Method and device for injecting a gaseous fuel

Abstract

A method is disclosed for injecting a gaseous fuel in an internal combustion engine having a combustion chamber and an inlet valve assigned to the combustion chamber. The method includes determining a torque output of the combustion chamber, specifying a comparative value for the torque output, and determining a difference between the torque output and the comparative value. When the difference is less than a given threshold value, the method reduces a first injection quantity of the gaseous fuel depending on the determined difference, which is injected temporally before the inlet valve is closed. When the difference is greater than the given threshold value, the method increases the first injection quantity of the gaseous fuel depending on the determined difference. Also described is a device which may carry out the method.

Claims

1. A method for injecting a gaseous fuel for an internal combustion engine having a combustion chamber and an inlet valve assigned to the combustion chamber, the method comprising: determining a torque output of the combustion chamber, specifying a comparative value for the torque output, determining a difference between the torque output and the comparative value, providing an injection of the gaseous fuel in the combustion chamber, when the difference is less than a given threshold value: delaying a start time of the injection of the gaseous fuel, reducing a first injection quantity of the injection of the gaseous fuel depending on the determined difference, which is injected temporally before the inlet valve is closed, and increasing a second injection quantity of the injection of the gaseous fuel, which is injected temporally after the inlet valve is closed, depending on the determined difference, when the difference is greater than the given threshold value: advancing the start time of the injection of the gaseous fuel, increasing the first injection quantity of the injection of the gaseous fuel depending on the determined difference, and reducing the second injection quantity of the injection of the gaseous fuel, depending on the determined difference, wherein the internal combustion engine has a plurality of combustion chambers, and the determining of the torque output and the specifying of the comparative value for the torque output comprises: determining a particular torque output of the combustion chambers, determining a mean of the torque outputs of the combustion chambers, and using the mean as the comparative value, wherein the first injection quantity and the second injection quantity are injected continuously one after the other.

2. The method as claimed in claim 1, further comprising: when the difference is less than the given threshold value: determining an auxiliary air mass for the combustion chamber depending on the determined difference, wherein reducing the first injection quantity of the gaseous fuel is dependent on the determined auxiliary air mass.

3. The method as claimed in claim 1, further comprising: when the difference is greater than the given threshold value: determining a reduction in the air mass depending on the determined difference, wherein increasing the first injection quantity of the gaseous fuel is dependent on the determined reduction in the air mass.

4. The method as claimed in claim 1, further comprising: when the difference is less than the given threshold value, shifting a start of injection of the gaseous fuel in a direction of a time at which the inlet valve is closed.

5. The method as claimed in claim 4, further comprising: when the difference is greater than the given threshold value, shifting the start of injection of the gaseous fuel in the direction away from the time at which the inlet valve is closed so that the start of injection occurs earlier in time than the start of injection without the shifting.

6. The method of claim 1, further comprising, prior to reducing the first injection quantity and increasing the first injection quantity, comparing the difference to the given threshold value, wherein reducing the first injection quantity and increasing the first injection quantity are based upon the comparison.

7. An engine controller for controlling a gaseous fuel for an internal combustion engine having a combustion chamber and an inlet valve assigned to the combustion chamber, the engine controller configured to: determine a torque output of the combustion chamber, specify a comparative value for the torque output, determine a difference between the torque output and the comparative value, provide an injection of the gaseous fuel in the combustion chamber, when the difference is less than a given threshold value: delay a start time of the injection of the gaseous fuel, reduce a first injection quantity of the injection of the gaseous fuel depending on the determined difference, and inject the first injection quantity temporally before the inlet valve is closed, and increase a second injection quantity of the injection of the gaseous fuel, which is injected temporally after the inlet valve is closed, depending on the determined difference, when the difference is greater than the given threshold value: advance the start time of the injection of the gaseous fuel, increase the first injection quantity of the injection of the gaseous fuel depending on the determined difference, and reduce the second injection quantity of the injection of the gaseous fuel, which is injected temporally after the inlet valve is closed, depending on the determined difference, wherein the first injection quantity and the second injection quantity are injected continuously one after the other.

8. The engine controller of claim 7, wherein the engine controller is configured such that when the difference is less than the given threshold value, the engine controller determines an auxiliary air mass for the combustion chamber depending on the determined difference, wherein reducing the first injection quantity of the gaseous fuel is dependent on the determined auxiliary air mass.

9. The engine controller of claim 7, wherein when the difference is greater than the given threshold value, the engine controller determines a reduction in the air mass depending on the determined difference, wherein increasing the first injection quantity of the gaseous fuel is dependent on the determined reduction in the air mass.

10. The engine controller of claim 7, wherein when the difference is less than the given threshold value, the engine controller shifts a start of injection of the gaseous fuel in a direction of a time at which the inlet valve is closed.

11. The engine controller of claim 7, wherein when the difference is greater than the given threshold value, the engine controller shifts the start of injection of the gaseous fuel in the direction away from the time at which the inlet valve is closed so that the start of injection occurs earlier in time than the start of injection without the shifting.

12. The engine controller of claim 7, wherein the internal combustion engine has a plurality of combustion chambers, and the engine controller determining of the torque output and the specifying of the comparative value for the torque output comprises the engine controller determining a particular torque output of the combustion chambers, determining a mean of the torque outputs of the combustion chambers, and using the mean as the comparative value.

13. The engine controller of claim 7, wherein the engine controller is further configured to, prior to reducing the first injection quantity and increasing the first injection quantity, comparing the difference to the given threshold value, wherein reducing the first injection quantity and increasing the first injection quantity are based upon the comparison.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) Further advantages, features and developments may be gathered from the following examples which are explained in conjunction with the figures.

(2) In the figures:

(3) FIG. 1 shows a schematic illustration of one embodiment of an injection system according to one embodiment, and

(4) FIG. 2 shows a flow diagram of one embodiment of a method for injecting a gaseous fuel.

DETAILED DESCRIPTION

(5) FIG. 1 shows a schematic illustration of an injection system 100 according to one embodiment. The injection system 100 serves to inject a gaseous fuel 108 into a combustion chamber 101 of an internal combustion engine 110. One combustion chamber 101 is illustrated in FIG. 1, but usually the internal combustion engine 110 has a plurality of combustion chambers 101. These are configured in a manner corresponding to the combustion chamber 101 illustrated in FIG. 1.

(6) An intake pipe 105 is coupled to the combustion chamber 101 in order to feed air into the combustion chamber 101. An exhaust pipe 106 is coupled to the combustion chamber 101 in order to discharge exhaust gases. Arranged on the intake pipe 105 is an inlet valve 103. The inlet valve 103 serves to control the quantity, or mass, of air which passes into the combustion chamber 101 through the intake pipe 105. With the inlet valve 103 open, air may pass from the intake pipe 105 into the combustion chamber 101. With the inlet valve 103 closed, a flow of air from the intake pipe 105 into the combustion chamber 101 is prevented as far as possible. An outlet valve 104 is arranged on the exhaust pipe 106 in order to control letting out of the exhaust gas.

(7) An injection valve 102 is arranged in order to inject the gaseous fuel 108 into the combustion chamber 101. In particular, it is possible to use the injection valve 102 to inject the quantity of fuel 108 which is specified by a device 120. The device 120 is for example part of an engine controller of the internal combustion engine 110. The device 120 is also coupled to the inlet valve 103. For example, the device 120 controls the opening and closing of the inlet valve 103. According to further embodiments, the opening and closing of the inlet valve 103 are controlled in a further device (not explicitly illustrated). The device 120 is then informed of the time at which the inlet valve 103 is closed.

(8) A piston 107 is arranged in the combustion chamber 101. The piston 107 is movable in the combustion chamber 101. During a downward movement of the piston 107, air is drawn into the combustion chamber 101 of the cylinder via an intake tract having the intake pipe 105. In a working stroke of the internal combustion engine 110, a mixture of air and fuel 108 in the combustion chamber 101 is ignited. As a result of the explosion, the piston 107 is driven down again. In the process, a torque is transmitted to a driveshaft (not illustrated) of the internal combustion engine 110. On account of production tolerances and aging effects, the output torque may vary between the individual combustion chambers 101 of the internal combustion engine 110.

(9) In conjunction with FIG. 2, a method for equalizing the torque differences during gas direct injection is described.

(10) In step 201, a torque TQ_ist_cyl_x is determined for each combustion chamber 101 during the combustion phase. For example, the torque is estimated in each case via tooth times which are determined by means of a crankshaft sensor. Such a method is described for example in DE 10 2012 210 301 B3. Other methods for determining the torque output of each of the combustion chambers 101 are possible.

(11) In a step 202 a mean TQ_mid is formed from the determined torques of all the combustion chambers 101. To this end, the sum of the torques TQ_ist_cyl_x is formed and divided by the number of combustion chambers 101.

(12) In a step 203 a difference D_TQ_x between the torque output TQ_ist_cyl_x of each combustion chamber 101 and the mean TQ_mid is formed, D_TQ_x=TQ_ist_cyl_x−TQ_mid.

(13) In a step 204, the determined difference DT_Q is compared with a comparative value. Optionally, it is determined beforehand whether the difference D_TQ_x is greater than a given tolerance, for example whether the difference D_TQ_x deviates from TQ_mid by more than 3%. If the deviation DT_TQ_x is greater than the tolerance, the torque equalization is subsequently carried out by variation of the injection strategy.

(14) To this end, it is determined in step 204 whether the difference D_TQ_x is less or greater than zero. If the difference D_TQ_x is less than zero, the method is continued in step 205.

(15) If the difference D_TQ_x is greater than zero, the method is continued in step 206. If the difference D_TQ_x is less than zero, this means that the torque output TQ_ist_cyl_x of the combustion chamber 101 is less than the torque mean TQ_mid. Thus, in step 205, an auxiliary air mass is calculated depending on the determined difference D_TQ_x. Depending on this determined required auxiliary air mass for the combustion chamber 101, the start of injection of the gaseous fuel 108 is shifted temporally back. Thus, during the intake stroke, while the inlet valve 103 is open, less gaseous fuel 108 is injected into the combustion chamber 101 and thus the air mass is increased.

(16) It is also possible for the start of injection to be shifted to a time after the inlet valve 103 has been closed. Thus, the gaseous fuel 108 does not displace any air from the combustion chamber 101 during the intake stroke. The injected gaseous fuel 108 does not change the air mass in the combustion chamber 101.

(17) A first injection quantity of the gaseous fuel 108, which is injected before the inlet valve 103 is closed, is thus reduced. The reduction relates in particular to the quantity which was injected when the torque TQ_ist_cyl_x was determined in step 201.

(18) A second injection quantity, which is injected after the inlet valve 103 is closed, is increased. Since the air quantity is increased, the total injected fuel quantity made up of the first injection quantity and second injection quantity is increased, in order that λ remains at 1.

(19) Subsequently, the method is continued for example at step 201 again and the values TQ_ist_cyl_x, TQ_mid and D_TQ_x determined again. The start of injection of the fuel 103, or the quantity of the first injection quantity and the quantity of the second injection quantity, is shifted until the value of D_TQ_x for the combustion chamber 101 is within tolerance again or until the start of injection lies after the inlet valve 103 has been closed.

(20) In the case of multiple injection, first injection for injecting the first fuel quantity takes place in the intake stroke. Second injection, spaced apart temporally therefrom, for injecting the second fuel quantity takes place after the inlet valve 103 has been closed. The required auxiliary air mass is realized by the reduction in the first injection quantity before the inlet valve 103 is closed. A reduction in the first injection quantity is possible until this quantity is equal to zero. The second injection is accordingly increased. The second injection is increased by the reduction in quantity of the first injection, and additionally increased by the fuel quantity which is necessary as a result of the auxiliary air mass in the combustion chamber 101, in order that λ remains equal to 1. The second injection quantity of the second injection is increased and the first injection quantity accordingly reduced until either the determined difference D_TQ_x is within tolerance again or the entire injection quantity is realized by the second injection and an injection quantity of zero is specified in the case of the first injection.

(21) If the difference D_TQ_x is greater than zero, this means that the associated combustion chamber 101 has a torque output greater than the mean TQ_mid. In step 206, the start of the injection of fuel 108 is then shifted in the earlier direction before the inlet valve 103 is closed. Accordingly, the air which passes into the combustion chamber 101 during the intake stroke is reduced. In a manner dependent thereon, the second injection quantity is reduced, in order that λ remains equal to 1.

(22) The start of injection is shifted temporally forward until the determined value of the difference D_TQ_x is within tolerance again, or the end of the injection of the fuel 108 lies before the time at which the inlet valve 103 is closed.

(23) In the case of multiple injection, the first injection takes place in the intake stroke and the second injection takes place after the inlet valve 103 has been closed. The first injection quantity is increased, depending on the difference D_TQ_x, and the second injection quantity accordingly reduced until either the determined valve of D_TQ_x is within tolerance again, or the entire quantity of fuel 108 is already realized by the first injection quantity of the first injection and the second injection quantity is equal to zero.

(24) With the described exemplary embodiments of the injection system 100 and of the method, it is possible to realize cylinder-individual torque equalization by means of an injection strategy in gas direction injection, for instance with compressed natural gas (CNG). In conjunction with gaseous fuel, the expression metering the fuel into the combustion chamber 101 is also used. As a result, driving comfort is increased without there being any drawbacks for the consumption of the fuel 108. Torque equalization with gas direct injection may thus be realized easily.

(25) Those skilled in the art can now appreciate from the foregoing description that the broad teachings of the disclosure can be implemented in a variety of forms. Therefore, while this disclosure includes particular examples, the true scope of the disclosure should not be so limited since other modifications will become apparent to the skilled practitioner upon a study of the drawings, the specification, and the following claims.

LIST OF REFERENCE SIGNS

(26) 100 Injection system 101 Combustion chamber 102 Injection valve 103 Inlet valve 104 Outlet valve 105 Intake pipe 106 Exhaust pipe 107 Piston 108 Fuel 110 Internal combustion engine 120 Device TQ_ist_cyl_x Torque output TQ_mid Comparative value D_TQ_x Difference 201-206 Method steps