• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The present invention relates to a method for controlling a means in an engine system, which engine system comprises an internal combustion engine (10) which is connected to an air inlet system or an exhaust system and is further mechanically coupled to a gearbox, and which means (40) is arranged in said air inlet system and is arranged to regulate the gas pressure in said air inlet system, said means (40) being controlled based on at least a first parameter P1, which first parameter P1 is related to a gas pressure plc upstream of said means (40) in said air inlet system. The invention further relates to a computer program, a computer program product, a system and a motor vehicle comprising such a system. (Fig. 2)
    公开号:SE1450078A1
    申请号:SE1450078
    申请日:2014-01-28
    公开日:2014-07-30
    发明作者:David Elfvik
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    Usually a reduction in engine speed occurs when the engine system stops injecting fuel into the engine, which causes the engine's internal friction and pumping work to decelerate the engine so that the current engine speed a) is reduced. An engine pumping work, also called pumping losses, is a work required to pump air into the engine cylinder (s) before combustion, and to pump combusted gas out of the cylinder / cylinders after the combustion. This means that a larger pumping work leads to a faster lowering of the engine speed a), and that a smaller pumping work leads to a slower lowering of the engine speed a), unless all other circumstances are the same.
    To control the pumping work in heavy motor vehicles, such as trucks and buses, an exhaust damper arranged in an exhaust pipe through which exhaust gases are discharged is usually used. The exhaust damper is closed / closed, which leads to a high exhaust back pressure building up which results in increased pumping work on the engine. Alternatively, or in combination with the exhaust damper, a variable turbo, also called VGT (VGT - Variable Geometry Turbocharger), can also be used to limit the fatal area for the exhaust emissions and thereby increase the pump work. The VGT can, for example, control how much exhaust fate hits the turbine blades.
    The pumping work obtained with the use of exhaust dampers and / or VGT is in some situations not sufficient as a very fast reduction of engine speed is desirable. In addition, neither exhaust dampers nor VGT are included in all engine systems / motor vehicles, which means that the engine's pumping work cannot be controlled in such engine systems / motor vehicles at all.
    A solution to this problem is given by the Swedish patent application no. 1150210-1 (applicant: Scania). According to the said patent application, the pumping work is increased or decreased by regulating the gas pressure in the air inlet system to the internal combustion engine. According to a proposed solution, the gas pressure in the intake pipe to the cylinders is rapidly reduced in order to achieve a large pumping work in order to obtain a rapid reduction of the engine speed during a shift. When the higher gear has been engaged, the damper opens completely.
    Brief Description of the Invention An object of the present invention is to provide a solution which completely or partially solves problems and / or disadvantages with known solutions for controlling a means arranged for regulating a gas pressure in an inlet system.
    Another object of the present invention is to provide a solution which enables more efficient use of an air reservoir in an air inlet system of an engine system.
    According to a first aspect of the invention, the above-mentioned object is achieved with a method for controlling a member of an engine system, which system comprises an internal combustion engine which is connected to an air inlet system and an exhaust system, respectively, and is further mechanically connected to a gearbox, and which means is arranged in said air inlet system and is arranged to regulate the gas pressure in said air inlet system, said means being controlled based on at least a first parameter P1, which first parameter P1 is related to a gas pressure p IC upstream of said means in said air inlet system.
    Various embodiments of the above method are defined in the dependent claims appended to the method. A method according to the invention can furthermore be implemented in a computer program, which when executed in a computer causes the computer to perform the method according to the invention.
    According to a second aspect of the invention, the above-mentioned object is achieved with a system comprising an internal combustion engine coupled to an air inlet system and an exhaust system, respectively, and further mechanically connected to a gearbox, said system further comprising a means arranged in said air inlet system and arranged to regulate gas pressure in said air inlet system, and a control device coupled to said means and arranged to control said means; said control device comprising: a receiving unit arranged to receive at least a first parameter P1 which is related to a gas pressure plc upstream of said means in said air inlet system, and a control unit arranged to control said means based on said at least one first parameter P1.
    The above-mentioned system is preferably arranged in a motor vehicle, such as a bus, truck or another such motor vehicle. Systems can be further modified so that embodiments of the system correspond, after appropriate modifications, to the various embodiments of the method according to the invention.
    A method and a system according to the present invention provide a solution which i.a. enables available air / gas in an air inlet system to be used in an efficient, precise and controlled manner. This entails i.a. that a good engine response can be obtained in connection with a downshift or upshift. Furthermore, the present invention can be used to improve the exhaust aftertreatment or other aspects related to combustion and exhaust purification in engine systems.
    Additional advantages and applications of the invention will become apparent from the following detailed description.
    BRIEF DESCRIPTION OF THE DRAWINGS The present invention is described with reference to the accompanying figures, in which: Figure 1 schematically shows the engine speed and engine torque for a gearbox; figure 2 schematically shows an engine system; figure 3 schematically shows a time diagram of an upshift; figure 4 schematically shows a time diagram of a downshift; and Figure 5 shows an example of a control device.
    Detailed Description of the Invention Figure 2 shows an exemplary engine system comprising an air inlet system coupled to an internal combustion engine 10, e.g. and diesel engine. The air inlet system consists of an air intake through which supply air is sucked in and transported via one or fl your pipelines and in this case a charge air cooler 50 to the engine 10 one or fl your cylinders for combustion with supplied fuel, for example petrol or diesel. A throttle damper is also arranged in the air inlet system between the charge air cooler and the engine cylinders, and furthermore the air inlet system can e.g. include air purification components. The function of the air inlet system is to supply air to the combustion in the engine cylinder / cylinders. In addition, an exhaust gas recirculation (EGR) system can also be connected to the air inlet system. The exhaust gas recirculation is achieved by directing the exhaust gases back to the inlet side and for this purpose the EGR circuit usually has an EGR damper, see figure 2. The EGR is mainly used to dilute the air for combustion and reduce the proportion of oxygen in the gas to be burned. In this way, the combustion temperature is lowered and NOx formation is thereby inhibited.
    The function of the throttle damper is to regulate the gas pressure in the air inlet system. The throttle is usually of the plate type. Usually the throttle damper is controlled by a control unit by means of one or two control means so that the flow through the inlet pipe is regulated based on the desired amount of air into the cylinders. When the amount of air (air fl fate) into the engine is limited by means of a throttle damper, the gas pressure in the inlet pipe will be lowered, and conversely the gas pressure in the intake pipe will increase if the air volume into the engine is increased provided all other circumstances are equal.
    Throttle dampers and other types of dampers are usually controlled by means of one or more of your control means, which can be driven by pneumatics, hydraulics or by electric motors. Furthermore, most throttle dampers are designed to occupy different positions in the pipe at varying speeds v because the throttle throttle position must usually follow the engine speed a) so that through the flow of air in the engine it is adapted to the desired combustion in the cylinders, but also the engine load affects throttle throttle position.
    The system of Figure 2 further includes a turbo system having a compressor 61 which is mechanically coupled to a turbo turbine 62 via a shaft. The air sucked into the engine system is compressed in the compressor and then cooled down in the charge air cooler before it passes the throttle damper to be led into the cylinders via the inlet pipe. The exhaust gases from the combustion process in the cylinders are led through the turbo turbine which accelerates the turbocharger via the shaft and the exhaust gases are then led out of the engine system via an exhaust system which may for example comprise an exhaust collector with an exhaust damper (not shown) which controls the pressure in the exhaust collector. Thereafter, the exhaust gases passed through a post-treatment system which may contain a particulate filter (DPF, diesel particulate filter), a so-called SCR Catalyst (SCR - Selective Catalytic Reduction), and s.k. DOC (DOC - Diesel Oxidation Catalyst) and / or any other type of finishing component if such a finishing system is included in the engine system. The finishing components are not shown in Figure 2.
    Furthermore, the engine is mechanically connected to a gearbox (not shown), for example via a clutch device which can consist of an automatically controlled clutch and is controlled by the vehicle's control system via a control unit which can also control the gearbox. In motor vehicles, the gearbox is usually of the manual gearbox type; automated gearbox, such as automatic transmission, automatic manual transmission (AMT) or double clutch transmission (DCT); or Continuous Variable Transmission / Infinitely Variable Transmission (CVT / IVT).
    A method according to the present invention means that a means 40 arranged to regulate a gas pressure in an inlet system of an internal combustion engine is controlled based on one or more first parameters P1. The one or första first parameters P1 are related to a gas pressure plc upstream of the means 40 in the air inlet system, e.g. in a charge air cooler or in a pipe connecting an air intake with an inlet pipe to the engine cylinders.
    Thus, the invention provides a solution which enables efficient, accurate and controlled use of the amount of air / gas available in the air inlet system since the means 40 is controlled based on one or första your first parameters P1 related to the gas pressure plc upstream of the means 40. The relationship between the amount of air / gas and gas pressure are easily given by the general gas law which describes the relationship between pressure, volume, temperature and amount of substance.
    One field of application of the present invention is, for example, to limit undesired particle build-up in a post-treatment system which comprises a particle filter which is arranged to trap a part of the particles in exhaust gases. These particles are deposited in the after-treatment system, which can lead to reduced efficiency and increased pressure drop across the after-treatment system, which in turn leads to greater fuel consumption and increased need for regeneration. By using an elevated gas pressure plc during a throttle application (not necessarily in connection with a shift) with a method or system according to the present invention, the combustion can initially be given a higher value for lambda (see below regarding lambda) than is the case with combustion according to known technology so that the particle build-up in the after-treatment system is reduced, which in turn leads to lower fuel consumption and fewer regeneration opportunities. This is accomplished using the first parameter P1 in controlling the means 40 as the first parameter P1 has been found to be a very suitable input parameter in the control algorithm. It will also be appreciated that other uses related to combustion and exhaust gas purification are suitable with a solution of the present invention.
    Another preferred area of use for the present invention is in connection with an upshift or downshift in the gearbox, so the invention also provides a solution which enables a built-up air pressure in the inlet system to be used efficiently to obtain a good torque response when loading the second gear at a downshifting or upshifting. Regardless of areas of use, according to another preferred embodiment of the invention it is also suitable that other means for regulating the gas flow are also controlled based on the first parameter P1 for even more efficient use of the air in the inlet system. Examples of such bodies common in motor vehicles are VGT and EGR dampers.
    That the first parameter P1 is related to the gas pressure plc upstream of the means should be understood as meaning that the first parameter P1 may be identical to the actual gas pressure plc upstream of the means 40 in the air inlet system but also have a direct or indirect connection with said gas pressure plc. the first parameter P1 is obtained as an function of, or otherwise associated with, one or more gas pressure values upstream of the means. The function or relationship can include constants, coefficients, or other mathematical expressions. Furthermore, the function or relationship can assume discrete or logical or continuous values depending on the application.
    One way to obtain a direct value of the first parameter P1 is with the use of one or fl your pressure sensors / sensors set up in the air inlet system upstream of the means 40. This is a straightforward way which gives fast and precise values of the first parameter P1. However, specific hardware is required in the form of, for example, sensors and cables for signal transmission. An indirect value of the first parameter P1 can also be obtained using sensors / sensors.
    Another way of obtaining the value of the first parameter P1 is with the use of a model for the gas pressure in the air inlet system upstream of the means 40 instead of the use of pressure sensors. Thus, the specific hardware described above is not needed, but instead requires computing power and memory, and possibly. other hardware, such as turbine speed sensors, mass sensor and pressure sensors located at locations other than upstream of the means 40.
    The first parameter P1 can, for example, be modeled as the amount of air / gas available in the volume that makes up the air inlet system (eg pipes and charge air coolers), which can be seen as a reservoir. How long is the air / gas in the reservoir sufficient for e.g. at a throttle for the second gear G2 can be calculated with other additional parameters, such as, for example, engine speed and volumetric efficiency. An additional way to model the gas pressure in the air inlet system is by estimating the flow into and out of the charge air cooler when one is installed. The charge air cooler is then modeled both as a volume and a fl fate restriction (it usually consists of many narrow pipes which leads to a pressure drop). The flow restriction means a pressure drop. Because the volume of the charge air cooler is known, the pressure in it can be calculated.
    The flow into the charge air cooler can be obtained, for example, using a compressor node or a mass fl fate sensor, while fl fate out of the charge air cooler can be calculated with throttle equations and calculation of fl fate into the engine. It should be noted, however, that it is also possible to combine the use of pressure sensors (or other suitable sensors / sensors) with different models to obtain values of the first parameter P1.
    The one or two first parameters P1 are used, for example, as input parameters to a control algorithm arranged to regulate the gas pressure upstream of the means 40 to a desired value.
    The control algorithm can be of many different types and can e.g. be a simple algorithm that only looks at the first parameter P1 and uses one or fl your threshold values (eg a higher and a lower threshold value) to determine which control measure to take. A more advanced control algorithm also takes into account one or more additional parameters, which will be described in more detail in the following description of various embodiments of the invention.
    According to another embodiment of the invention, the means 40 are controlled so that the gas pressure plc upstream of the means is regulated towards a so-called setpoint plc or target value. This means that the control algorithm controls the means 40 so that the gas pressure plc is regulated towards a specific setpoint p1.
    This results in a feedback algorithm. The value of said setpoint plc may depend on the desired purpose, such as a good torque response in connection with a shift or improved exhaust gas purification. The setpoint plc can also be a function of time so that the value changes during a process such as during a different main stages of a change related to different times, see for example Figures 3 and 4.
    According to another preferred embodiment of the invention, the means 40 is arranged to regulate a gas pressure in an inlet system of an internal combustion engine is controlled based on one or more of the first parameters P1 in connection with an upshift or downshift in a gearbox 30 from a first gear G1 to a second gear G2. That the means 40 is controlled based on one or fl your one or första first parameters P1 in connection with an upshift or downshift shall be understood as meaning that this control takes place from a time period before the laying of the first gear to a time period after the loading of the second gear. The exact duration of these time periods depends on the application, but in general the control of the member 40 takes place in connection with the torque reduction and torque increase which each upshift or downshift entails, see the motor torque curves in Figures 3 and 4.
    Figures 3 and 4 show time diagrams for engine speed, engine torque, position of the throttle damper (how open or closed the throttle damper is), and a gas pressure upstream of plc and a gas pressure downstream of the IM means 40 in the case of an upshift (Figure 3) and a downshift (Figure 4) from a first gear to a second gear for an engine system according to the system of Figure 2. It is thus noted that Figure 2 shows an embodiment of the invention in which the engine system comprises a turbo system (a VGT in this case) and a charge air cooler. Furthermore, the means 40 for regulating the gas pressure in the air inlet system in this example is a throttle but may be any other suitable means with the same or corresponding function, i.e. to regulate the gas pressure in the air inlet system.
    Upshifting As shown in figure 3, the throttle damper (corresponding to the member 40) can be brought to a more closed position already during the starting process of the upshifting, i.e. in the event of a reduction of an engine torque in connection with the transmission. By bringing the throttle to a more closed position, a pressure drop is obtained over the throttle. This results in a lower gas pressure in the inlet pipe (downstream of the means 40) than the pressure in the charge air cooler (upstream of the means 40). The throttle is controlled so that the gas pressure in the charge air cooler is utilized during the reduction of the engine nominal in connection with the upshift, ie. that the gas pressure plc upstream of the means 40 increases or is substantially maintained during this part of the upshift when the first gear is to be disengaged. In case there is a charge air cooler installed in the air inlet system, the method according to the invention essentially tries to keep the pressure as high as possible, or maintain or increase the pressure in it because there is a large volume (reservoir) between the turbocharger that pressurizes the system and the throttle. pipes and the charge air cooler itself. By maintaining or increasing the gas pressure in this volume, it functions as an air reservoir whose air volume can be saved for combustion later in the upshift, which leads to a very good torque response. If, on the other hand, the gas pressure cannot be maintained or increased, the throttle damper is controlled so that the gas pressure is kept as high as possible in the charge air cooler according to another embodiment of the invention.
    According to the prior art, the VGT is usually used to regulate the pressure upstream of the body in connection with switching. In order to quickly reduce the engine speed during the shift, the VGT (and possibly the EGR damper) is closed so that a large back pressure builds up on the exhaust side, which means that when the shift procedure reaches time C in Figure 3, the engine speed will quickly fall due to the high back pressure. The disadvantage of this method is that the compressor has not necessarily worked in its most efficient working area, which is why the pressure on the inlet side builds up more slowly or even drops, which leads to a poor torque response during shifting. Furthermore, there is an obvious risk that the speed of the turbo turbine will decrease, with the result that it will take a long time before the turbo returns to speed. If, instead, a high mass fate through the compressor is prioritized when controlling the VGT, this means that the exhaust back pressure will be low, which is why the reduction of the engine speed takes a long time during the changeover. There is then also a great risk that the air in the inlet system's reservoir is consumed unnecessarily. With the present invention, the control of the throttle damper can be combined with the control of the VGT (and possibly
    EGR damper) for improved results regarding the use of the air / gas upstream of the throttle damper. This means that the VGT is also controlled based on the first parameter P1 according to a further embodiment of the invention.
    During an upshift, the VGT and throttle must be controlled so that the pumping work between times C and D in Figure 3 is sufficiently large, but at the same time a high gas pressure plc must be maintained at time D. By sufficiently large pump work is meant that the pumping work is so large that the engine speed at least falls a certain number of revolutions at a certain time during the synchronization phase. Typical values can be between 1200-1500 rpm / s to get a fast 11 speed. This is achieved mainly by closing the VGT so that a large exhaust back pressure is formed. The VGT is then controlled, for example, against a certain exhaust back pressure (for example 6 bar) and the control of the VGT can already start at time A in figure 3 because the system knows that an upshift is to take place. In this way, the system has time to build up the exhaust back pressure in a controlled manner until the changeover procedure arrives at time C in figure 3. At the same time, at time A in figure 3, the system closes to the throttle as much as possible without risking any. oil coating is formed. The risk of pumping must also be managed during the changeover. In the case where there is a risk of pumping, the mass flow through the compressor must be reduced, which in turn results in the gas pressure plc being reduced. This can be achieved by opening either the throttle damper or the VGT, which means that the VGT can also be controlled in this case based on the first parameter P1. Alternatively, both the throttle damper or the VGT can be opened in a cooperating method according to another embodiment of the invention.
    According to an alternative gearing procedure, the VGT can be controlled towards the best turbine power instead of the pump work being prioritized, ie. The VGT can be controlled to create as good a mass genom fate through the compressor as possible and thereby increase the gas pressure plc. This method does not lead to as large an exhaust back pressure as the method described above but is very useful in cases where the time for the actual upshift is not critical . The throttle damper is then controlled so that it is as closed as possible without this leading to pumping or that possibly. oil coatings are formed. An example of such a type of shift could be during an acceleration in a downhill run, ie. in a case where a speed drop is small due to a slower synchronization during switching.
    According to a further embodiment of the invention, the VGT is controlled so that the gas pressure plc upstream of the means is regulated towards a so-called setpoint plc or target value. This means that the control algorithm controls the VGT so that the gas pressure plc is regulated against a specific setpoint pl. The value for said setpoint can depend on the purpose such as a good torque response in connection with a shift or for improved exhaust gas purification. The setpoint can also be a function of time so that the value changes during a process, such as during a different time stages of a Shift. Furthermore, control of the VGT and the means 40 can be coordinated so that both the VGT and the means 40 are controlled so that the gas pressure plc upstream of the means is regulated against the setpoint pT.
    As for the EGR damper, it should in principle always be closed. If a good torque response is desired, the air for combustion is not mixed with exhaust gases. However, the system may be forced to use the EGR during the changeover to meet legal requirements regarding exhaust gases. Usually the EGR damper closes as soon as the system understands that a shift is in progress. When accelerating, the system may open the EGR damper to reduce emissions. One way of achieving this is that the EGR damper is controlled against a certain calibrated EGR quantity (however, the opposite occurs that the EGR damper instead regulates the air volume and the VGT the EGR quantity).
    It is further noted that the throttle damper is also controlled so that an air gap at the throttle damper decreases when the engine nominal is reduced in connection with when the first gear G1 is disengaged. Furthermore, the throttle damper is controlled so that the gas fl at the throttle damper increases when the engine torque increases in connection with when the second gear G2 is engaged, as shown in Figure 3. When the first gear G1 has been disengaged and the engine speed drops, no engine torque is requested and thus fuel is injected. zero. When the target engine speed for the second gear is reached, zero torque will be required for the engine to remain at the target engine speed so that the second gear G2 can be engaged.
    During the upshift, the throttle is further controlled so that the gas flow at the throttle increases from a time period T1 before the insertion of the second gear G2. The time period T1 assumes a value in the range 0.01 to 0.50 s, and values around 0.1 s (0.05-0.30 s) are appropriate with respect to response times for existing actuators in motor vehicles. Other parameters that affect the value of the time period TI are how long it takes to fill the volume available after the organ / throttle 40 but before the cylinders. Said time period T1 is thus used to compensate for the time delay of actuators and the above-mentioned volume. The advantage of this procedure is that direct torque response, ie. without delay, obtained.
    Just before the target engine speed for the second gear G2 is reached, it is furthermore suitable that the throttle is opened up so that there is the right amount of air and thus air / fuel mixture for the engine to be able to maintain a zero torque. This will cause the gas pressure downstream of the throttle p [M] to increase and the gas pressure upstream of the throttle to IC to decrease.
    When the second gear G2 has been engaged, the engine torque will be increased to, for example, the driver-requested engine torque. Increased engine torque means a larger amount of fuel injected into the engine cylinders and thus a need for a larger amount of air into the cylinders.
    The throttle damper will be adjusted to maintain the required lambda value. Finally, if the excess stored air in the air inlet system is exhausted, the throttle will be brought to an open position (possibly a fully open position if necessary) so as not to restrict the air supply to the engine. From the above it is understood that certain other additional conditions (side conditions) may be suitable for the control of the organ, ie. that the body is also controlled with regard to one or ytterligare your additional parameters.
    For this reason, the means 40 according to an embodiment of the invention is further controlled based on at least a second parameter P2 which is related to lambda Ä, i.e. an air / fuel mixture in one or more cylinders of the internal combustion engine 10. Lambda Ä is an accepted concept in internal combustion engine theory and can for example be defined as: Ä =, where Wu ”is mass fl deserted air into the cylinder, l / Vfuel is mass fl deserted fuel into the cylinder and Z is a constant. The constant Z is chosen so that lambda Ä is 1 if a stoichiometric ratio prevails, ie. the amount of air is just enough for the amount of fuel to be burned. If lambda Ä is below 1, there is not enough air for a given amount of fuel that has been injected into the cylinders. If lambda Ä is above 1, there is an excess of air and there is more air than is needed for combustion. As the fuel does not come into contact with all available air, a theoretical value of lambda Ä equal to 1 for a good combustion is not enough, but typically lambda Ä assumes a value above 1 in a diesel engine for good combustion (lambda Ä can t. eg lie at about 1.3 in this case).
    In general, according to another embodiment of the invention, the throttle can be controlled so that it does not open completely after loading the second gear, as this could lead to the built-up pressure in the charge air cooler being "punctured" and thus to an unnecessary excess of air for combustion. . Instead, the throttle damper (and the VGT, and / or EGR damper) is controlled so that the built-up pressure in the charge air cooler is supplied to the combustion as needed, whereby 14 lambda are kept at the minimum permitted level (lambda Ä must therefore assume a value of just over 1).
    This reduces or avoids the torque limiting time during the shift, which is a great advantage. This means that according to a further embodiment of the invention the member 40 is controlled towards a desired setpoint of lambda k. This can be done in order to obtain a good torque response in connection with a shift but also in order to improve the combustion and / or exhaust purification in the engine system.
    According to another embodiment, the means 40 is further controlled based on at least a third parameter P3 which is related to a flow through, and a pressure drop across a turbocharger in the engine system. This of course applies in the case that the engine system comprises a turbo system with such a compressor. It is well known to those skilled in the art that a turbo system can start pumping which one wants to avoid. In order to avoid pumping, a certain relationship between the said fl fate and pressure drop must assume a value on the "right side" of the pump line ("surge limit"). By also including the third parameter P3 in the control of the member, pumping can be avoided. The means 40 are thus controlled so that the flow and the pressure drop across the compressor 61 are kept at such levels that the turbo does not pump according to one embodiment.
    According to a further embodiment of the invention, the means is further controlled based on at least a fourth parameter P4 which is related to a gas pressure pm downstream of the means 40.
    Namely, there is a risk that an oil coating is formed in the cylinders if the gas pressure pm downstream of the member 40 is too low. This results i.a. in increased oil consumption and increased emissions because the oil will be burned in the engine. For this reason, it is suitable that the gas pressure pm downstream of the means is kept above a threshold value, the threshold value preferably being less than 0.9 bar (90,000 Pa).
    With further reference to Figure 3, an embodiment of a method according to the invention can take place according to the following fl description of fate in an upshift: A. At A, an upshift is started by reducing the engine torque and at the same time causing the throttle to assume a more closed position to the pressure in the charge air cooler shall be preserved or increased; B. At B, the motor is put into torque-free condition so that the first gear G1 can be disengaged, and that the motor is really put into torque-free condition can be done by means of a suitable control loop; C. At C, the first gear G1 is disengaged and no engine nomination is required, at the same time the throttle is brought to an even more closed position in order to maintain or increase the pressure in the charge air cooler. At step C, the current engine speed also drops a) to a desired target engine speed for the second gear G2, and this can be done by means of a suitable control loop; D. At D, open the throttle damper to increase the pressure in the inlet pipe after the throttle damper. The throttle is opened at a time period T1 before the insertion of the second gear G2, which has been described above; E. At E, the current engine speed is the same as the target engine speed and the second gear G2 is engaged and the throttle is steered to a desired value for k; Fl At F the motor torque is increased; G. At G, the excess air in the charge air cooler is exhausted and the throttle is kept fully or partially open so that the engine is not throttled on air; and H. At H, the desired torque is reached.
    Shift-down In the case of a downshift, the throttle (or member 40) is controlled in the same way as in a shift described above. However, there are some differences in the control of the organ between these two alternating cases. One difference between upshift and downshift is that the engine torque during a downshift never becomes zero, as shown in Figure 4. Another difference is that the engine speed must go up during a downshift so that the second gear G2 can be engaged. A further difference is that the gas vid at the throttle is not increased before the insertion of the second gear G2 but during the insertion of the second gear G2.
    As shown in Figure 4, the throttle can be brought into a more closed position already during the starting process of the shift, ie. in the event of a reduction of an engine nominal in connection with the downshift. When the first gear G1 has been disengaged, an engine number is requested so that the engine speed increases. When the target speed of the second gear G2 is reached, zero torque is required for the engine to remain at the target speed so that the second gear G2 can be engaged. When the second gear G2 has been engaged in 16, the engine torque will be increased to, for example, the driver torque and throttle control then in the same way as in the upshift. Even in the case of a downshift, a control algorithm for the device can also be based on one or more of the second P2, third P3 and fourth P4 parameters as above.
    With further reference to Figure 4, an embodiment of a method according to the invention can take place according to the following description of fate in the event of a downshift: A. At A a downshift is started by reducing the engine torque and at the same time causing the throttle to take a more closed position to pressurize the charge air cooler. shall be preserved or increased; B. At B, the motor is put into torque-free state so that the first gear G1 can be disengaged, and that the motor is really put into torque-free state can be done by means of a suitable control loop; C. At C, the first gear G1 is disengaged and a higher engine torque is required to increase the engine speed, at the same time the throttle is controlled so that the pressure in the charge air cooler can be maintained or increased provided that a desired value for Ä is obtained. At step C, the current engine speed also drops a) to a desired target engine speed for the second gear G2 and that this is the case can be done by means of a suitable control loop; D. At D, the current engine speed is the same as the target engine speed and engine torque can be reduced, and the second gear G2 is engaged and the throttle is steered to a desired value for Ä; E. At E the motor torque is increased; F. At F, the excess air in the charge air cooler is exhausted and the throttle is kept fully or partially open so that the engine is not throttled on air; and G. At G, the desired torque is reached.
    The present method can be implemented in a control system comprising, for example, a control device arranged to control all or parts of a motor system of a motor vehicle.
    Furthermore, the control system may comprise further control devices arranged to control other functions such as external load, external heater, etc. Control devices of the type shown are normally arranged to receive one or more sensor signals from different parts of the vehicle and 17 as well as from other control devices. These control devices are furthermore usually arranged to deliver control signals and / or information signals to various vehicle components and / or other control devices. The control devices may also comprise, or be connected to, a calculation unit arranged for calculation / simulation of predicted parameter values.
    Usually, control systems in modern motor vehicles consist of a communication bus system consisting of one or two communication buses for interconnecting a number of electronic control units (ECUs) or controllers, 115, 208, and various components arranged on the motor vehicle. Such a control system may comprise a large number of control devices and the responsibility for a specific function in the motor vehicle may be divided into one or more of your control devices.
    The control is often done with programmed instructions. These programmed instructions typically consist of a computer program, which when executed in a computer or controller causes the computer / controller to perform the desired control method, such as methods of the present invention. The computer program is usually part of a computer program product, wherein the computer program product comprises a suitable digital non-functional / permanent / permanent / durable storage medium 121 on which the computer program is stored. Said digital digital non-permanent / permanent / durable storage medium consists of a suitable memory, such as for example: 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.
    An exemplary control device (control device 208) is shown schematically in Fig. 5, wherein the control device in turn may comprise a calculation unit 120, which may consist of e.g. any suitable type of processor or microcomputer, e.g. a Digital Signal Processor (DSP), or an Application Specific Integrated Circuit (ASIC). The computing unit is further connected to a memory unit 121, which provides the computing unit e.g. the stored program code and / or the stored data calculation unit needs to be able to perform calculations.
    The calculation unit is also arranged to store partial or final results of calculations in the memory unit. Furthermore, the control device is provided with means / 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 may be detected as information for processing the computing unit. The devices 123, 124 for transmitting output signals are arranged to convert calculation results from the calculation unit into output signals for transmission to other parts of the motor vehicle control system and / or the component (s) for which the signals are intended. Each of the connections to the devices for receiving and transmitting input and output signals, respectively, may consist of one or more of a cable; a data bus, such as a CAN, a MOST (Media Oriented Systems Transport), or any other suitable bus configuration, or wired alternative wireless communication connection.
    Furthermore, the present invention relates to a system corresponding to some embodiment of the method according to the invention. This means that the system can be modified with suitable changes according to any embodiment of the method according to the invention. The system comprises an internal combustion engine 10 connected to an air inlet system and an exhaust system, respectively. Furthermore, the combustion engine is mechanically coupled to a gearbox 30. The system further comprises a means 40 which is arranged in the air inlet system and is arranged to regulate the gas pressure in the air inlet system. In addition, the system comprises a control device coupled to the means 40 and arranged to control the means 40. The control device in this case comprises a receiving unit and a control unit. The receiving unit is arranged to receive at least a first parameter P1 which is related to a gas pressure plc upstream of the means 40 in the air inlet system. Furthermore, the control unit is arranged to control the means 40 based on the at least one first parameter P1, for example in connection with an upshift or downshift in the gearbox from a first gear G1 to a second gear G2 or for efficient combustion and / or exhaust gas purification. It should be noted that the control device may be a separate control device, a part of another control device which controls one or more of your organs or units, or part of a larger control system comprising a plurality of control devices.
    One or more systems according to the present invention may be arranged in a motor vehicle, such as a bus, truck or the like. According to a preferred embodiment of the invention, the internal combustion engine of the system is a diesel engine. Finally, it is to be understood that the present invention is not limited to the embodiments of the invention described above but relates to and encompasses all embodiments within the scope of the appended independent claims.
    权利要求:
    Claims (19)
    [1]
    A method of controlling a means (40) in an engine system, said system comprising an internal combustion engine (10) coupled to an air inlet system and an exhaust system, respectively, and further mechanically coupled to a gearbox, and said means (40) arranged in said air inlet system and is arranged to regulate the gas pressure in said air inlet system, the method being characterized in that said means (40) is controlled based on at least a first parameter P1, which first parameter P1 is related to a gas pressure plc upstream of said means (40) in said air inlet system. air inlet system.
    [2]
    The method of claim 1, wherein said means (40) is controlled based on said first parameter P1 to regulate said gas pressure plc.
    [3]
    The method of claim 2, wherein said means (40) is controlled to regulate said gas pressure plc against a setpoint pl for said gas pressure plc.
    [4]
    A method according to any one of the preceding claims, wherein said means (40) is controlled based on said first parameter P1 in connection with an upshift or downshift in said gearbox from a first gear G1 to a second gear G2.
    [5]
    The method of claim 4, wherein said means (40) is controlled based on said first parameter P1 so that said gas pressure plc is kept as high as possible, increases or is substantially maintained during a portion of said upshift or downshift.
    [6]
    A method according to any one of claims 3-5, wherein said means (40) is controlled based on said first parameter P1 so that a gas fl fate at said means (40): decreases with a decrease of an engine torque in connection with when said first gear G1 laid out; and / or increases with an increase of an engine number in connection with when said second gear G2 is engaged. 10 15 20 25 30 21
    [7]
    A method according to claim 6, wherein said upshifting or downshifting refers to an upshifting, and said means (40) is controlled based on said first parameter P1 so that said gas vid fate at said means (40) increases from a time period T1 before the insertion of said second gear G2.
    [8]
    The method of claim 7, wherein said time period Ti assumes a value in the range of 0.01 to 0.50 seconds.
    [9]
    A method according to any one of the preceding claims, wherein said means (40) is further controlled based on at least a second parameter P2, which second parameter P2 is related to lambda Ä, i.e. an air / fuel mixture in one or more cylinders of said internal combustion engine (10).
    [10]
    A method according to any one of the preceding claims, wherein said engine system further comprises a turbo system comprising a compressor (61) mechanically coupled to a turbine (62), and said means (40) is further controlled based on at least a third parameter P3, which third parameter P3 is related to a genom throughput, and a pressure drop across said compressor (61).
    [11]
    A method according to any one of the preceding claims, wherein said means (40) is further controlled based on at least a fourth parameter P4, which fourth parameter P4 is related to a gas pressure p 1 M downstream of said means (40).
    [12]
    The method of claim 11, wherein said means (40) is controlled so that said gas pressure p IM downstream of said means (40) is greater than a threshold value, which threshold value assumes a value below 0.9 bar.
    [13]
    A method according to any one of the preceding claims, wherein said means (40) is a throttle.
    [14]
    A method according to any one of the preceding claims, wherein said engine system further comprises a VGT, which VGT is controlled based on said first parameter P1 to regulate said gas pressure pm. 10 15 20 22
    [15]
    A method according to claim 14, wherein said VGT is controlled to regulate said gas pressure plc against a setpoint pT for said gas pressure p m.
    [16]
    A computer program comprising program code, which when said program code is executed in a computer causes said computer to perform the method according to any one of the preceding claims.
    [17]
    A computer program product comprising a computer readable medium and a computer program according to claim 16, wherein said computer program is included in said computer readable medium.
    [18]
    A system comprising an internal combustion engine (10) coupled to an air inlet system and an exhaust system, respectively, and further mechanically coupled to a gearbox, said system further comprising a means (40) arranged in said air inlet system and arranged to regulate the gas pressure in said air inlet system, and a control device coupled to said means (40) and arranged to control said means (40); characterized in that said control device comprises: a receiving unit arranged to receive at least a first parameter P1 which is related to a gas pressure p IC upstream of said means (40) in said air inlet system, and a control unit arranged to control said means (40) based on said at least a first parameter P1.
    [19]
    A motor vehicle comprising at least one system according to claim 18.
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    同族专利:
    公开号 | 公开日
    BR112015015087A2|2017-07-11|
    SE539406C2|2017-09-12|
    WO2014120071A1|2014-08-07|
    DE112014000369T5|2015-10-08|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US6692406B2|2001-08-29|2004-02-17|Eaton Corporation|Shift control strategy for use with an automated manual transmission coupled to a turbocharged internal combustion engine|
    DE102005055011B4|2005-11-18|2017-03-02|Bayerische Motoren Werke Aktiengesellschaft|Motor vehicle with manual transmission and exhaust gas turbocharger device|
    US8241177B2|2009-08-24|2012-08-14|Ford Global Technologies, Llc|Methods and systems for turbocharger control|
    SE1150210A1|2011-03-10|2012-09-11|Scania Cv Ab|Method for controlling pump work of an engine|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE1350092|2013-01-29|
    SE1450078A|SE539406C2|2013-01-29|2014-01-28|Control of an organ in the air intake system of a motor system|SE1450078A| SE539406C2|2013-01-29|2014-01-28|Control of an organ in the air intake system of a motor system|
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