Method for dynamic gas partial pressure correction of an internal combustion engine with external mixture formation

Patent metadata

Field	Value
Publication number	US-11015543-B2
Application number	US-202016886888-A
Country	US
Kind code	B2
Filing date	May 29, 2020
Priority date	May 29, 2019
Publication date	May 25, 2021
Grant date	May 25, 2021

Abstract

A method for dynamic gas partial pressure correction of an internal combustion engine with external mixture formation. A mixture formation is carried out in an intake manifold upstream of the cylinder of the internal combustion engine, and in which in addition to the gas partial pressure of the fresh air flowing continuously into the intake manifold, the gas partial pressure of the fuel, fed discontinuously into the intake manifold, is also taken into account. The gas partial pressure of the fuel, fed into the intake manifold, said pressure which is assumed to be stationary as a function of determined parameters, is dynamically adjusted for each of the cylinder-individual, temporally successive injections, discharged into the intake manifold, by means of a correction factor and a fresh air correction filling value.

First claim

What is claimed is:

1. A method for operating an internal combustion engine, in which a mixture of fresh air and fuel is carried out in an intake manifold upstream of cylinders of the internal combustion engine, and in which in addition to a gas partial pressure of the fresh air flowing continuously into the intake manifold, a stationary gas partial pressure of the fuel fed discontinuously into the intake manifold is also taken into account, the stationary gas partial pressure being calculated using predetermined parameters, the method comprising:
calculating a correction factor in an intake manifold-side balancing time grid from a ratio of a stationary fresh air filling value and a fresh air correction value determined in the balancing time grid; and
dynamically adjusting, via the correction value, the stationary gas partial pressure of the fuel fed into the intake manifold for each of temporally successive injections of the cylinders, such that for each of the temporally successive injections of the cylinders, a dynamic gas partial pressure is determined, the dynamic gas partial pressure being a characteristic variable for the calculation of respective cylinder injection quantities into the intake manifold.

2. The method according to claim 1 , wherein the intake manifold is assigned a balance zone, in which a mass flow of the fresh air via a throttle valve and a mass flow of the fuel via an injection nozzle, and a mass flow of the mixture of the fresh air and the fuel via an intake valve are balanced.

3. The method according to claim 2 , wherein a time difference between an end of feeding a fuel injection element at the time when the fuel injection element closes and a time when the respective intake valve of the cylinders closes is continuously determined individually for each cylinder in the balancing time grid.

4. The method according to claim 3 , wherein the stationary fresh air filling value in the balancing time grid is calculated on the basis of a mass flow characteristic curve of the fresh air in the balancing time grid.

5. The method according to claim 3 , wherein a gradient characteristic curve is used to determine a gradient of the mass flow of the fresh air, flowing in continuously via the throttle valve, and to integrate the gradient of the mass flow into the balancing time grid, and thus a dynamic correction filling value of the fresh air in the balancing time grid is calculated.

6. The method according to claim 5 , wherein a total amount of fresh air, from the dynamic correction filling value and the stationary filling value, is set in relation to a total amount of the stationary filling value of the fresh air, as a result of which the correction factor is formed.

7. The method according to claim 1 , wherein the stationary gas partial pressure is multiplied by the correction factor, which results in a correction value which corresponds to the dynamic gas partial pressure which is taken into account in each of the temporally successive injections of the cylinders discharged into the intake manifold.

8. The method according to claim 7 , wherein the correction value with consideration that the injection quantity, which has already been discharged in an injection time period before the balancing time grid with respect to one of the cylinders is taken into account in a next injection into the intake manifold, which takes place with respect to a subsequent one of the cylinders.

9. A system architecture for operating an internal combustion engine, in which a mixture of fresh air and fuel is carried out in an intake manifold upstream of cylinders of the internal combustion engine, and in which in addition to a gas partial pressure of the fresh air flowing continuously into the intake manifold, a stationary gas partial pressure of the fuel fed discontinuously into the intake manifold is also taken into account, the system architecture comprising:
a component in which the stationary gas partial pressure is calculated using predetermined parameters, the component being assigned further components from which a correction factor results, the correction factor being multiplied in one of the further components by the stationary gas partial pressure, which results in a correction value as an output variable of the component, the correction value corresponding to a dynamic gas partial pressure, which is taken into account in each of temporally successive injections of the cylinders discharged in the intake manifold and the dynamic gas partial pressure being a characteristic variable for the calculation of respective cylinder injection quantities into the intake manifold,
wherein the correction factor is calculated in an intake manifold-side balancing time grid from a ratio of a stationary fresh air filling value and a fresh air correction value determined in the balancing time grid.

10. The system architecture according to claim 9 , wherein the predetermined parameters, including at least one of an intake manifold temperature, a split factor, a target lambda value, a fuel/gas rail temperature or characteristic values of the quality of the fuel, are supplied on the input side of the component, as a result of which the calculated stationary gas partial pressure is output as the output variable on the output side of the component.

11. The system architecture according to claim 9 , wherein a crankshaft angle of a crankshaft at a first time and the crankshaft angle at a second time, as a function of the intake camshaft closing the intake valve, are determined as input variables in the one of the further components, and the crankshaft angles are converted into a time difference as the output variable of the one of the further components by subtraction in a subtraction component and by multiplication with a conversion factor in a multiplication component.

12. The system architecture according to claim 11 , wherein a mass flow via a throttle valve is fed on the input side of another one of the further components, wherein in a gradient calculation component, a gradient calculation of the gradient of the throttle valve mass flow takes place in the balancing time grid, which is subsequently limited upwards and downwards and smoothed in a gradient limiting component and a low-pass filter component before the gradient is fed as an output variable to a multiplication component.

13. The system architecture according to claim 12 , wherein the time difference as the output variable of the one of the further components and the gradient of the throttle valve mass flow are fed to an input side of the multiplication component, wherein after the multiplication, the dynamic correction filling value is present, which is added to the stationary fresh air filling value in an addition component and is set in relation to the stationary fresh air filling value in a ratio component after which the correction factor arises as the output variable.

14. The system architecture according to claim 9 , wherein the correction factor is the input variable for the component, wherein the correction factor in the component is multiplied by the stationary gas partial pressure as the output variable from the component with the correction factor, which results in the correction value.

Assignees

• Volkswagen Ag

Inventors

• Janzen Michael
• Mueller Sven
• Scheller Pierre

Classifications

• Y02T10/40

  Engine management systems · CPC title

• F02D2200/0414

  Air temperature · CPC title

• F02D2200/0402

  the parameter being determined by using a model of the engine intake or its components · CPC title

• Y02T10/30

  Use of alternative fuels, e.g. biofuels · CPC title

• F02D41/14 Primary

  Introducing closed-loop corrections · CPC title