Method and device for controlling the residual gas mass remaining in the cylinder of an internal combustion engine after a gas exchange process and/or the purge air mass introduced during a gas exchange process

Abstract

Various embodiments may include a method for controlling the residual gas mass remaining in a cylinder of an internal combustion engine after a gas exchange process and/or the purge air mass introduced into an exhaust manifold during a gas exchange process, the method comprising: specifying at least one of a desired residual gas mass or a purge air mass of the cylinder of the internal combustion engine; determining a setpoint position of an actuator which influences the specified mass, based on an inverse residual gas model; and setting the determined setpoint position of the actuator.

Claims

1. A method for controlling the residual gas mass remaining in a cylinder of an internal combustion engine after a gas exchange process and/or the purge air mass introduced into an exhaust manifold during a gas exchange process, the method comprising: specifying at least one of a desired residual gas mass or a purge air mass of the cylinder of the internal combustion engine corresponding to an instantaneous operating state of the internal combustion engine identified based on sensor signals including at least one of: phase angle of the inlet camshaft, a phase angle of the outlet camshaft, an intake pipe pressure, and a position of a wastegate valve; determining a setpoint position of an actuator which influences the specified mass, based on an inverse residual gas model; and setting the determined setpoint position of the actuator.

2. The method as claimed in claim 1, further comprising: determining setpoint positions of a plurality of actuators which influence the specified mass; and setting the determined setpoint positions of the plurality of actuators.

3. The method as claimed in claim 1, wherein the actuator comprises an inlet cam phase adjuster.

4. The method as claimed in claim 1, wherein the actuator comprises an outlet cam phase adjuster.

5. The method as claimed in claim 1, wherein the actuator comprises a positioner for influencing a pressure prevailing in an intake pipe of the internal combustion engine.

6. The method as claimed in claim 1, wherein the actuator comprises a positioner for influencing a pressure prevailing in the exhaust manifold.

7. The method as claimed in claim 1, wherein the specified residual gas mass in full-load operation of the internal combustion engine is approximately 0% of a total gas mass of the cylinder.

8. The method as claimed in claim 1, wherein the specified residual gas mass in partial-load operation of the internal combustion engine is in the range between 0% and 30% of a total gas mass of the cylinder.

9. A device for controlling the residual gas mass remaining in the cylinder of an internal combustion engine after a gas exchange process and/or the purge air mass introduced into the exhaust manifold of the internal combustion engine during a gas exchange process, the device comprising: a processor; and a memory storing instructions, the instructions, when loaded and executed by the processor, configure the processor to: specify at least one of a desired residual gas mass or a purge air mass of the cylinder of the internal combustion engine corresponding to an instantaneous operating state of the internal combustion engine identified based on sensor signals including at least one of: phase angle of the inlet camshaft, a phase angle of the outlet camshaft, an intake pipe pressure, and a position of a wastegate valve; determine a setpoint position of an actuator which influences the specified mass, based on an inverse residual gas model; and set the determined setpoint position of the actuator.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) Further characteristics of devices and/or methods incorporating the teachings of the present disclosure emerge from the exemplary explanation thereof below on the basis of the figures. In the drawings:

(2) FIG. 1 shows an internal combustion engine with an associated control device incorporating teachings of the present disclosure;

(3) FIG. 2 shows a flow diagram to explain a method for controlling the residual gas mass in the cylinder and/or the air mass discharged into an exhaust manifold incorporating teachings of the present disclosure; and

(4) FIG. 3 shows a more detailed illustration of the control device shown in FIG. 1.

DETAILED DESCRIPTION

(5) In some embodiments, a method for controlling the residual gas mass and/or the purge air mass has the following steps: specifying either a desired residual gas mass and/or purge air mass of a cylinder of the internal combustion engine, determining a setpoint position of an actuator which influences the residual gas mass and/or the purge air mass, using the specified residual gas mass and/or purge air mass and an inverse residual gas model, and setting the determined setpoint position of the actuator which influences the residual gas mass and/or the purge air mass.

(6) An inverse residual gas model mean an inversion of a residual gas model configured in such a way that it is possible, from a specification either of a required residual gas mass or of a required purge air mass, to determine the position, required for this purpose, of an actuator which influences the residual gas mass and/or the purge air mass. Said methods offer the possibility of controlling the residual gas mass and/or the purge air mass in the exhaust manifold and makes it possible, for example, to maintain a desired exhaust gas composition in the scavenging mode and to restrict the exhaust gas emissions in all environmental and operating conditions of the internal combustion engine to the legally specified limits. A catalytic converter arranged in the exhaust gas tract remains in its effective operating range.

(7) FIG. 1 shows an internal combustion engine, which comprises an intake tract 1, an engine block 2, a cylinder head 3 and an exhaust tract 4. A control device 25 is assigned to this internal combustion engine. The intake tract 1 comprises a throttle valve 5, a manifold 6 and an intake pipe 7, which is fed towards a cylinder Z1 via an intake duct into a combustion chamber 9 of the engine block 2. The engine block 2 comprises a crankshaft 8, which is coupled via a connecting rod 10 to a piston 11 of a cylinder Z1. In addition to cylinder Z1, the internal combustion engine preferably comprises further cylinders Z2, Z3, Z4. However, the internal combustion engine can also comprise any other desired number of cylinders. The internal combustion engine is arranged in a motor vehicle.

(8) An injection valve 18 and a spark plug 19 are arranged in the cylinder head 3. Alternatively, the injection valve 18 can also be arranged in the intake pipe 7. Arranged in the exhaust gas tract 4 is an exhaust gas catalytic converter 21, which may comprise a three-way catalytic converter.

(9) An inlet cam phase adjuster, which is coupled to the crankshaft 8 and to an inlet camshaft, is furthermore provided. The inlet camshaft is coupled to a gas inlet valve of the respective cylinder. The inlet cam phase adjuster is designed to allow adjustment of a phase of the inlet camshaft with respect to the crankshaft 8. An outlet cam phase adjuster, which is designed to adjust a phase of an outlet camshaft with respect to the crankshaft 8 is furthermore provided, wherein the outlet camshaft is coupled to a gas outlet valve 13.

(10) A switching flap or some other switching mechanism for changing an effective intake pipe length in the intake tract 1 is furthermore also provided. Moreover, one or more swirl flaps can also be provided. A charger, which can be designed as an exhaust gas turbocharger, for example, and comprises a turbine and a compressor, can furthermore also be provided.

(11) The control device 25 is assigned sensors which acquire various measurement variables and determine in each case the measured value of the measurement variable. Operating variables of the internal combustion engine comprise the measurement variables and variables derived from the measurement variables. The control device 25 is designed to determine, as a function of at least one measurement variable, manipulated variables, which are then converted into one or more actuation signals for controlling the final control elements by means of corresponding actuating drives.

(12) The sensors are, for example, a pedal position encoder 26, which detects an accelerator pedal position of an accelerator pedal 27, an air mass sensor 28, which detects an air mass flow upstream of the throttle valve 5, a throttle valve position sensor 30, which detects an opening angle of the throttle valve 5, an ambient pressure sensor 32, which detects an ambient pressure of an environment of the internal combustion engine, an intake pipe pressure sensor 34, which detects an intake pipe pressure in the manifold, a crankshaft angle sensor 36, which detects a crankshaft angle, to which a rotational speed of the internal combustion engine is then assigned.

(13) An exhaust gas probe 42, which is arranged upstream of the exhaust gas catalytic converter 21 and detects a residual oxygen content of the exhaust gas of the internal combustion engine and the measurement signal of which represents an air/fuel ratio upstream of the exhaust gas probe 42 before combustion, is furthermore provided. An inlet camshaft sensor and an outlet camshaft sensor are provided to acquire the position of the inlet camshaft and of the outlet camshaft. Moreover, a temperature sensor is provided, which detects an ambient temperature of the internal combustion engine, as is a further temperature sensor, the measurement signal of which represents an intake air temperature in the intake tract 1. An exhaust gas pressure sensor, the measurement signal of which represents an exhaust manifold pressure, i.e. a pressure in the exhaust gas tract 4, can furthermore also be provided.

(14) Additional control elements may include, for example, one or more of the following components: the throttle valve 5, the gas inlet and gas outlet valves 12, 13, the injection valve 18, the inlet cam phase adjuster, the outlet cam phase adjuster, the spark plug 19, a wastegate adjuster, a swirl flap, an exhaust gas flap and an exhaust gas recirculation valve.

(15) Internal combustion engines operating on the four-stroke principle draw the air intended for burning the fuel into the respective cylinder Z1 to Z4 during the intake stroke by means of gas inlet valves 12, which open for this purpose. The exhaust gases formed in the cylinders Z1 to Z4 by the combustion of the fuel are expelled into the exhaust gas tract 4 in the exhaust stroke through gas outlet valves 13, which open for this purpose. Here, the air mass which would just fill the entire swept volume of the cylinder Z1 to Z4, i.e. the difference between the cylinder volumes at bottom and top dead center, at the ambient pressure prevailing around the internal combustion engine and the ambient temperature prevailing around the internal combustion engine, while the cylinder dead volume that remains at top dead center is filled with exhaust gas, is referred to as the theoretically maximum possible enclosed cylinder air mass.

(16) In actual engine operation, the fresh air charge which participates in the combustion of the fuel differs from the theoretically maximum possible enclosed fresh air charge for various reasons, particularly because of deviations of the current intake pipe pressure from ambient pressure and of the current intake pipe temperature from the ambient temperature. Another reason for this is that the exhaust gas produced in a preceding operating cycle has not been completely expelled from the respective cylinder Z1 to Z4. The combustion gas which remains in the cylinder Z1 to Z4 or in the intake tract 1 of the internal combustion engine after the closure of the gas outlet valves 13 is referred to as residual gas.

(17) Another reason is that the combustion gas is partially or completely flushed out of the dead volume into the exhaust manifold at operating points with valve overlap if a pressure gradient from the intake pipe to the exhaust manifold occurs. This increases the cylinder air mass and more fuel can be burned, with the engine power rising. Another reason is that, at operating points with valve overlap, some of the inlet air mass drawn in by the internal combustion engine via the gas inlet valve during the gas inlet valve opening phase may be flushed through cylinder Z1 into the exhaust manifold if a pressure gradient from the intake pipe to the exhaust manifold occurs. This is referred to as scavenging.

(18) If this scavenging causes so much air to enter the exhaust manifold that the functioning of the catalytic converter arranged in the exhaust gas tract is temporarily restricted, the pollutant emissions of the internal combustion engine rise sharply. This unwanted sharp rise in the pollutant emissions is prevented in methods incorporating the teachings herein by virtue of the fact that control of the air mass flow discharged into the exhaust manifold of the internal combustion engine is performed. This is explained by means of the additional figures.

(19) FIG. 2 shows a flow diagram to illustrate a method for controlling the residual gas mass and/or the air mass flow discharged into the exhaust manifold of an internal combustion engine. In some embodiments, a desired residual gas mass or a desired purge air mass of a cylinder of the internal combustion engine is specified in a first step S1. If the internal combustion engine is currently in a full-load mode, the desired residual gas mass is 0% of the total gas mass of the cylinder. If, on the other hand, the internal combustion engine is in a partial-load mode, the specified residual gas mass is in the range between 0% and 30% of the total gas mass of the cylinder.

(20) In a subsequent second step S2, a setpoint position of an actuator which influences the residual gas mass and/or the purge air mass is determined, using the specified residual gas mass or the specified purge air mass and an inverse residual gas model. The actuators which influence the residual gas mass and the purge air mass are, in particular, the inlet cam phase adjuster, the outlet cam phase adjuster, a positioner for influencing the intake pipe pressure, e.g. a throttle valve, and a positioner for influencing the exhaust manifold pressure, e.g. a wastegate position adjuster. In this second step, a setpoint position of an actuator which influences the residual gas mass and the purge air mass can be determined or the setpoint positions of two or more of these actuators which influence the residual gas mass and the purge air mass can be determined.

(21) In a subsequent third step S3, the determined setpoint position of the actuator which influences the residual gas mass and/or the purge air mass is set or the determined setpoint positions of the actuators which influence the residual gas mass and/or the purge air mass are set.

(22) In some embodiments, a combustion process is then carried out in the cylinder in a fourth step S4. After the completion of the combustion process, the combustion gas is then expelled from the cylinder into the exhaust manifold of the internal combustion engine in a fifth step S5.

(23) Where partial-load operation of the internal combustion engine is present, for example, the residual gas mass can be specified in such a way that the cylinder is flushed out without the occurrence of scavenging. Where full-load operation is present, the residual gas mass is furthermore specified as zero.

(24) By increasing the specified residual gas mass in the cylinder, it is possible in principle to ensure that a reduction in the air mass in the cylinder takes place owing to the displacement effect which then arises. In the case of a spark ignition engine, this causes a reduction in the torque and increases the efficiency of the engine through the avoidance of any need to throttle the fresh air supply.

(25) FIG. 3 shows a more detailed illustration of the control device 25 shown in FIG. 1. This control device is supplied with input signals s1 to sx, which comprise the abovementioned sensor signals, signals derived therefrom, further sensor signals and/or signals derived from the further sensor signals. These signals are used by the control device to identify the instantaneous operating state of the internal combustion engine and to prepare control signals st1 to sty for the actuators of the internal combustion engine. Among the means used by the control device to identify the instantaneous operating state of the internal combustion engine and to supply said control signals are a residual gas model RGM and an inverse residual gas model IRGM.

(26) By means of the residual gas model and using the input signals s2, s3, s4 and s5 and stored software, the residual gas mass m.sub.RG is determined. Input signal s2 comprises, for example, signals which are derived from the inlet cam phase sensor and describe the phase angle of the inlet camshaft. Input signal s3 comprises, for example, signals which are derived from the outlet cam phase sensor and describe the phase angle of the outlet camshaft. Input signal s4 comprises, for example, signals which are derived from the intake pipe pressure sensor and describe the intake pipe pressure. Input signal s5 comprises, for example, signals which are derived from the wastegate position sensor and describe the position of the wastegate valve.

(27) In some embodiments, the inverse residual gas model IRGM is supplied with input signals m.sub.RG,REQ, s3, s4 and s5. Input signal m.sub.RG,REQ is a specified desired residual gas mass. Input signal s3 comprises, for example, signals which are derived from the outlet cam phase sensor and describe the phase angle of the outlet camshaft. Input signal s4 comprises, for example, signals which are derived from the intake pipe pressure sensor and describe the intake pipe pressure. Input signal s5 comprises, for example, signals which are derived from the wastegate position sensor and describe the position of the wastegate valve.

(28) Using these input signals, which may include, in particular, a specified desired residual gas mass, the inverse residual gas model IRGM determines control signals for setting a setpoint position of one or more actuators which influence the residual gas mass. These actuators include, in particular, an inlet cam phase adjuster, an outlet cam phase adjuster, a positioner for influencing the intake pipe pressure, e.g. a throttle valve, and a positioner for influencing the exhaust manifold pressure, e.g. a wastegate position adjuster.

(29) Consequently, the inverse residual gas model IRGM is provided for the purpose of determining control signals for adjusting one or more actuators which influence the residual gas mass and/or the purge air mass, using a specified desired residual gas mass and/or purge air mass, further input signals and stored software, in order to influence the residual gas mass in such a way that a desired cylinder air mass and a desired purge air mass are set.

LIST OF REFERENCE SIGNS

(30) 1 Intake tract 2 Engine block 3 Cylinder head 4 Exhaust gas tract 5 Throttle valve 6 Manifold 7 Intake pipe 8 Crankshaft 9 Combustion chamber 10 Connecting rod 11 Piston 12 Gas inlet valve 13 Gas outlet valve 18 Injection valve 19 Spark plug 21 Exhaust gas catalytic converter 25 Control device 26 Pedal position encoder 27 Accelerator pedal 28 Air mass sensor 30 Throttle valve position sensor 32 Ambient pressure sensor 34 Intake pipe pressure sensor 36 Crankshaft angle sensor IRGM Inverted residual gas model RGM Residual gas model m.sub.RG Specified residual gas quantity s1-sx Sensor signals st1-sty Control signals S1-S5 Method steps Z1-Z4 Cylinders