, marine engine, industrial engine.
    [42]
    A vehicle (100), characterized in that it comprises a system according to claim 40 or 41.
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    SE1450994A1|2015-03-01|Procedure and system for regulating an internal combustion engine
    SE539134C2|2017-04-11|Exhaust gas treatment system and method for treating an exhaust gas stream
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    同族专利:
    公开号 | 公开日
    WO2014175821A1|2014-10-30|
    BR112015024995A2|2017-07-18|
    SE537308C2|2015-04-07|
    DE112014001776B4|2020-02-13|
    DE112014001776T5|2016-02-25|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    DE112014001770B4|2013-04-25|2018-11-22|Scania Cv Ab|Method and system for controlling an internal combustion engine|
    DE112014001782B4|2013-04-25|2020-01-30|Scania Cv Ab|Method and system for controlling an internal combustion engine|
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    US20130160521A1|2010-06-30|2013-06-27|International Engine Intellectual Property Company, Llc|System and method of generating selective catalyst reduction dosing estimate for a diesel engine|
    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|
    SE539031C2|2013-04-25|2017-03-21|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|
    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|
    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|
    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|
    EP3336335B1|2016-12-15|2021-01-27|Caterpillar Motoren GmbH & Co. KG|Method of operating a gaseous fuel internal combustion engine|
    法律状态:
    2021-11-30| NUG| Patent has lapsed|
    优先权:
    申请号 | 申请日 | 专利标题
    SE1350511A|SE537308C2|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|SE1350511A| SE537308C2|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|
    DE112014001776.0T| DE112014001776B4|2013-04-25|2014-04-24|Method and system for controlling an internal combustion engine|
    BR112015024995A| BR112015024995A2|2013-04-25|2014-04-24|method and system for controlling an internal combustion engine|
    PCT/SE2014/050495| WO2014175821A1|2013-04-25|2014-04-24|Method and system for control of an internal combustion engine|
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