Method for controlling and/or regulating the operation of an internal combustion engine

Patent metadata

Field	Value
Publication number	US-11118516-B2
Application number	US-201916521168-A
Country	US
Kind code	B2
Filing date	Jul 24, 2019
Priority date	Jul 24, 2018
Publication date	Sep 14, 2021
Grant date	Sep 14, 2021

Abstract

A method for controlling and/or regulating the operation of an internal combustion engine, wherein the relevant specific relative locations of the intake camshaft with respect to the crankshaft are defined and/or controlled with the aid of regulating control values of the engine control unit, in particular for controlling the intake valves between the control value 1 for late and the control value 0 for early, and wherein a specific regulating control value curve and/or specific regulating control values for controlling the relative position of the intake camshaft is or are stored, at least for a specific control period for implementing the load jump, namely at least between the time of the start of the target load jump to the time of the end of the actual load jump corresponding to the target load jump.

First claim

What is claimed is:

1. A method for controlling or regulating an operation of an internal combustion engine, the method comprising:
applying multiple different target load points from an actuation of the accelerator pedal to the internal combustion engine, wherein in a case of a load increase of the internal combustion engine starting from at least one specific applied, lower first target load point, a specific, higher, second target load point, compared to a first target load point of the multiple different target load points, is applied; and
moving positioning of an intake camshaft with respect to a crankshaft in order to control intake valves, a relevant control of the intake valves from early to late being implemented through a relative position of an intake camshaft, wherein relevant specific relative locations of the intake camshaft with respect to the crankshaft are controlled with by regulating control values of the engine control unit to control the intake valves between the control value 1 for late and the control value 0 for early, and wherein at least for a specific control period for implementing the load increase, and specific regulating control values for controlling the relative position of the intake camshaft are stored,
wherein, at least for the specific control period, specific regulating control limit values are defined,
wherein, then at specific relevant times within the specific control period a comparison of the relevant regulating control values with the relevant regulating control limit values takes place, and
wherein a relevant lower control value is then used to drive a relative location of the intake camshaft.

2. The method according to claim 1 , wherein, through a use of the relevant lower control value, a movement of the intake camshaft in the late direction is appropriately limited to this corresponding value or control value.

3. The method according to claim 1 , wherein, during the specific control period, relevant specific stationary regulating control limit values are defined for multiple specific relevant actual load points.

4. The method according to claim 1 , wherein the specific regulating control limit values have been determined for stationary actual load points on a test stand for stationary specific actual load conditions.

5. The method according to claim 1 , wherein the specific regulating control limit values are stored in the engine control unit as a characteristic map or as a stationary regulating control limit curve.

6. The method according to claim 1 , wherein, with aid from the relevant specific regulating control limit values dynamic regulating control limit values are determined as a function of a combustion chamber heating.

7. The method according to claim 6 , wherein the relevant dynamic regulating control limit values are used as the relevant regulating control limit values in a comparison.

8. The method according to claim 1 , wherein the pressure in the intake system is at least partially controlled by an exhaust-gas turbocharger.

9. The method according to claim 1 , wherein relevant characteristic delay times are determined on a test stand, wherein the relevant values of characteristic delay times then each correspond to a relevant delay time until the internal combustion engine has reached its new heating state.

10. The method according to claim 1 , wherein the internal combustion engine is an Otto engine.

11. The method according to claim 1 , wherein a control or regulating circuit is provided that has at least one first circuit element designed as a comparing element and at least one second circuit element designed as a time delay element.

12. The method according to claim 11 , wherein the regulating control values that are stored in the engine control unit by the engine control unit are routed to the first circuit element through a first control path.

13. The method according to claim 12 , wherein a second control path is provided that has two sub-paths, wherein a stationary regulating control limit value is routed to the second circuit element through a first sub-path of the two sub-paths, and a value for a characteristic delay time for a combustion chamber heating is routed through a second sub-path of the two sub-paths.

14. The method according to claim 13 , wherein the second circuit element determines a dynamic regulating control limit value based on the value of the characteristic delay time routed to the second circuit element.

15. The method according to claim 14 , wherein a comparison is performed by the first circuit element, wherein the dynamic regulating control limit value of the second circuit element is routed to the first circuit element, wherein the relevant lower control value is used for driving the relative location of the intake camshaft.

16. The method according to claim 1 , wherein the internal combustion engine is for a motor vehicle and operates at least partially according to a Miller cycle.

17. The method according to claim 1 , wherein the multiple different target load points correspond to different actual load points of the internal combustion engine,
wherein the at least one specific applied, lower first target load point is a first actual load point implemented for the first target load point,
wherein the first target load point is a first actual load point,
wherein moving the position involves adjusting a relative location of the intake camshaft with respect to the crankshaft,
wherein the at least for a specific control period for implementing the load increase is at least between a first time at the start of the target load increase to a second time at the end of the actual load increase corresponding to the target load increase,
wherein a specific regulating control value curve includes the specific regulating control values, and
wherein a regulating control limit curve includes the specific regulating control limit values.

18. The method according to claim 1 , wherein a dynamic regulating control limit curve is determined from the regulating control limit curve as a function of a curve of a combustion chamber heating.

19. The method according to claim 1 , the method further comprising:
applying the multiple different target load points from the actuation of the accelerator pedal to different actual load points of the internal combustion engine,
wherein the multiple different target load points correspond in time to the different actual load points of the internal combustion engine.

Assignees

• Volkswagen Ag

Inventors

• Thaler Tim

Classifications

• F02D41/0007

  for control of turbo-charged or super-charged engines (control of the pumps per se F02B37/12) · CPC title

• F02D13/0238 Primary

  by shifting the phase, i.e. the opening periods of the valves are constant · CPC title

• F02D41/10

  for acceleration · CPC title

• F02D2200/602

  Pedal position · CPC title

• F02D2041/1431

  the system including an input-output delay · CPC title