• 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:
    Method for determining the composition and quality of a fuel mixture for operating a combustion engine (11) comprises using control information from an engine control unit (30) based on cylinder pressure. Preferred Features: The composition and quality of the fuel is determined from adjusting parameter correction values and/or control deviation values from the engine control unit. The adjusting parameter correction values and/or control deviation values are fed to a classifier (40) and the output parameters from the classifier are fed to the engine control unit.
    公开号:SE534720C2
    申请号:SE0850120
    申请日:2008-12-05
    公开日:2011-11-29
    发明作者:Haris Hamedovic；Axel Loeffler；Wolfgang Fischer；Roland Karrelmeyer；Gerald Graf
    申请人:Bosch Gmbh Robert；
    IPC主号:
    专利说明:

    The v20 534 20 part can be registered and taken into account by the engine control of the internal combustion engine by means of a lamblas probe and / or a knock sensor. However, even rapid changes with considerable deviation can occur in the composition of the fuel mixture, for example after refueling. If the internal combustion engine is operated with 100% petrol and when the tank is refueled with an almost empty tank, starting difficulties can result and disturbances in the combustion can occur, which can also increase the exhaust emission. According to the prior art, such rapid changes in the composition of the fuel can be detected by means of an alcohol sensor.
    However, this component increases the cost of the internal combustion engine.
    For the operation of diesel engines, the diesel fuel extracted from crude oil is increasingly mixed with biodiesel components, known as FAME fuels. Furthermore, 2nd generation fuels, made entirely of biomass (cellulose), are known. These fuels are, for example under the market name SunFuel, almost ready for series production and can also be mixed into diesel fuels.
    Thus, the composition of the finally available fuel mixture and the associated combustion properties of the fuel mixture can fluctuate in larger areas.
    Engine controls are further known, which take place on the basis of a direct cylinder-individual combustion chamber signal. Cylinder pressure sensors are preferably used as sensors, which with a high resolution in time determine the pressure profile during a combustion rate. In this case, for example, the indicated average pressure pmi l at least one combustion chamber of the internal combustion engine as a measure of the mechanical work performed by the internal combustion engine and the position determined by the pressure profile for the combustion center of gravity MFB50 (Mass Fraction Burnt) can be provided as control parameters. Such cylinder pressure-based engine control concepts already far stabilize the main effects that a change in the composition of the present fuel mixture has on the combustion. 534 720 From the not yet published publication R 318837 a method for determining a composition of a fuel mixture of a first fuel and a second fuel for operation of an internal combustion engine is known, wherein the first and the second fuel have different combustion rates and / or different specific energy contents and wherein the internal combustion engine has at least one pressure sensor in at least one combustion chamber, by means of which a time and / or angular synchronous pressure course in the combustion chamber can be determined.
    It is ensured that the composition of the fuel mixture is determined during a combustion phase from the time and / or angular synchronous pressure course of the gas pressure in the combustion chamber.
    A disadvantage of this method is that it is a purely identification function and that in addition to the pressure sensor a separate evaluation electronics must be provided for determining the composition of the fuel mixture from the pressure sensor data.
    The object of the invention is to provide a method which enables a reliable and cost-effective identification of the composition of a fuel mixture or the quality of a fuel within an existing control concept for internal combustion engines.
    ADVANTAGES OF THE INVENTION The object of the invention is solved by determining the composition of the fuel mixture or the quality of the fuel on the basis of control information from the cylinder pressure-based engine control. Fuel mixtures of different composition, for example petrol-alcohol mixtures or diesel-biodiesel mixtures, or fuel of different quality, for example in the case of octane numbers in petrol or cetane numbers in diesel fuels, have different combustion properties. Thus, different fuel mixtures or fuel qualities differ in terms of combustion rate or the specific energy released by combustion. Such differences 534 720 are largely compensated for by a cylinder pressure-based engine control by proper control interventions. The cylinder pressure-based engine control has consequently system-conditioned all information, which enables a determination of the composition of a fuel mixture or the quality of a fuel. It is advantageous then that the determination can take place without additional necessary components, for example additional sensors. It is further advantageous that the determination can take place continuously and does not require an external trigger, for example through the identification of a refueling process.
    According to the invention, it is provided that the determination of the composition of the fuel mixture or the quality of the fuel takes place by control quantity corrections and / or control deviations of the cylinder pressure-based engine control. A change in the composition of a fuel mixture or the quality of a fuel, for example as a result of a refueling process, first leads to a control deviation of at least one parameter controlled by the cylinder pressure-based engine control relative to a setpoint predetermined by the engine control. Depending on the operating condition of the internal combustion engine, the setpoint may be predetermined for a fuel mixture or a fuel quality or still the most recently determined fuel mixture or fuel quality may be valid. The magnitude of the control deviation is consequently a measure of the deviation in the composition of the fuel mixture and the deviation in the quality of the fuel from the predetermined value, from which the composition of the fuel mixture or the quality of the fuel can be determined.
    The control deviation is converted by the cylinder pressure-based motor control to a control quantity correction, which together with a corresponding predetermined control quantity is applied to the motor control. Consequently, in accordance with the regulatory deviation, it is a parameter for determining the composition of the present fuel mixture or the quality of the fuel. 534 720 Furthermore, it is ensured that the control quantity corrections and / or control deviations are added to a classifier, that the composition of the fuel mixture or the quality of the fuel is determined by the classifier as starting quantities and that the starting quantities of the classifier are added to an engine control. of the engine control when determining the corresponding setpoints for the cylinder pressure-induced engine control, for example for an indicated average pressure or for an average combustion position, and when determining the corresponding predetermined control quantities for the internal combustion engine, for example for the injection amount or injection time. By adjusting the setpoints and / or the predetermined control quantities, the control circuit of the cylinder pressure-based engine control can advantageously always be operated in the average control range. The use of a classifier has the advantage that it can be used for different applications, for example in both diesel and otto engines with Flex-Fuel-Dríft, whereby the classifier only has to be programmed according to the corresponding input quantities and a corresponding calibration of the classifier for each application must be performed. . Classifier, engine control and cylinder pressure-based engine control can then be integrated into a proper engine electronics as a hardware and / or software solution. In accordance with a further preferred embodiment variant of the invention it can be provided that the determination of the composition of the fuel mixture or the quality of the fuel takes place from the control quantity correction q_M1 of an injection quantity and / or from the control quantity correction of a ignition time and / or from the control deviation and / or from the control deviation MFB50 of an average combustion mode and / or from the control quantity correction and / or the control deviation of a parameter derived from the aforementioned quantities. 534 720 The mentioned control information is regulated or adjusts depending on the composition of the fuel mixture or on the quality of the fuel used in conventional cylinder pressure-based engine control concepts. In this case, the injection amount is connected to the indicated average pressure and consequently to the indicated work of the internal combustion engine, while the injection time in self-igniting internal combustion engines and the ignition time in internal combustion engines with special igniters correlate with the average combustion state. As a derived parameter, for example, a released total energy Q calculated with the aid of a protective process calculation can be used as a control variable for load control, while the control of the combustion mode is also possible via the mode for a maximum pressure gradient. Correspondingly, control quantity corrections and control deviations in cylinder pressure-based engine control circuits designed according to these parameters can be used to determine the fuel composition or to determine the fuel quality.
    An appropriate evaluation of the classifier's input data can be done by the classifier determining the composition of the fuel mixture or the quality of the fuel from characteristic curves or a computer-based calculation model.
    Dawid are corresponding characteristic curves, for example empirically through a corresponding test operation, easy to produce, while a computer-based calculation model enables a higher accuracy in determining the fuel composition or in determining the quality of the fuel.
    In order to increase the accuracy and reduce the effect of disturbances, for example an uncorrected drift of an air mass sensor, it may be provided that the classifier is supplied with additional cylinder pressure-based parameters, in particular the maximum pressure gradient and / or the maximum pressure gradient and / or combustion time and / or the maximum pressure and / or position of the maximum pressure and / or the released total energy and / or the maximum released differential energy amount and / or the position of the maximum released differential energy amount and / or a measure of the combustion stability. These additional cylinder pressure-based parameters can thus also be taken into account when determining the fuel composition or the quality of the fuel within the characteristic curves or the computer-based calculation model of the classifier. In this case, the measure of combustion stability can be determined on the basis of one or more of the standard deviations of the mentioned parameters relative to the average value. The position of the various parameters can, for example, be described by means of a corresponding crankshaft angle.
    In addition to the composition of the present fuel mixture or the quality of the fuel, there are also deviating environmental conditions in the surface of the engine's combustion, which is also compensated for by the cylinder pressure-based engine control and consequently introduced in the appropriate control quantities. A further improvement of the accuracy can thus be achieved by adding parameters such as atmospheric pressure and external temperature to the classifier, which are then taken into account when determining the composition of a fuel mixture or the quality of a fuel.
    A further positive effect on the accuracy of the determination of the fuel composition or the quality of the fuel can be achieved by activating the classifier under stable operating conditions of the internal combustion engine and / or at the idle of the internal combustion engine and / or above a predetermined operating temperature of the internal combustion engine. a certain atmospheric pressure is present and / or when a predetermined outer temperature range. For example, a check of the operating temperature of the internal combustion engine makes it possible to determine the composition of the fuel mixture or the quality of the fuel does not take place at the cold start of the internal combustion engine or during the subsequent warm-up phase.
    The operating temperature of the internal combustion engine can be easily controlled by the engine or cooling water temperature. 534 20 Since the starting and warm-up properties change drastically, in particular through the admixture of bioethanol in petrol in flex-Fuel-Drift otto engines, it may be advantageous to carry out a rough determination of the composition of the fuel mixture and / or the quality of the internal combustion engine. starting phase and / or hot running phase and that an exact determination of the composition of the fuel mixture and / or the quality of the fuel is carried out in at least one subsequent operating phase of the internal combustion engine. The control and regulation of the internal combustion engine can thus already during the start-up and warm-up phase be roughly adjusted to the composition or fuel quality of a new fuel mixture, which enables trouble-free operation during these phases.
    In accordance with a preferred embodiment variant of the invention, it can be provided that the function of the cylinder pressure-based engine control and / or the classifier is realized in the form of a program code in a superior engine control or in a separate hardware. In particular, the realization in a superior motor control means the advantage that no additional building elements are needed and the realization of the method through a simple software extension in an existing electronics can be made cost-effective.
    The method can preferably be used for determining the composition of a petrol / alcohol-fuel mixture and / or for determining the composition of a diesel / biodiesel fuel mixture and / or for determining the octane number of a fuel and / or for determining the cetane of a diesel fuel. speech.
    The method can further preferably be used for determining the composition of a fuel mixture and / or the quality of a fuel for operating an internal combustion engine with a special igniter and / or a self-igniting internal combustion engine.
    BRIEF DESCRIPTION OF THE FIGURES 534 720 The invention is explained in more detail below with reference to an exemplary embodiment illustrated in the figure. There shows: Figure 1 in a schematic representation of an engine electronics with a cylinder pressure-based engine control and a classifier for determining the composition of a fuel mixture.
    DESCRIPTION OF EMBODIMENTS Figure 1 shows in a schematic representation of an engine electronics 10 with a cylinder pressure-based engine control 30 and a classifier 40 for determining the composition of a fuel mixture for an internal combustion engine 11, which can be run on diesel, with biodiesel or with a mixture of diesel and biodiesel. Only the components of the motor electronics 10 which are necessary for the description of the invention are shown.
    For a better understanding, the engine electronics 10 are divided into the known areas of cylinder pressure-based motor control 30, motor control 20 and the inventive classifier 40. Cylinder pressure-based motor control 30, motor control 20 and classifier 40 can, however, be integrated as a hardware and software component . i Motor control 20 contains characteristic control curves q_M | 21, characteristic strength curves SO1_M1 22, characteristic setpoint curves p_M | 23 and characteristic setpoint curves MF B50 24. These characteristic curves are supplied as input quantities with a load signal 29, which describes the load of the internal combustion engine 11, and the speed of the internal combustion engine 11.
    The characteristic curves q_M | 21 determines from the input quantities load signal 29 and speed 50 a predetermined control quantity q_M | 25, which 534 720 as a control variable determines an as yet uncorrected injection amount for the internal combustion engine 11.
    The characteristic curves SO | _M | 22 determines from the input quantities a predetermined control quantity SO | _M | 26, which also represents a not yet corrected predetermined value for the Start of Injection SOI of the internal combustion engine 11.
    The characteristic setpoint curves p_MI 23 give from the input quantities a setpoint p_MI 27 as setpoint for an indicated average pressure p_MI in the control circuit of the cylinder pressure-based motor control 30.
    The characteristic setpoint curves MFB50 determine as a starting parameter a setpoint MFB50_bör 28 as well as a predetermined setpoint for the cylinder pressure-based engine control 30. In this case, MFB5O stands for Mass Fraction Burnt 50%, ie the position of the combustion center of gravity.
    The control circuit of the cylinder pressure-based engine control 30 is in the selected production assigned to the internal combustion engine 11. The internal combustion engine block 11 contains all components, not shown, necessary for the operation of the internal combustion engine 11, in particular a fuel metering system, a speed sensor and at least one cylinder pressure sensor. in a cylinder during the combustion processes.
    The combustion engine 11 is supplied as input quantities with a control quantity SO | _M | 58 for determining the start of the injection and, consequently, the position of the combustion center of gravity and a control variable q_M | 59 for determining the amount of injection.
    Depending on the input quantities control quantity SO | _M | 58 and control variable q_M | 59 results in a development of the cylinder pressure, which is output as cylinder pressure signal 51, and a speed 50 of the internal combustion engine 11, which is also represented by an output signal from the internal combustion engine 11. The cylinder pressure signal 51 and the speed 50 are supplied to a calculation unit 31 The speed signal 50 further serves as an input quantity for the motor control 20, as already described.
    The calculation unit 31 determines from the speed 50 and the cylinder pressure signal 51 an actual value MFB50_er 52 and an actual value pmi_är 53. In this case, the actual value MFB50_är 52 represents the current position of the combustion center of gravity, while the actual value pmi_är 53 represents the current pressure indicated. The setpoint MFB50_ is 52 is applied to a comparison instance MFB50 35 and is compared there with the output signal from the characteristic setpoint curves MFB50 24, i.e. with the setpoint MF B50_bee 28. The comparison instance MFB50 35 forms from the difference between the setpoint MFB50_bee and the actual value MFB50. 33.
    Correspondingly, the actual value pmi_är 53 is applied to a comparator 34 and is compared there with the output signal from the characteristic setpoint curves p_Ml 23, ie with the setpoint pmi_bör 27. Here too the comparator instance pmi 34 forms a control deviation pmi 55 by subtraction as an input variable for a pmi controller 32.
    The MFB50 controller 33 determines from the control deviation MFB50 54 a control quantity correction SO1_M156, which in a subsequent addition instance SO1_M137 is added to the predetermined control quantity SO1_M126. 11 as a measure of the onset of injection, as already described.
    From the control deviation pmi 55, the pmi controller 32 forms a control quantity correction q_Ml 57, which in a subsequent addition instance q_Ml 36 is added to the predetermined control quantity q_Ml 25. As a result of this addition, the control quantity q_Ml 59 is passed on to combustion. 11 as a measure of the amount of injection to be supplied to the internal combustion engine 11.
    Adjustment quantity correction SOI_M | 56 and the control quantity correction q_M | 57, according to the invention, the classifier 40 is supplied. In addition to these two input quantities, the classifier 40 is also supplied with an idle signal 41, an engine temperature signal 42 and a signal concerning ambient conditions 43. As an output signal, the classifier 40 supplies the output signal .
    The process for determining the composition of the fuel mixture takes place as follows.
    Based on a known composition of the present fuel mixture, the characteristic control curves q_M | 21 and the characteristic control curves SOI_M | depending on the load signal 29 and the speeds 50 the predetermined control variable q_M | 25 and the predetermined control variable SOI_M | 26. In accordance with the predetermined control variable q_M | 25, the injection rate of the internal combustion engine 11 is predetermined and in accordance with the predetermined control quantity SOI_M | 26 the position of the combustion center of gravity is predetermined. The pressure profile in at least one cylinder of the internal combustion engine 11 is determined during combustion by means of a cylinder pressure sensor, furthermore the speed 50 of the internal combustion engine 11 is determined by means of a van / speech sensor. From the pressure profile and speed, the actual value pmi_ist 53 is determined by means of the calculation unit 31 for the actual average pressure during combustion and the actual value MBF50_ is 52 for the actual current position of the combustion center of gravity. These values are compared with the corresponding predetermined setpoints setpoint pmi_bee 27 and setpoint MFB50_bee 28, which are predetermined by the engine control 20 for the current load and speed 534 72Ü 13 50 of the internal combustion engine 11. determined by the pmi controller 32 and the MFB50 controller 33 corresponding control quantity correction values in the form of the control quantity correction SOI_M | 56 and the control quantity correction q_M | 57. The control variable predetermined by the motor control 20 q_M | And control variable SOI_M | 26 is corrected according to the respective control quantity corrections 56, 57 determined by the cylinder pressure-based engine control 30, and is thus adapted to the injection quantity and the position of combustion gravity point.
    With a change in the composition of the fuel mixture, for example through a refueling process, the indicated average pressure and the position of the combustion center of gravity change due to the changed fuel properties at the same predetermined control quantities 25, 26. This is compensated by the described control circuit of the cylinder pressure-based engine 30. In this case, a changed control deviation MFB50 54 and a changed control deviation pmi 55 are first introduced. Even the initial changes of the control deviations 54, 55 are consequently a measure of the changed fuel composition and can be used for determining of the fuel composition.
    The changed control deviations 54, 55 lead to a changed control quantity correction SOI_M | 56 and to a changed control quantity correction q_Ml 57.
    From these changed control quantity corrections 56, 57, the classifier 40 can determine the composition of the new fuel mixture and in the form of an output signal emit the degree of mixing 44.
    The composition of the new fuel mixture can, for example, be applied to the engine control 20 and taken into account in determining the predetermined control quantities 25, 26 and the setpoints 27, 28. The cylinder pressure-based engine control 30 can thus always be operated in the average range of its control range. 534 720 14 The composition of the fuel mixture is best determined in the fixed, stationary operating points of the internal combustion engine 11. In this case, as far as possible, frequently occurring operating points must be taken care of, for example the idle of the internal combustion engine 11. In accordance with the illustrated embodiment, the classifier 40 is supplied with an idle signal 41, which signals the classifier 40 the operating point of the combustion engine 11 of the internal combustion engine and thus triggers the determination of the composition of the fuel mixture.
    The determination of the fuel composition should preferably not take place at a cold start or at the subsequent warm-up phase, since in this case the basic application of the engine control 20 is changed. The classifier 40 is therefore supplied with an engine temperature signal 42, which means that the composition of the fuel mixture is determined only at a sufficiently high engine or cooling water temperature. During the cold start or hot run phase, however, the cylinder pressure-based engine control 30 with the corresponding load and combustion position control is still active, then with changed setpoints 27, 28 and predetermined control quantities 25, 26, and can thus already in this operating phase compensate for a changed fuel composition significant effects on combustion.
    Changed ambient conditions, such as a change in atmospheric pressure or a change in external temperature, also exert an influence on the combustion, which is then compensated for by the cylinder pressure-based engine control 30 and correspondingly reflected in the control information such as control quantity corrections 56, 57 and control deviations. Particularly in the case of small changes in the composition of the fuel mixture, the effects of changing environmental influences on combustion may dominate the effects of the changed fuel composition, which can lead to impaired accuracy in determining the fuel composition or even to misidentification. Classifier 40 is therefore supplied with a signal relating to ambient conditions 43. This signal concerning ambient conditions 534 allows the classifier 40 to take into account changed ambient conditions when determining the composition of the fuel mixture.
    Furthermore, based on the signal concerning ambient conditions 43, it can be ensured that the determination of the composition of the fuel mixture is carried out only within predetermined temperature or air pressure ranges, which enables a duly accurate determination of the composition of the fuel mixture.
    The illustrated embodiment is provided for determining the composition of a diesel / biodiesel fuel mixture, but it can also be used to identify the composition of a gasoline-alcohol fuel mixture of a self-igniting direct injection otto engine.
    The method can also be used to identify the composition of a gasoline / alcohol mixture of an internal combustion engine with a special igniter.
    The significant difference then consists in the input quantities and the calibration of the classifier 40. The position of the combustion center of gravity is regulated in internal combustion engines with special igniters not via the start of injection, but via the time of ignition.
    The method can also be used to determine the quality of a fuel, for example the octane number in the case of petrol or the cetane number in the case of diesel fuel. A change in fuel quality leads to a change in combustion properties, which are regulated by the cylinder pressure-based engine control 30.
    The corresponding changes of the control deviations 54, 55 or the control quantity corrections 56, 57 derived therefrom can be applied to the classifier 40 and with appropriate calibration of the classifier 40 a statement concerning the fuel quality can be made. 534 20 16 The classifier 40 can in the simplest variant be stored as characteristic curves. However, greater accuracy can be achieved by performing the determination of the composition of the fuel mixture or the quality of the fuel on the basis of a high-quality, computer-based calculation model.
    In order to reduce the storage complexity, it is possible to carry out the determination of the composition of the fuel mixture or the quality of a fuel only on the basis of a parameter, for example the control quantity correction q_Ml 57 or the control quantity correction SO1_M1. However, this is at the expense of accuracy.
    Accuracy, on the other hand, can be improved by considering additional factors of the filter 40 in determining the composition of a fuel mixture or the quality of the fuel. Thus, the maximum pressure gradient dp_max present in a cylinder pressure-based engine control 30 can also be included as a measure of the combustion noise, the combustion duration BD, for example defined as the difference MFB90-MFB10, included as a secondary measure of the fuel composition and a peak aroma as a measure of the actual compression ratio. Furthermore, the released total energy and / or the maximum released differential energy amount and / or a measure of combustion stability can also be added. In this case, the standard deviation of one or more of the mentioned parameters relative to the mean value can be used as a measure of the combustion stability. It is further possible to supply the classifier with the position of the mentioned parameters, for example indicated by a corresponding crankshaft angle, and to take this into account when determining the composition of the fuel mixture or the fuel quality.
    It is also possible that the averages of the control quantity corrections 56, 57 or the control deviations 54, 55 over several combustion cycles are used as input quantities for the filter 40 and that the composition of the fuel mixture or the quality of the fuel is determined from these averages.
    Furthermore, according to the principle of the cylinder pressure-based engine control 30, the load and combustion position of the internal combustion engine 11 can be regulated on the basis of other factors or other control quantity measures can be provided. Possible is, for example, a load control on the basis of the control quantity released energy amount Q and a control of the combustion position on the basis of the control quantity the position of the maximum pressure gradient ordp_max. This does not change the principle of the procedure for determining the composition of a fuel mixture or the quality of a fuel, it only requires a different application of the model stored in the classifier 40.
    To carry out the process, a cylinder pressure-based engine control is necessary, which is based on the pressure signal from at least one cylinder pressure sensor in a cylinder of the internal combustion engine 11. If your corresponding cylinder pressure sensors are provided for several cylinders, the robustness of the mixing method composition or the quality of the fuel is increased. In addition, for example, a 2 out of 3 reconciliation concept can be provided.
    No explicit test operation is required to carry out the procedure, for example in the case of slow engine operation, which may be noticeable to the driver. The determination can be performed continuously, it does not require an external trigger, for example triggered by a change of the tank gauge. When determining the composition of fuel mixtures, mixing degrees of 0% to 100% can be identified, the accuracy that can be achieved depending, among other things, on the accuracy of the cylinder pressure sensor used.
    权利要求:
    Claims (1)
    [1]
    1. 0 15 20 25 30 534 T- * EO 18 Patent claims. A method for determining the composition of a fuel mixture of a first fuel and a second fuel or for determining the quality of a fuel for operating an internal combustion engine (1 1) with at least one cylinder pressure sensor at least one cylinder of the internal combustion engine (1 1) for determining of the pressure profile during a combustion process and a cylinder pressure-based engine control (30) for controlling the load and combustion position of the internal combustion engine (11), characterized in that - the determination of the composition of the fuel mixture or the quality of the fuel is made on the basis of (30), - the determination of the composition of the fuel mixture or of the quality of the fuel is made from control quantity corrections (56, 57) and / or from control deviations (54, 55) of the cylinder pressure-based engine control (30), - whereby the control quantity corrections (56, 57) and / or regulatory a classifier (40) is supplied, - the classifier (40) is supplied with parameters relating to atmospheric pressure and external temperature as a signal concerning ambient conditions (43), - a rough determination of the composition of the fuel mixture and / or the quality of the fuel is made under the combustion engine. (11) starting phase and / or hot running phase and that an exact determination of the composition of the fuel mixture and / or the quality of the fuel is made in at least one subsequent operating phase of the internal combustion engine (11), - the composition of the fuel mixture or the quality of the fuel is determined ) as output quantities, - the output quantities of the classifier (40) being fed to a motor control (20). . Method according to claim 1, characterized in that the determination of the composition of the fuel mixture and the quality of the fuel is made from at least one of: a control quantity correction of an injection quantity 10 15 20 25 30 534 720 19 q_M | (57); an injection timing adjustment quantity correction SO | _M | (56); a control deviation pmi (55) of an indicated mean pressure during a combustion cycle; a control deviation MFB50 (54) of an average combustion mode; the adjustment quantity correction; and a control deviation of a parameter derived from at least one of the above quantities. . Method according to one of Claims 1 or 2, characterized in that the classifier (40) determines the composition of the fuel mixture or the quality of the fuel from characteristic curves or from a computer-based calculation model. . Method according to one of Claims 1 to 3, characterized in that additional cylinder pressure-based parameters (40) are supplied, in particular the maximum pressure gradient and / or the position of the maximum pressure gradient and / or the combustion time and / or the maximum pressure and / or or the position of the maximum pressure and / or the released total energy and / or the maximum released differential energy amount and / or the position of the maximum released differential energy amount and / or a measure of the combustion stability. . Method according to one of Claims 1 to 4, characterized in that the class ficat (40) is activated under stationary operating conditions of the internal combustion engine (11) and / or at idle of the internal combustion engine (11) and / or above a predetermined operating temperature of the internal combustion engine (11). and / or when a predetermined atmospheric pressure range is present and / or when a specific outside temperature range is present. . Method according to one of Claims 1 to 5, characterized in that the function of the cylinder pressure-based motor control (30) and / or the class fi (40) is realized in the form of a program code in a superior motor control or in a separate hardware. Use of the method according to any one of the preceding claims for determining the composition of a petrol / alcohol fuel mixture and / or for determining the composition of a diesel biodiesel fuel mixture and / or for determining the octane number of a fuel and / or for determining the cetane number of a diesel fuel. Use of the method according to any one of claims 1 to 6 for determining the composition of a fuel mixture and / or the quality of a fuel for operating an internal combustion engine (11) with a special igniter and / or a self-igniting internal combustion engine (1 1).
    类似技术:
    公开号 | 公开日 | 专利标题
    SE534720C2|2011-11-29|Method for determining a fuel composition or fuel quality
    US6694960B2|2004-02-24|Method and arrangement for determining cylinder-individual differences of a control variable in a multi-cylinder internal combustion engine
    SE533288C2|2010-08-10|Method and apparatus for determining the composition of a fuel mixture
    CN101265843B|2010-12-08|Spark ignition type internal combustion engine
    US20080308067A1|2008-12-18|Method for ascertaining a quality characteristics of a diesel fuel
    CN105649808B|2020-09-29|Method and system for adjusting a direct fuel injector
    US7793536B2|2010-09-14|Method to determine the composition of a fuel mixture
    US8789514B2|2014-07-29|Fuel adaptation for IC engine
    US8347863B2|2013-01-08|Method for controlling a fuel delivery device on an internal combustion engine
    CN101387230A|2009-03-18|Controller for internal combustion engine
    CN101375046B|2013-01-02|Method and device for controlling an internal combustion engine
    US7578288B2|2009-08-25|Method for operating an internal combustion engine, computer program product, computer program, and control and/or regulating device for an internal combustion engine
    US20090271098A1|2009-10-29|Post-start controller for diesel engine
    KR101738878B1|2017-05-23|Method and device for controlling a variable valve train of an internal combustion engine
    KR101842097B1|2018-03-26|Method and device for controlling a variable valve timing mechanism of an internal combustion engine
    EP2392807B1|2016-04-27|Fuel supply apparatus for internal combustion engine
    RU2607099C2|2017-01-10|Engine system and method of controlling engine operation |
    JP6359122B2|2018-07-18|Method and apparatus for calibrating post-injection of an internal combustion engine
    JP2016538461A|2016-12-08|Method and apparatus for inspecting a fuel pressure system having a fuel pressure sensor for an automotive combustion controlled internal combustion engine
    WO2011000043A1|2011-01-06|Fuel injector gain compensation for sub-sonic flow
    US8515602B2|2013-08-20|Method and device for checking the function of an engine system
    US8127598B2|2012-03-06|Procedure for determining the proportions of components of a fuel mixture
    CN101871397B|2014-09-17|Method for determining cetane number of fuel in no-load operation of internal combustion engine
    CN105317612A|2016-02-10|Method and apparatus for reducing running non-smoothness in an internal combustion engine
    CN107023411B|2022-02-01|Method for operating an internal combustion engine
    同族专利:
    公开号 | 公开日
    DE102007060223A1|2009-06-18|
    US20090223485A1|2009-09-10|
    SE0850120L|2009-06-15|
    US8068971B2|2011-11-29|
    BRPI0805274A2|2009-08-18|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    JPH02283860A|1989-04-24|1990-11-21|Nissan Motor Co Ltd|Ignition timing control device for engine|
    EP1775584A3|2005-10-11|2011-09-14|Continental Automotive GmbH|Method for detecting the quality of fuel for internal combustion engines|
    DE102007023899A1|2007-05-23|2008-11-27|Robert Bosch Gmbh|Method for determining the composition of a fuel mixture|
    DE102007027483A1|2007-06-14|2008-12-18|Robert Bosch Gmbh|Method for determining a quality characteristic of a diesel fuel|
    DE102008001668A1|2008-05-08|2009-11-12|Robert Bosch Gmbh|Method and device for determining the composition of a fuel mixture|DE102007023899A1|2007-05-23|2008-11-27|Robert Bosch Gmbh|Method for determining the composition of a fuel mixture|
    DE102007048650B4|2007-10-10|2011-06-09|Audi Ag|Method and apparatus for optimizing the combustion of diesel fuels with different cetane numbers in a diesel internal combustion engine|
    DE102008001668A1|2008-05-08|2009-11-12|Robert Bosch Gmbh|Method and device for determining the composition of a fuel mixture|
    US8185293B2|2008-06-05|2012-05-22|Robert Bosch Llc|Fuel composition recognition and adaptation system|
    EP2136057B1|2008-06-19|2021-12-08|Vitesco Technologies GmbH|Fuel quality dependent injection timing control for an internal combustion engine|
    DE102009000329A1|2008-10-13|2010-04-15|Robert Bosch Gmbh|Method and device for operating an internal combustion engine|
    DE102009055862A1|2009-11-26|2011-06-01|Bayerische Motoren Werke Aktiengesellschaft|Method for operating spark-ignition engine of vehicle, involves evaluating electrical measured variables or correcting variables of ignition system for diagnosis of combustion parameter, and diagnosing fuel quality as combustion parameter|
    DE102010030404A1|2010-06-23|2011-12-29|Robert Bosch Gmbh|Method for operating an internal combustion engine|
    WO2012103368A1|2011-01-28|2012-08-02|Wayne State University|Autonomous operation of electronically controlled internal combustion engines on a variety of fuels and/or other variabilities using ion current and/or other combustion sensors|
    GB2490945A|2011-05-19|2012-11-21|Gm Global Tech Operations Inc|Method for detecting the blending level of biodiesel fuel|
    DE102011086146A1|2011-11-11|2013-05-16|Robert Bosch Gmbh|Method and device for determining the composition of a fuel mixture|
    KR20130065113A|2011-12-09|2013-06-19|현대자동차주식회사|Learning method of etanol concentraion for ffv|
    DE102012020137B4|2012-10-15|2019-04-11|Mtu Friedrichshafen Gmbh|Method for operating a reciprocating internal combustion engine|
    US9255542B2|2013-02-04|2016-02-09|Ford Global Technologies, Llc|System and method for compensating biodiesel fuel|
    US9464583B2|2014-02-06|2016-10-11|Cummins Inc.|Cylinder pressure based control of dual fuel engines|
    WO2016137343A1|2015-02-23|2016-09-01|Alsemix Sp. Z O.O.|Method for determination of ethanol content in fuel for internal combustion engines|
    JP6866660B2|2017-02-01|2021-04-28|スズキ株式会社|Internal combustion engine control device|
    DE102018202819A1|2018-02-26|2018-11-22|Continental Automotive Gmbh|A method for determining the composition of a fuel mixture for an internal combustion engine and use of a device therefor|
    US11047318B2|2018-06-13|2021-06-29|Chad Alan Michaelis|Fuel testing data acquisition system calibrator and signal simulator|
    法律状态:
    2015-08-04| NUG| Patent has lapsed|
    优先权:
    申请号 | 申请日 | 专利标题
    DE102007060223A|DE102007060223A1|2007-12-14|2007-12-14|Method for determining the composition and quality of a fuel mixture for operating a combustion engine comprises using control information from an engine control unit based on cylinder pressure|
    [返回顶部]