• 专利附录
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    • 专利摘要:
    The present invention relates to a method of controlling an internal combustion engine (101), said combustion engine (101) comprising at least one combustion chamber (201) and means (202) for supplying fuel to said combustion chamber (201), wherein combustion in said combustion chamber. combustion chamber (201) occurs in combustion cycles. The method Or characterized by: during a first combustion cycle and by using first sensor means (406), determining a first parameter value representing a quantity regarding the combustion in said combustion chamber (201), by using said first parameter value, determining a first plurality of additives for supply to said combustion chamber, and to said combustion chamber (201) supply said first amount of additive. The invention also relates to a system and a vehicle. FIG.
    公开号:SE1350993A1
    申请号:SE1350993
    申请日:2013-08-29
    公开日:2015-03-01
    发明作者:Ola Stenlåås；Kenan Muric
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    BACKGROUND 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 Catalysts for combustion engines can be made up of a number of different types, where different types may be required for different industries and / or conversion of different but undesirable compounds present in the exhaust stream. Regarding at least nitrous gases (nitrogen monoxide, nitrogen dioxide), hereinafter collectively referred to as nitrogen oxides NOR, heavy vehicles often comprise a catalyst where an additive is supplied to the exhaust stream resulting from the combustion engine combustion gas to reduce nitrogen oxides NO mainly to nitrogen gas and water.
    This reduction in emissions of nitrogen oxides from diesel engines is usually carried out by a method called SCR (Selective Catalytic Reduction). This method involved adding an additive, usually an aqueous solution containing the substance urea, in an appropriate dose to the exhaust stream upstream of an SCR catalyst.
    The function of the SCR catalyst usually requires access to ammonia (NH3), and in e.g. evaporation of urea also forms ammonia, whereby then ammonia in the SCR catalyst reacts with nitrogen oxides in the exhaust stream with conversion to nitrogen gas and water vapor as a result.
    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 3 combustion chambers takes place in combustion cycles. The method is characterized by: during a first combustion cycle and by using first sensor means determining a first parameter value representing a quantity regarding the combustion in said combustion chamber, by using said first parameter value, determining a first quantity of additives for supply to said combustion and - said combustion chamber supply said first amount of additive.
    Said additives may be an additive for reducing nitrogen oxides resulting from combustion in said combustion chamber. Combustion in internal combustion engines, in particular diesel engines, generates, at least in part due to the excess oxygen generally applied during combustion in diesel engines, unwanted nitrogen oxides.
    As has been called required, e.g. due to regulatory regulations, often flaking type of exhaust gas treatment in order to reduce the amount of nitrogen oxides in the exhaust stream before the exhaust stream is released into the vehicle environment, where this reduction in emissions can be accomplished by injecting additives in an appropriate dose to the exhaust stream upstream of an SCR catalyst .
    The additive is then evaporated on contact with the hot exhaust gases, whereby ammonia is formed / released to then reduce nitrogen oxides in the exhaust gases to nitrogen gas and water vapor in the SCR catalyst.
    The additive can be supplied by means of an injection system comprising one or more nozzles for injecting the additive into the exhaust stream. With the correct 4 dosage of additives, emissions of nitrogen oxides can be reduced to a great extent.
    The desired function when injecting additives is, however, dependent on the exhaust gases reaching a sufficiently high temperature for the additive to evaporate. During large parts of the operating condition of a diesel engine, the exhaust gases also usually reach a sufficiently high temperature for the desired faranging to occur.
    However, there are situations where this cannot be guaranteed, and it may be difficult to avoid, at least in certain operating conditions, some of the injected additive, such as e.g. a urea / water solution, in a non-evaporated state comes into contact with wall surfaces has e.g. one or more of exhaust pipes, catalyst, silencer. In such situations, urea / urea-based compositions can adhere to wall surfaces in the exhaust system.
    If the formation of solid formations Or greater On evaporation of the formed coating, a successive coating build-up will take place. In unfavorable conditions, the result can be a significant build-up of solid material.
    These structures can grow to such an extent that the performance of the internal combustion engine is affected by the exhaust flow in the exhaust system being affected (throttled), and in the case of a large build-up structure, continued engine operation can in the worst case be completely prevented. The coating can also damage components in the finishing system in the formations formed, e.g. in the form of lumps, loosens from the place where they have formed and then farces with the exhaust stream to e.g. a subsequent SCR catalyst or other components. Coating formation can also lead to a reduction in the exhaust gas cleaning function.
    According to the present invention, such problems with weld formation can be reduced. Likewise, the need for SCR catalysts can be reduced or completely eliminated. In addition, the use of additives can be adapted to eradicating needs, whereby Excessive supply of additives, with associated costs, can be reduced.
    According to the invention, additives are injected directly into the combustion chamber of the internal combustion engine. The temperature in the combustion chamber is, at least in the combustion of fuel, substantially higher than yid e.g. The SCR catalyst, i.e. the exhaust stream, is gradually cooled down as it passes through the exhaust pipe, e.g. due to the fact that the gas pipeline is usually cooled by ambient air. It Or also i.a. due to this cooling that the SCR catalyst is required, otherwise the reaction rate when reducing NO through the use of the additive would be too low for the desired reduction to have time to be carried out before the exhaust stream is discharged into the vehicle environment.
    In the combustion chamber of the combustion engine, on the other hand, the temperature is usually so high that desired reaction rates can be achieved without the aid of a catalyst, and by injecting additives directly into the combustion chamber a very good reaction rate can be obtained while reducing the resulting nitrogen oxides. hog.
    According to a preferred embodiment of the present invention, the nitrogen oxides resulting from the combustion are estimated, whereby an applicable amount of additive can be injected as a function of the estimated amount of resulting nitrogen oxides. The estimation can e.g. is carried out during a combustion cycle, whereby the amount of injection injected in subsequent combustion cycles can be regulated based on the said estimated amount of nitrogen oxides. When determining the applicable amount of additive for injection, e.g. the known chemical relationships in the reaction between additives and nitrogen oxides are applied to determine the applicable amount of additives for supply to the combustion chamber. In this determination, the temperature of the combustion chamber can also be estimated, whereby the amount of additive e.g. may be due to expected reaction rate.
    According to one embodiment, a part of the required additive may be arranged to be injected into the combustion chamber, while a further part may be injected in a conventional manner downstream of the combustion engine, whereby part of the reduction can be carried out in the combustion chamber and a part in e.g. and SCR catalyst.
    Furthermore, estimating the amount of combustion resulting nitrogen oxides can e.g. be arranged to be carried out at appropriate times, as every time a significant change of the combustion takes place, as e.g. a change in the amount of fuel injected. For example. estimation can be performed during one or an applicable number of combustion cycles, whereby then injection of additives can be performed based on said estimation, e.g. as long as the proportions Or the same or essentially the same.
    According to one embodiment, the amount of resulting nitrogen oxides is estimated for each combustion cycle and during the current combustion cycle, whereby the supply of additives for each combustion cycle can be adapted during the current combustion cycle to the combustion of the protruding combustion cycle, and also injected during pagan combustion.
    According to one embodiment, signals from a NOR sensor arranged downstream of the combustion engine are also applied when determining the applicable amount of additive for supply to the combustion chamber. In this case, e.g. an undesired high NOR content indicated by the NOx sensor 7 causes an increase in the amount of reducing agent added.
    According to one embodiment, radiating temperature in the combustion chamber is also estimated / used, whereby injection of additives e.g. may be arranged to be carried out only if the temperature of the combustion chamber exceeds any applicable temperature. This has the advantage that unwanted coating formations in / downstream of the combustion chamber and caused by additives to a large extent can be avoided.
    According to an embodiment of the invention, an additional fuel injection is carried out before or at the same time as the injection of additives, whereby the temperature in the combustion chamber can be raised by utilizing the additional fuel injection, thereby enabling desired chemical reactions.
    According to an embodiment of the invention, the invention is combined with a control of the combustion engine combustion during the current combustion cycle, where the combustion can be regulated against something applicable to several criteria, such as one or more of: resulting nitrogen oxides, combustion temperature, pressure amplitude and / or pressure change rate, heat change rate, at the combustion.
    The injection of additives can also be arranged to be performed individually for each cylinder, ie. the resulting nitrogen oxides can be determined individually for each combustion chamber, whereby injection of additives can be adapted individually for each combustion chamber.
    The invention thus enables regulation where e.g. differences between different cylinders can be detected and nitrogen oxide variations can be compensated by using individual adaptation of the injected amount of additive for each combustion chamber. It may also be the case that injecting 8 different amounts of additives into different combustion chambers can be difficult, e.g. to steer certain cylinders against fulfillment of any criterion, and other cylinders against any 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 otherwise applicable manner.
    The process of the present invention can e.g. implemented by utilizing one or more FPGAs (Field-Programmable Gate Array) circuits, and / or one or more ASIC (application-specific integrated circuit) circuits, or other types of circuits that can handle the desired computational speed.
    Additional features of the present invention and advantages thereof will become apparent from the following detailed description of exemplary embodiments and the accompanying drawings.
    Brief Description of the Drawings Fig. 1A schematically shows a vehicle in which the present invention can be used.
    Fig. 1B shows a control unit in the control system of the vehicle shown in Fig. 1A.
    Fig. 2 shows the finishing system in more detail than the vehicle shown in Fig. 1.
    Fig. 3 shows an example of a dosing system for supplying additives to the exhaust stream.
    Fig. 4 shows the internal combustion engine of the vehicle shown in Fig. 1A in more detail. Fig. Shows an exemplary method according to the present invention.
    Fig. 6 shows an example of temperature saving, nitrogen oxide change and heat release for a combustion.
    Detailed Description of Embodiments Fig. 1A schematically shows a driveline in a vehicle 100 according to an embodiment of the present invention. The driveline comprises an internal combustion engine 101, which in a conventional manner, via a shaft extending on the internal combustion engine 101, usually via a flywheel 102, is connected to a gearbox 103 via a clutch 106.
    The internal combustion engine 101 is controlled by the 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 using 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 gearbox or of a type with a manually geared gearbox 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 may comprise more than one shaft provided with drive wheels, as well as one or more additional axles, such as one or more stand 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 combustion engine 101 (eg cylinders).
    The after-treatment system is shown in more detail in Fig. 2. The figure shows the internal combustion engine 101 of the vehicle 100, which consists of an engine with a turbo, for which the exhaust gases generated during the combustion are discharged via a turbocharger 220.
    Alternatively, the turbocharger can e.g. be of compound type.
    The function for different types of turbochargers is valkand, and is therefore described not more closely has.
    The exhaust gas stream is then led via a pipeline 204 (indicated by arrows) to a diesel particulate filter (DPF) 202 via a diesel oxidation catalyst (DOC) 205. During combustion in the combustion engine, soot particles are formed, and the particulate filter is collected 202. these soot particles. The exhaust stream is passed through a filter structure where soot particles are captured from the passing exhaust stream and stored in the particulate filter.
    Regarding the oxidation catalyst DOC 205, this 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 post-treatment.
    The oxidation catalyst 205 can also oxidize a large proportion of the nitrogen monoxides (NO) present in the exhaust stream to nitrogen dioxide (NO2). The oxidation of nitrogen monoxide NO to nitrogen dioxide NO2 is advantageous in the reduction of nitrogen oxides NOR. As mentioned above, a SCR (Selective Catalytic Reduction) catalyst 201, which uses ammonia (NE12), or a composition from which ammonia can be generated / formed, is usually used for this purpose, such as e.g. urea, as an additive to reduce the amount of nitrogen oxides NO in the exhaust stream. However, the efficiency of this reduction is affected by the ratio of NO to NO 2 in the exhaust stream, after which the reaction of the reduction 11 is affected in a positive direction by the previous oxidation of NO to NO 2.
    Regarding the present invention, the finishing system can generally be of different types, and needs e.g. do not include particle filter 202 or oxidation catalyst 205. According to a preferred embodiment, no SCR catalyst is required, since the reduction of nitrogen oxides can be completely carried out in the combustion chamber of the combustion engine. The finishing system may also include additional components not shown.
    The SCR catalyst therefore requires additives to reduce the concentration of nitrogen oxides in the exhaust gases. This additive is often urea-based, and can e.g. consists of the product AdBlue, which in principle consists of urea mixed with water.
    An example of a conventional additive supply system is shown in more detail in Fig. 3, where of the above components only particulate filters 202 and SCR catalyst 201 are shown, and where the system in addition to said catalyst 201 comprises a urea tank 302, which is connected to a urea dosing system. (UDS) 303.
    The urea metering system 303 includes, or is controlled by, a UDS control unit 304, which generates control signals for controlling the supply of additives so that the desired amount is injected into the exhaust stream resulting from the combustion in the cylinders of the internal combustion engine 101 from the urea tank 302 by means of an injection pump. 201. Fig. 3 also shows a NOR sensor 308 arranged downstream of the SCR catalyst 201.
    The more specific function of the urea dosing systems is vd1 described in the prior art, and the exact procedure for injection of additives is therefore not described in more detail. In general, however, the temperature at the injection point / SCR catalyst 201 should be at least 2002 ° C, preferably above 300 ° C in order to obtain the desired reaction rates, and thus the desired reduction of said first compound, such as one or more types of nitrogen oxides.
    According to the above, however, such systems are associated with certain disadvantages. If e.g. the temperature at the position in the after-treatment system where the supply of additives takes place is too low, there is a risk that urea injected by means of the injection nozzle 305 instead of being directly displaced by the passing exhaust stream hits relatively temperate pipe walls, whereby additives get stuck and start to build up crystals. As long as the vehicle is driven with varying and periodically higher loads with associated increases in the temperature in the finishing system, this crystal structure will not have time to grow undesirably large before the crystals are burned off by the passing exhaust stream. If, on the other hand, the vehicle is propelled for a period of time under relatively static conditions with relatively low load, with low temperatures in the exhaust system as a result, this crystal build-up can continue until the vehicle's performance is adversely affected by the increased river resistance. The crystal build-up can also mean that the SCR system's ability to convert NO is affected if the supply of urea (such as spray image, quantity) is increased due to that a coating in the form of lump formation arises. As above, this is solved according to the present invention by injecting the additive directly into the combustion chamber. 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. 4 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. 4 shows only a cylinder / combustion chamber 401 with a piston 403 acting in the cylinder, but the combustion engine 101 in the present example consists of a six-cylinder internal combustion engine, and can generally consist of an engine with any number of cylinders / combustion chamber, such as e.g. . an arbitrary number of cylinders / combustion chambers in the range of 1-20 or annui. The combustion engine further comprises at least one respective injector 402 for conventional combustion chamber (cylinder) 401. Each respective injector is used suedes for injection / supply of fuel into a respective combustion chamber 401. Alternatively, two or more injectors per combustion chamber may be used. The injectors 402 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 402.
    The control signals for controlling the opening / closing of the actuators of the injectors 402 can be generated by any applicable control unit, as in this example by the motor control unit 115.
    The motor control unit 115 determines the amount of fuel that is actually to be injected at the flag at a given time, e.g. based on the prevailing operating conditions of the vehicle 100.
    The injection system shown in Fig. 4 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 line 404 (Common Rail), which by means of a fuel pump 405 is filled with fuel from a fuel tank (not shown) at the same time as the fuel in the pipe 404, also by utilizing the fuel pump 405, pressurized to a certain pressure. The highly pressurized fuel in the common tube 404 is then injected into the combustion chamber 401 of the internal combustion engine 101 at the opening of the respective injector 402. Several openings / rods of a specific injector can be made during one and the same combustion cycle, thus several injections can be made during one combustion cycle. Furthermore, each combustion chamber is provided with a respective pressure sensor 406 for emitting signals of a combustion chamber radiating pressure to e.g. the control unit 115. The pressure sensor can e.g. be piezo-based and should be fast enough to emit crank angle-resolved pressure signals, such as e.g. at every 10, every 5 or every crank angle or other applicable range, such as e.g. an oftare.
    With the aid of systems of the type shown in Fig. 4, 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 406 can be taken into account in the control. By utilizing data from e.g. the pressure sensor can also be estimated from the nitrogen oxides resulting from the combustion, whereby additives can be added to the combustion e.g. depending on the estimated amount of resulting nitrogen oxides. Regarding the supply of additives, each combustion chamber, or only a part of the combustion chamber of the combustion engine, comprises an injector 410 by utilizing which additive can be supplied to the combustion chamber 401 from a tank 411.
    Fig. 5 shows an exemplary method 500 for supplying additives to the combustion chamber according to the present invention, the method according to the present example being arranged to be performed by the motor control unit 115 shown in Figs. 1A-B.
    In general, modern vehicle control systems 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 in the vehicle.
    As in kint, such control systems can comprise a large number of control units, and the responsibility for a specific function can be divided into several in one control unit.
    For the sake of simplicity, Figs. 1A-B show only the motor control unit 115 in which the present invention is implemented in the embodiment shown. However, the invention can also be implemented in a control unit dedicated to the present invention, or in whole or in part in one or more other control units already existing in the vehicle. In view of the speed at which calculations according to the present invention are carried out, the invention can be arranged to be implemented in a control unit which is specially adapted for real-time calculations of the type shown below. Implementation of the present invention has shown that e.g. ASIC and FPGA solutions are glued fir and vii 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 are typically issued by a computer program, which when executed in a computer or controller causes the computer / controller to perform the desired control, such as the process steps of the present invention.
    The computer program usually forms part of a computer program product, where the computer program product comprises an 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. is generated by someone from the group: ROM (Read-Only Memory), PROM (Programmable Read-Only Memory), EPROM (Erasable PROM), Flash memory, EEPROM (Electrically Erasable PROM), a hard disk drive, etc., and be arranged in or in connection with the control unit, the computer program being executed by the control unit. By following the instructions of the other computer program, the behavior of the vehicle in a specific situation can thus be adapted.
    An exemplary control unit (control unit 115) is shown schematically in Fig. 1B, wherein the control unit 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), or one or more circuits with an application-specific Integrated Circuit (ASIC). The calculating unit 120 is connected to a memory unit 121, which provides the calculating unit 120 e.g. the stored program code and / or the stored data recovery unit 1 need to be able to perform calculations. The coverage unit 120 is also arranged to store partial or end results of coverage in the memory unit 121.
    Furthermore, the control unit is provided with devices 122, 123, 124, 125 for receiving and transmitting input and output signals, respectively. These input and output signals may contain any wall shapes, pulses, or other attributes which of the devices 122, 125 receive input signals may be detected as information for processing the coverage unit 120. The devices 123, 124 for sending output signals are arranged to convert coverage results from the coverage unit. 120 to output signals for transmission to other parts of the vehicle's control system and / or the component (s) for which the signals Or are intended. Each of the connections to the devices for receiving and transmitting input and output signals, respectively, may be formed 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 trAdlos connection.
    Returning to the process 500 shown in Fig. 5, the process starts in step 501, where it is determined whether the supply of additives to the combustion chamber for nitrogen oxide reduction 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.
    According to one embodiment, injection of additives into a combustion chamber is performed only if the injection is colored by a combustion during the same combustion cycle.
    The method according to the present invention thus consists of a method for supplying additives to the combustion chamber of the combustion engine 101 while combustion takes place in said combustion chamber 201 in combustion cycles. As such, the term combustion cycle is defined as the steps involved in combustion at an internal combustion engine, such as e.g. the two-stroke engine's two-stroke engine and the four-stroke engine's four-stroke engine, respectively. The term also includes 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 wheel via the driveline at e.g. relaxation. Ie. even if no injection of fuel is carried out, a combustion cycle still takes place for e.g. vane tva vary (with a four-stroke engine), or e.g. vane vary (two-stroke engine), which rotates the output shaft of the internal combustion engine. The corresponding grille Oven other types of internal combustion engines.
    In step 502 it is determined whether a combustion cycle has or will be started, and in this case the procedure proceeds to step 503, where an amount of nitrogen oxides resulting from the combustion is estimated.
    In general, the supply of fuel to the combustion chamber, both in terms of quantity and in what way, ie. the one or more fuel injections to be performed during the combustion cycle are normally predefined, e.g. depending on the work (torque) that the internal combustion engine must perform during the combustion cycle.
    Thus, fuel injection is normally carried out according to an injection schedule (several injections may be arranged to be performed during one and the same combustion cycle. 19 Combustion in connection with these fuel injections will give rise to the resulting nitrogen oxides.
    According to the present invention, during the combustion cycle, substantially continuous radiating pressure is established in the combustion chamber by using the pressure sensor 406, as at applicable intervals, e.g. every 0.1-10 weaving angle degrees.
    The process of combustion in a combustion chamber can generally be 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.
    Thus, in step 503, the pressure pf in said combustion chamber 401 is substantially continuously determined by utilizing said pressure sensor 206 while combustion is paging in the combustion chamber. By utilizing the pressure change, generated nitrogen oxides NO during the combustion cycle can be estimated by utilizing applicable calculations, where a method of performing the calculation is exemplified below.
    Alternatively, other models with a corresponding function can be applied.
    It is generally the case that 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 NOR 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 source of NOx precipitation is the so-called prompt NOx formation, but this source can generally be ignored since 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.
    The NOx formation is thus strongly dependent on the combustion temperature, and the very formation of thermal NO can be described on the selection edge in this way, e.g. according to three main reactions (the undocumented Zeldovich mechanism): N2 + 0, NO + NN + 02, NO + 0 (1) N + OH, NO + H, ddr thus the reaction rate is strongly temperature dependent, and ddr Above the temperature dependence itself is edge, whereby by means of knowledge of the (substance) amount of the constituent substances and temperature the amount of nitrogen oxides formed NOx 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 requires ants & Oven knowledge of the available amount of nitrogen gas N2 and oxygen 02 and oxygen, respectively, and also knowledge of access to hydrogen H. These can be obtained from the combustion chemistry of the combustion, which is known to the person skilled in the art, and at which supply is required. exhaust feed is known, whereby in combination with the fact that the composition of the fuel 21 is normally known the amounts for those in eq. (1) the substances can be calculated.
    It is also required to estimate the temperature of the combustion in order for the amount of nitrogen oxides generated NO to be estimated since the reaction rate is temperature dependent. Likewise, pressure and / or average temperature in the combustion chamber are required in order to be able to estimate released nitrogen gas and oxygen, respectively, during combustion chemistry.
    When estimating the amount of nitrogen oxides formed NO, knowledge of the temperature of the combustion itself is therefore 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. Thus, at any given moment, an average temperature is obtained in the combustion chamber which is below the temperature of the combustion at which combustion occurs. In order to be able to carry out the desired determination of the combustion temperature, knowledge of the heat release during combustion is also required.
    This can be determined in different ways. For example. can, as described below, the heat release be predicted by using a combustion model. This is exemplified in the Swedish patent applications described below. In these applications, the next part of a combustion is estimated, while according to an embodiment of the present invention, pressure signals from the pressure sensor 406 can be used to calculate the heat release during combustion.
    The heat release during combustion can then be expressed as: dQ = pdV1 Y + Vdp + dQ, y-1y-1 (2) 22 Where dQ is released heat, p constitutes the pressure in the combustion chamber, V constitutes the volume of the combustion chamber, while dV constitutes the volume of the combustion chamber.
    V (T), i.e. the volume of the combustion chamber as a function of crank angle, can with advantage be tabulated in the dV memory of the control system or alternatively calculated in an appropriate manner, whereby also --- d9 can be determined.
    C (t) C r— PPdar C and / or CT, are produced and C (t) Cp - R are tabulated for different molecules, and by combustion chemistry Or kand, 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 Cp value, whereby this can be determined for the calculations above with good accuracy.
    Alternatively, C and or Cy can be approximated appropriately. dp constitutes the pressure change in the combustion chamber, which is determined by the pressure sensor 406. dQHT represents the heat released during combustion, which can be determined in the manner described in the prior art by, for example, Woschni. In this case, the view can also be taken to black body radiation in the combustion chamber on the edge set. Swedish patent application 1350510-2, entitled "PROCEDURE AND SYSTEM FOR REGULATING AN COMBUSTION ENGINE IV" describes a method for estimating released heat during an ongoing combustion. The method shown in this application can be applied according to the present invention. Furthermore, the process shown in the said application can be simplified cid no estimation of the pressure according to the present embodiment is required, but pressure signals from the pressure sensor 406 can be used during the current combustion cycle until the time according to below maximum amount of nitrogen oxides is considered generated. The said application also shows how the heat release can be estimated before a combustion.
    According to the present example, however, the heat release can be estimated according to eq. (2) by utilizing signals from the pressure sensor 406. Fig. 6 shows, as a gray approximation, how the heat release 603 can be changed during a combustion cycle. Instead of expressing the combustion process as a function of time, it is instead expressed as a function of crankshaft row T. Fig. 6 also shows how the modeled NOx amount 601 resulting from the combustion changes during the combustion cycle, as well as how the average temperature 602 in the combustion chamber changes during the combustion cycle.
    The pressure change p as a function of crank angle degree T in a cylinder (combustion chamber) for a combustion cycle can be obtained as above by using the sensor signals from the pressure sensor 406. Furthermore, by using a fixed pressure, the temperature for the part of the combustion chamber where no combustion takes place can be estimated by using of estimated pressure and by utilizing eq. (3), cid the temperature for the part of the combustion chamber where no combustion takes place is expressed as: (3) Pn 24, (Jar Trio can be the corresponding combustion air temperature for eg the time / crank angle position cidr the valves are closed after supply of combustion air.
    Furthermore, n, n + 1, etc. constitute consecutive times or crank angle positions.
    K = y whereby suedes above K can be determined as stated for r above.
    By utilizing eq. (3) the temperature can be sued for the part of the combustion chamber where no combustion is determined, where this temperature is affected by ongoing combustion by the effect of the heat release on the pressure, which is reflected in the signals emitted from the pressure sensor, which in turn affects the temperature according to eq. (3). 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. (3) the determined temperature for obtaining the combustion temperature can be calculated from the relationship: dQ = mcdT (4), where dQ constitutes the heat release, which can be determined as above. consists of combustion pulp (ie fuel + air + EGR that is involved in the combustion), which is also determined as above, ie. specific heat capacity, which can also be calculated as above. dT is the temperature increase as a phase of the combustion at a given combustion mass and at a given Cp value.
    By using eq (4) suedes dT and thus LT can be determined, whereby the increase generated by the combustion at each time / crank angle position can be added to the temperature for the part of the combustion chamber where no combustion takes place, and which is given by eq. (3), to obtain the combustion temperature.
    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) as well as its combustion temperature dependent, generated nitrogen oxides NOx can be successively estimated and accumulated for the combustion cycle. The modeled nitrogen oxides are generated in principle until the maximum combustion temperature has been reached, or some time thereafter, indicated by the crank angle position T1 in Fig. 6.
    Thus, in parallel with the estimation of the resulting nitrogen oxides, it can be determined whether Tax for the combustion cycle has been reached, step 504, wherein, if so, the procedure proceeds to step 505 for determining the appropriate amount of additive for injection into the combustion chamber 201 using the injector 410, where applicable amount of additive for injection e.g. can be determined by using the known chemical compounds in the reaction between additives and nitrogen oxides. For example. the amount of additive can be determined as a stoichiometric amount of additive, i.e. the amount of additive required to completely convert the amount of nitrogen oxides. The amount of additive that is supplied to the combustion chamber can Oven e.g. consists of 26 nigon applicable share of stachiometric quantity, sisom Exceeding or falling below this quantity. For example. it may be unwise to reduce nitrogen oxides NO only to a certain extent, whereby a small amount can be thawed. For example. a quantity can be added which is required to cause the vehicle's emissions to comply with applicable regulatory regulations (Jar the vehicle is driven.
    Alternatively, the quantity may be arranged to exceed the stoichiometric quantity e.g. in order to obtain a high reaction rate.
    According to one embodiment, the temperature of the combustion chamber is also used, i.e. the temperature pair 602 in Fig. 6, when determining the applicable amount of additive di the reaction rate is strongly temperature dependent, the amount of additive being sued e.g. can be determined as a function of one or more of the resulting nitrogen oxides, pressure in the combustion chamber, temperature in the combustion chamber.
    According to one embodiment, the amount of resulting NOR is successively estimated, whereby it is determined that it has reached a maximum and / or barges decrease, as at or after the position T1 in Fig. 6, which also normally occurs via other chemical reactions than in reaction with additives. With a significantly lower reaction rate, the amount of additive applied can be determined.
    The additive is then injected in step 506, the process then being able to itergy to step 501 for re-determination for a subsequent combustion cycle. According to the present invention, the amount of resulting nitrogen oxides during a combustion cycle can be estimated, whereby a quantity of nitrogen oxides adapted to the amount generated can be injected into the combustion chamber to effect reduction of the nitrogen oxides already in the internal combustion engine at high temperature races, and therefore without the need for SCR catalyst. The present invention thus has the advantage that the need for SCR catalyst can be completely eliminated, or alternatively at least reduced. According to one embodiment, additives can be injected upstream of an SCR catalyst if necessary, e.g. a smaller SCR catalyst which is otherwise possible can be used, but in many cases the need for SCR catalyst disappears completely when using the present invention. Furthermore, problems with crystal formation etc. due to low temperatures as above are also completely or largely avoided according to the present invention.
    According to one embodiment, injection of additives is not performed unless the average temperature of the combustion chamber exceeds some to the applicable temperature TL, e.g. 700-750 ° C. This embodiment thus requires knowledge of not only the temperature of the combustion as above, but also the average temperature, i.e. curve 602 in Fig. 6, for the combustion chamber. This average temperature 602 can e.g. is estimated according to what is described in the Swedish patent application 1350507-8, where it is described in detail how the average temperature in a combustion chamber can be estimated by using, among other things, the pressure in the combustion chamber, which can be obtained with the pressure sensor 406.
    According to the procedure shown in the aforementioned application, an estimation for future time is performed, and this estimation can also be applied to the present invention to predict the applicable amount for injection even before the generated nitrogen oxides have reached a maximum level. In this case, the model of combustion shown in the above-mentioned application, or another applicable model, can also be used. 28 According to one embodiment, however, the fact that pressure signals from the pressure sensor 206 representing the actual radiating pressure in the combustion chamber can be used until the amount of nitrogen oxides has reached the maximum amount of nitrogen oxides, i.e. position T1 in Fig. 6, whereby estimation is not required, and where the heat release e.g. can be estimated as above, and where the average temperature can be determined e.g. according to the general gas law. Thus, according to one embodiment, it can be determined that the temperature is sufficiently high for the desired reactions to occur, such as e.g. a radiating average temperature in the combustion chamber exceeding 700-750 ° C, where this average temperature can thus be determined by using the general gas layers set on the edge and as also shown in the said application, whereby undesired crystal formation can be avoided.
    Thus, according to one embodiment, injection is performed only if the temperature exceeds the temperature Tlim, shown in Fig. 6, whereby the interval T1-T2 constitutes a "window" in which injection of additives should take place. This "window" can also e.g. be limited in terms of maximum temperature, ie. injection can be arranged to take place only if the temperature in the combustion chamber is below any applicable temperature, whereby suedes T1 can be shifted to the right in Fig. 6. Furthermore, it should be noted that the injection of additives does not need to be carried out just where there is an actual combustion in the combustion chamber. the injection can take place at any place in the combustion chamber, e.g. with the additional condition that the said average temperature does not fall below e.g. Tlim.
    According to one embodiment, the method shown in the said Swedish patent application 1350507-8 can also be applied so that before e.g. position Tlestimate whether the average temperature will be sufficiently high for injection to be carried out, and if it is found that this is not the case, e.g. an additional fuel injection is performed based on this estimation in order to raise the temperature in the combustion chamber to enable injection of additives.
    If this injection is performed sufficiently late in the combustion cycle, the injection will not contribute to NOx formation but will raise the temperature. When applying such extra injection, this can be arranged to be of a predetermined size, but it can also be arranged to be determined e.g. by using estimation according to the method shown in the said Swedish patent application 1350507-8 for determining, for example, the applicable amount of fuel or injection, separately or together with the injection of additives, in order to obtain the desired temperature.
    According to the embodiment described so far, estimation of the resulting amount of nitrogen oxides has been performed during the current combustion cycle, whereby also an amount of additive based on the estimated resulting amount of nitrogen oxides is supplied.
    According to one embodiment, instead, nitrogen oxides are estimated during a combustion cycle, in which case, based on this estimation, injection of additives is carried out during one or more subsequent combustion cycles. This has the advantage that the estimation can be performed more carefully.
    According to a simplest form of the invention, no estimation of nitrogen oxides is carried out, but additives are injected into the combustion chamber at the appropriate time, (for example, injected quantity may be arranged to depend on the amount of fuel supplied to the combustion, alternatively a standard amount can always be applied. .ex. as long as at least a minimum amount of fuel is injected, however, according to a preferred embodiment, an estimation of the resulting nitrogen oxides is performed.
    According to one embodiment, the invention can be combined with a method which adapts the combustion as the combustion proceeds, where the combustion is regulated based on some applicable criterion. In e.g. Swedish patent application 1350511-0 describes a process in which the combustion during a combustion cycle is regulated based on a predicted and during the current combustion cycle the estimated amount of resulting nitrogen oxides. According to one embodiment, the process according to the invention can be combined with the process shown in the said application, wherein the amount of resulting nitrogen oxides NO before the supply of additives can be arranged to be regulated by regulating the combustion. Furthermore, the amount of additive for supply to the combustion chamber can be arranged to be determined based on an estimation of the resulting nitrogen oxides as described in the said Swedish patent application 1350511-0.
    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 is likely to have occurred before 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.
    The invention has been exemplified above in a manner in which a pressure sensor 406 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 consist of 31 use of one (or more) other sensors, such as e.g. high-resolution ion current sensors, knock sensors or tapping sensors, whereby the pressure in the combustion chamber can be modeled by using sensor signals from such sensors. It is also possible to combine different types of sensors, e.g. in order to obtain a more accurate estimation of the pressure in the control chamber, and / or other applicable sensors used, where the sensor signals are converted to the corresponding pressure for use in control as above.
    The inventive method for controlling the internal combustion engine can also be combined with sensor signals from other sensor systems where resolution at the crank angle level is not available, such as e.g. other pressure sensors, NOx sensors, NH3 sensors, PM sensors, oxygen sensors and / or temperature sensors etc., which input signals e.g. can be used as input parameters when estimating e.g. expected pressure / temperature by utilizing data-driven models in whole or in part instead of models of the type described above. For example. For example, signals from a NOR sensor arranged downstream of the internal combustion engine can be used in determining the applicable amount of additive for supply to the combustion chamber. In this case, e.g. an undesirable high NOR content indicated by the NOR sensor entails a homing of the amount of reducing agent added.
    Furthermore, the present invention has been exemplified above in connection with vehicles. The invention is, however, also applicable to arbitrary vessels / processes or nitrous oxide control according to the above or 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 of the appended claims. the scope of protection of the independent requirements. For example. where the invention is applicable to the injection of any additive into the combustion chamber of the internal combustion engine, this additive may be intended for the reduction of nitrogen oxides, or one or more other compounds.
    权利要求:
    Claims (34)
    [1]
    1. during a first combustion cycle and by using the first sensor means (406), determining a first parameter value representing a quantity relating to the combustion in said combustion chamber (201), 2. by using said first parameter value, determining a first plurality of additives for said additives. combustion chamber, and 3. to said combustion chamber (201) supply said first amount of additive.
    [2]
    The method of claim 1, wherein said additive is an additive for reducing nitrogen oxides resulting from combustion in said combustion chamber (201).
    [3]
    The method of claim 1 or 2, further comprising: 1. using said first parameter, estimating a first center of nitrogen oxides (NO) resulting from combustion during said first combustion cycle, and 2. based on said first mat, determining said first many additives for supply to the said combustion chamber. 34
    [4]
    The method of claim 3, further comprising estimating said first mat during said first firing cycle.
    [5]
    A method according to claim 3 or 4, further comprising: - estimating said first mat on nitrogen oxides (NO) resulting from combustion during a first part of a first combustion cycle, and - based on said first mat supplying said additives to said combustion chamber during a subsequent part of the said first combustion cycle.
    [6]
    A method according to any one of claims 3-5, wherein said estimated first mat is an estimated nitrogen oxide (NO) content for the exhaust gases resulting from the combustion.
    [7]
    A method according to any one of claims 4-6, wherein said estimated first mat constitutes an estimated resulting amount of nitrogen oxides (NO) for at least a portion of said first combustion cycle.
    [8]
    A method according to any one of claims 3-7, further comprising supplying said additive to a combustion cycle following said first combustion cycle based on said first mat.
    [9]
    A method according to any one of claims 1-8, wherein said first parameter value represents a pressure radiating in said combustion chamber (201).
    [10]
    A method according to any one of claims 3-9, further comprising: - estimating the amount of resulting nitrogen oxides (NO) at least in part based on an estimated combustion temperature.
    [11]
    The method of claim 10, wherein said combustion temperature is estimated at least in part by estimating a heat release during said combustion.
    [12]
    The method of claim 11, further comprising estimating said heat release by utilizing knowledge of an industry quantity intended for supply to said combustion.
    [13]
    A method according to any one of claims 10-12, further comprising estimating the amount of available nitrogen gas (N2) and the amount of available oxygen gas (02) at least in part by utilizing knowledge of an industry quantity intended for supply to said combustion, wherein the amount generated nitrogen oxides (NO is estimated to be at least partly based on the said available amounts of nitrogen gas and oxygen, respectively.
    [14]
    A method according to any one of claims 10-13, wherein said combustion temperature is estimated at least in part based on a pressure in said combustion chamber (201).
    [15]
    A method according to any of claims 10-14, further comprising estimating said combustion temperature as a sum of an estimation of a temperature increase caused by combustion in relation to a first temperature, and an estimation of said first temperature, wherein said first temperature is a estimated temperature of unburned gas in the said combustion chamber. 36
    [16]
    The method of any one of claims 3-15, further comprising estimating the amount of nitrogen oxides (NO) generated at least in part using a Zeldovich mechanism.
    [17]
    A method according to any one of claims 3-16, further comprising, when said first mat of the resulting nitrogen oxides (NO) is estimated for said combustion: 1. interrupt estimation when estimation has been performed up to a point where a maximum temperature during combustion is expected.
    [18]
    A method according to any preceding claim, further comprising: 1. determining whether the temperature of said combustion during said combustion cycle has reached the maximum temperature during said combustion cycle, and 2. determining the amount of additive for supply to said combustion chamber when maximum temperature has been reached.
    [19]
    A method according to any one of the preceding claims, further comprising determining a plurality of additives for supply to said combustion chamber at least in part based on one or more of the group: chemical relationships in the reaction between additives and nitrogen oxides, combustion chamber temperature, signals from a downstream combustion engine -sensor.
    [20]
    A method according to any one of the preceding claims, wherein exhaust gases resulting from combustion in said combustion chamber pass an SCR catalyst, further comprising injecting additional additives downstream of said internal combustion engine but upstream of said SCR catalyst. 37
    [21]
    A method according to any one of the preceding claims, wherein injection of additives into said combustion chamber is performed only if the temperature of the combustion chamber exceeds a first temperature.
    [22]
    A method according to any one of the preceding claims, further comprising, when the temperature of the combustion chamber is below an initial temperature, an additional fuel injection is performed to raise the temperature in said combustion chamber before or simultaneously with said supply of additives.
    [23]
    A method according to any one of the preceding claims, further comprising determining the amount of additives for supply to said combustion chamber at least in part based on the amount of fuel supplied to said combustion chamber.
    [24]
    A method according to any one of the preceding claims, further comprising determining the amount of additive for injection individually for each cylinder.
    [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 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).
    [27]
    A method according to any one of the preceding claims, wherein said additive consists of an additive separate from said industry. 38
    [28]
    A method according to any one of the preceding claims, wherein said additive is a urea- and / or ammonia-containing additive.
    [29]
    A computer program comprising program code, which, when said program code is executed in a computer, states that said computer performs the method according to any of claims 1-28.
    [30]
    A computer program product comprising a computer-printable medium and a computer program according to claim 29, wherein said computer program is included in said computer-printable medium.
    [31]
    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 combustion chamber (201), wherein combustion takes place in said combustion chamber (201). in combustion cycles, the method being characterized in that the system comprises: 1. means (115) arranged to determine during a first combustion cycle and by using first sensor means (406), a first parameter value representing a quantity with respect to the combustion in said combustion chamber (201), Means (115) arranged to determine, by using said first parameter value, a first plurality of additives for supply to said combustion chamber, and 3. means (115, 410) arranged to supply to said combustion chamber (201) said first plurality of additives. 39
    [32]
    A system according to claim 31, characterized in that said combustion engine comprises means for supplying additives to said combustion chamber.
    [33]
    A system according to claim 31 or 32, characterized in that said internal combustion engine is constituted by the flag or group: vehicle engine, marine engine, industrial engine.
    [34]
    Vehicle (100), characterized in that it comprises a system according to any of claims 31-33. FIG. 'IA 100 1- 13 .--- 104 103 , ---- 108 107 101 106 200 .---- 1 2/6
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    同族专利:
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    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    DE4423003C2|1993-07-06|1999-01-21|Ford Werke Ag|Method and device for reducing NO¶x¶ in exhaust gases from automotive internal combustion engines|
    US6443104B1|2000-12-15|2002-09-03|Southwest Research Institute|Engine and method for controlling homogenous charge compression ignition combustion in a diesel engine|
    US6679200B2|2002-06-11|2004-01-20|Delphi Technologies, Inc.|Direct in-cylinder reductant injection system and a method of implementing same|EP3670878A1|2018-12-19|2020-06-24|Winterthur Gas & Diesel Ltd.|Internal combustion engine|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE1350993A|SE539587C2|2013-08-29|2013-08-29|Procedure and system for controlling an internal combustion engine|SE1350993A| SE539587C2|2013-08-29|2013-08-29|Procedure and system for controlling an internal combustion engine|
    SE1450254A| SE1450254A1|2013-08-29|2014-03-06|Procedure and system for regulating an internal combustion engine|
    DE112014003440.1T| DE112014003440T5|2013-08-29|2014-08-27|Method and system for controlling an internal combustion engine|
    SE1450994A| SE1450994A1|2013-08-29|2014-08-27|Procedure and system for regulating an internal combustion engine|
    PCT/SE2014/050981| WO2015030660A1|2013-08-29|2014-08-27|Method and system for control of an internal combustion engine|
    DE112014003463.0T| DE112014003463T5|2013-08-29|2014-08-27|Method and system for controlling an internal combustion engine|
    PCT/SE2014/050982| WO2015030661A1|2013-08-29|2014-08-27|Method and system for control of an internal combustion engine|
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