DE102019000239A1 - Method for operating an internal combustion engine, in particular a motor vehicle - Google Patents

Abstract

The invention relates to a method for operating an internal combustion engine of a motor vehicle having at least one combustion chamber, an intake manifold injection system as the first system and a direct injection system as the second system, in which a respective total amount of fuel to be introduced into the combustion chamber by means of the systems is distributed among the systems with the Steps: Determination of a driving program selected and thus currently set by the driver of the motor vehicle by actuating an operating element effected by the driver, wherein by selecting the respective driving programs different states of a drive train and / or a steering and / or a running gear of the motor vehicle are adjustable; and apportioning the total amount of fuel to the systems as a function of the determined driving program.

Description

The invention relates to a method for operating an internal combustion engine, in particular a motor vehicle, according to the preamble of patent claim 1.

Such a method for operating an internal combustion engine, in particular a motor vehicle, is already the example WO 2006/073062 A1 respectively the EP 1 834 072 A1 as known. The internal combustion engine has at least one combustion chamber, an intake manifold injection system and a direct injection system. The intake manifold injection system is a first system or is also referred to as the first system, the direct injection system being a second system or is also referred to as the second system. In the method, a respective total amount of fuel to be introduced into the combustion chamber by means of the systems, in particular within a respective work cycle of the internal combustion engine, is divided between the systems.

The object of the present invention is to further develop a method of the type mentioned in the introduction such that particularly advantageous operation of the internal combustion engine can be implemented.

This object is achieved by a method having the features of patent claim 1. Advantageous refinements with expedient developments of the invention are specified in the remaining claims.

In order to further develop a method of the type specified in the preamble of claim 1 in such a way that particularly advantageous operation of the internal combustion engine can be implemented, the invention provides that, in particular by means of an electronic computing device of the motor vehicle, one from the driver of the motor vehicle through one through the Driver-actuated actuation of an operating element is selected from a plurality of driving programs and the driving program is thereby adjusted. In other words, the motor vehicle has several selectable driving programs. The driver can select and set the respective driving program by actuating and thereby operating an operating element arranged, for example, in the interior of the motor vehicle. The method therefore provides for the driving program currently or currently set to be ascertained, which was previously selected by the driver and thereby set by the driver actuating the control element. By selecting and thus setting the respective driving programs, different states of a drive train and / or a steering system and / or a chassis of the motor vehicle can be set.

In other words, the currently set driving program can be varied by successively setting the different driving programs, as a result of which the respective state of the drive train and / or the steering and / or the chassis can be varied. If, for example, a first of the driving programs is set, the chassis is, for example, harder or tighter than if a second of the driving programs is set. Alternatively or additionally, it can be provided that when the first driving program is set, the steering is, for example, more direct and / or sluggish and thus sportier than when the second driving program is set. As an alternative or in addition, the drive train, in particular the internal combustion engine, responds more directly to changes in position caused by the driver of an accelerator pedal arranged in the interior if the first driving program is set than if the second driving program is set.

If, for example, the first driving program is set and the driver moves the accelerator pedal from its starting position by a first distance, then a higher torque or a higher load of the internal combustion engine is requested than when the second driving program is set and the driver moves the accelerator pedal out of the starting position moved the first way. Thus, for example, the first driving program is a so-called sport setting, while the second process is, for example, an eco or comfort setting.

In addition, it is provided in the method according to the invention that the total amount of fuel is distributed to the systems as a function of the determined and thus currently set driving program. The division of the total fuel quantity among the systems is to be understood in particular to mean that, in particular within a respective work cycle, a first partial fuel quantity is provided by means of the first system and a second partial fuel quantity is introduced and introduced into the combustion chamber by means of the second system, the partial fuel quantity in total Total amount of fuel. The respective partial fuel quantity can be greater than 0 or can be 0.

The total fuel quantity or the respective partial fuel quantity is formed from, in particular liquid, fuel, by means of which the internal combustion engine is operated, in particular in a fired operation or can be operated. In this case, the direct injection system is designed to carry out a direct injection, which is also referred to as direct fuel injection. In the context of such a direct injection, the fuel is injected directly into the combustion chamber by means of the direct injection system, in particular by means of a first injector of the direct injection system.

The intake manifold injection system is designed to carry out an intake manifold injection and / or a duct injection and can therefore also be referred to as a duct injection system. As part of the channel injection, the fuel is injected into an inlet channel by means of the intake manifold injection system, in particular by means of a second injector of the intake manifold injection system, which is formed, for example, by a cylinder head of the internal combustion engine. The combustion chamber is formed or delimited, for example, by an engine block, wherein the engine block and the cylinder head can be designed as separate components which are connected to one another. As part of the intake manifold injection, the fuel is injected, for example, by means of the intake manifold injection system, in particular by means of the second injector, into an intake manifold, which can be formed separately from the cylinder head and can be connected to the cylinder head, in particular mechanically. The intake manifold injection system is thus designed to inject the fuel into the intake tract at a location of an intake tract of the internal combustion engine that is arranged upstream of the combustion chamber. The inlet tract, which is also referred to as an intake tract, can at least be flowed through by air which is guided to and, in particular, into the combustion chamber by means of the inlet tract.

• - Innenkühlung, dadurch verbesserte Füllung und verringere Klopfneigung
• - kein Wandfilm im Saugrohr beziehungsweise Einlasskanal, dadurch geringere Lambda-Abweichungen und somit verbessertes Instationärverhalten
• - schnellere Reaktion auf Laständerungen möglich, dadurch verbessertes Instationärverhalten

The distribution of the total fuel quantity between the partial fuel quantities or the systems is also referred to as fuel distribution, quantity distribution or fuel quantity distribution. The invention is based in particular on the following findings: A combination of intake manifold or channel and direct injection is also referred to as dual injection. An advantageous injection strategy in such a dual injection is not necessarily identical in all applications, but can be dependent on an individual mode of operation of the internal combustion engine, which is also referred to as an engine or internal combustion engine. In a highly dynamic mode of operation, a high proportion of direct injection is advantageous; in a more stationary mode of operation, a lower proportion of direct injection is more favorable compared to the proportion of intake manifold or channel injection in the total amount of fuel, also referred to as the total amount of fuel. This is due to the fact that the two mixture formation processes have different advantages and disadvantages. The advantages of direct injection are in particular:

• - Internal cooling, thereby improved filling and reduced knocking tendency
• - No wall film in the intake manifold or intake duct, resulting in lower lambda deviations and thus improved transient behavior
• - Faster reaction to load changes possible, which improves transient behavior

• - geringere Kraftstoffpumpenantriebsleistung, dadurch reduzierter Kraftstoffverbrauch
• - Entdrosselung, dadurch reduzierter Kraftstoffverbrauch
• - verringerte Partikelemission
• - geringere Verdünnung des Motoröls durch Kraftstoff.

Advantages of intake manifold or channel injection are in particular:

• - Lower fuel pump drive power, thereby reduced fuel consumption
• - Dethrottling, thereby reduced fuel consumption
• - reduced particle emissions
• - Less dilution of the engine oil by fuel.

• - Die Vorteile der Direkteinspritzung bei hoher Last (Innenkühlung, verbesserte Füllung, reduzierte Klopfneigung) und in dem Stationärbetrieb können genutzt werden.
• - Die Vorteile der Saugrohreinspritzung (Verbrauchsreduzierung durch Reduzierung der Kraftstoffpumpenantriebsleistung, Verbrauchsreduzierung durch Entdrosselung, Verringerung der Partikelemission) können in den übrigen Kennfeldbereichen genutzt werden.
• - Abhängig von der Betriebsweise des Fahrzeugs wird die vorteilhafteste beziehungsweise günstigste Mengenaufteilung gewählt.

A particularly advantageous mixture formation can be ensured by combining intake manifold or channel and direct injection, as a result of which an efficient and therefore low-fuel operation of the internal combustion engine can be represented. In order to realize a particularly advantageous and thus efficient operation of the internal combustion engine, it is provided according to the invention that the total amount of fuel is applied to the systems taking into account the currently set and thus selected driving program, the driving program particularly when it influences a state of a transmission of the drive train , is also referred to as a switching program. In other words, the aforementioned drive train component can be the aforementioned transmission, so that, for example, a characteristic or a behavior of the transmission can be influenced by selecting or varying the driving programs. In particular, it is conceivable that at least or exactly three driving programs are provided. One of the driving programs can, for example, be referred to as “comfort”, with another of the driving programs, for example, as “sport” and another of the driving programs, for example as “eco”. If "Comfort" is selected, the motor vehicle behaves in a balanced and comfortable manner. If "Sport" is selected, the vehicle is more agile and dynamic than "Comfort", and "Eco" enables particularly fuel-efficient driving. According to the invention, it is provided as a function of the currently selected and thus set driving program To divide the total amount of fuel between the systems. The following advantages in particular can be realized by the method:

• - The advantages of direct injection at high load (internal cooling, improved filling, reduced knock tendency) and in stationary operation can be used.
• - The advantages of intake manifold injection (reduction in consumption by reducing the fuel pump drive power, reduction in consumption by dethrottling, reduction in particle emissions) can be used in the other map areas.
• - Depending on the mode of operation of the vehicle, the most advantageous or cheapest quantity distribution is selected.

In a further embodiment it can be provided that the direct injection takes place by means of an electromagnetically actuated multi-hole valve or a piezoelectrically actuated, outward opening injection valve. Furthermore, it is conceivable that the intake manifold or channel injection and / or the direct injection is carried out in a clocked manner. Here, for example, two or more fuel injections take place within the working cycle. It is also conceivable that two or more different variants or maps are available for the quantity distribution, for example for the "Eco", "Comfort" or "Sport" driving programs, which are used depending on the selected driving program.

Furthermore, the quantity can be divided taking into account further setting options for the driver and / or external parameters which have an effect on the dynamics and can therefore be relevant for a favorable quantity distribution. It can thus be provided, for example, that the total amount of fuel is distributed to the systems as a function of a setting of a cruise control, in particular a cruise control, in particular by the driver, of the motor vehicle.

Alternatively or additionally, it can be provided that the total amount of fuel is distributed to the systems as a function of a speed limit of the motor vehicle, in particular set by the driver. As an alternative or in addition, it can be provided that the total amount of fuel is distributed to the systems as a function of automatic traffic sign recognition and, for example, as a function of a speed limit of the motor vehicle thereby recognized. In the case of low dynamics, in particular at a low driving speed, a proportion of the intake manifold or channel injection of an introduction of the total fuel quantity can be increased compared to high dynamics or high speed, which could be done, for example, via characteristic maps and / or characteristic values or factors.

Further advantages, features and details of the invention result from the following description of preferred exemplary embodiments and from the drawing. The features and combinations of features mentioned above in the description and the features and combinations of features mentioned below in the description of the figures and / or shown alone in the figures can be used not only in the combination indicated in each case, but also in other combinations or on their own, without the scope of Leaving invention.

• 1 ein Motorkennfeld einer Verbrennungskraftmaschine, wobei anhand von 1 eine erste Ausführungsform eines Verfahrens zum Betreiben der Verbrennungskraftmaschine veranschaulicht ist; und
• 2 ein weiteres Motorkennfeld der Verbrennungskraftmaschine, wobei anhand von 2 eine zweite Ausführungsform des Verfahrens veranschaulicht ist.

The drawing shows in:

• 1 an engine map of an internal combustion engine, wherein based on 1 a first embodiment of a method for operating the internal combustion engine is illustrated; and
• 2nd a further engine map of the internal combustion engine, with reference to 2nd a second embodiment of the method is illustrated.

Identical or functionally identical elements are provided with the same reference symbols in the figures.

The following is based on 1 describes a first embodiment of a method for operating an internal combustion engine of a motor vehicle, also referred to as a motor or internal combustion engine. This means that the motor vehicle, which can preferably be designed as a motor vehicle, in particular as a passenger car, has the internal combustion engine in its completely manufactured state and can be driven by means of the internal combustion engine. The internal combustion engine has at least one or more combustion chambers, an intake manifold injection system and a direct injection system. The intake manifold injection system is also referred to as the first system or is a first system, the direct injection system also being referred to as the second system or is a second system. By means of the direct injection system, fuel, in particular liquid fuel, can be injected directly into the respective combustion chamber. The direct injection system has, for example, at least or exactly one injector per combustion chamber. The fuel, by means of which the internal combustion engine in their fired operation is operable, are introduced, in particular injected, into an intake tract of the internal combustion engine through which air can flow, at at least one point arranged upstream of the combustion chambers. For example, the intake manifold injection system comprises at least or exactly one second injector for introducing, in particular injecting, the fuel into each combustion chamber. In the method, a total fuel quantity of the fuel to be introduced into the respective combustion chamber by means of both systems as a whole within a respective work cycle of the internal combustion engine is divided between the systems. This division is also referred to as fuel division, quantity division or fuel quantity division.

In order to be able to realize a particularly advantageous and thus efficient and low-fuel operation of the internal combustion engine, it is provided in a first step of the method that, in particular by means of an electronic computing device of the motor vehicle, an actuation by the driver of the motor vehicle through an actuation effected by the driver an operating element selected and thus currently set driving program is determined or recorded from a plurality of driving programs. By selecting the respective driving programs, different states of a drive train and / or a steering system and / or a chassis of the motor vehicle can be set. In a second step of the method, the total amount of fuel is divided among the systems depending on the driving program determined.

1 shows a first engine map 10th the internal combustion engine. On the ordinate 12th of the engine map 10th the load of the internal combustion engine is plotted, with the abscissa 14 of the engine map 10th the speed of the internal combustion engine is plotted. In the engine map 10th is the full load curve 16 registered. In the first embodiment, T1 takes place in a first partial area of the engine map 10th the introduction of the fuel into the respective combustion chamber exclusively by means of the direct injection system, so that when the internal combustion engine is operated in the first sub-region T1, fuel is not introduced into the combustion chambers by the intake manifold injection system, which is also referred to as the duct injection system. In other words, 100 percent of the total fuel quantity is introduced into the respective combustion chamber in the first partial region T1 by means of the direct injection system, in particular directly injected, so that 0 percent of the total fuel quantity is introduced into the combustion chambers in the first partial region T1 by means of the intake manifold injection system.

In a second area T2 of the engine map 10th 25 percent of the total fuel quantity is introduced into the combustion chambers by means of the intake manifold injection system, so that in the second partial area T2 75 percent of the total fuel quantity is introduced into the combustion chambers, in particular directly injected, into the combustion chambers. In a third area T3 of the engine map 10th 50 percent of the total amount of fuel is introduced into the combustion chambers by means of the intake manifold injection system, so that in the third partial area T3 50 percent of the total amount of fuel is introduced into the combustion chambers by means of the direct injection system, in particular injected directly.

2nd illustrates a second embodiment of the method. In a first sub-area T1 of the engine map 10th 0 percent of the total amount of fuel is introduced into the combustion chambers by means of the intake manifold injection system, so that in the first partial area T1 100 percent of the total amount of fuel is introduced into the combustion chambers by means of the direct injection system. In a second partial area T2 of the engine map 10th 25 percent of the total amount of fuel is introduced into the combustion chambers by means of the intake manifold injection system, so that in the sub-area T2 75 Percent of the total amount of fuel is introduced into the combustion chambers using the direct injection system. In a third partial area T3 of the engine map 10th 50 percent of the total amount of fuel is introduced into the combustion chambers by means of the intake manifold injection system, so that in sub-area T3 50 percent of the total amount of fuel is introduced into the combustion chambers by means of the direct injection system. In a fourth partial area T4 of the engine map 10th 75 percent of the total amount of fuel is introduced into the combustion chambers by means of the intake manifold injection system, so that in sub-area T4 25 percent of the total amount of fuel is introduced into the combustion chambers by means of the direct injection system. In a fifth sub-area T5 of the engine map 10th 100 percent of the total amount of fuel is introduced into the combustion chambers by means of the intake manifold injection system, so that 0 percent of the total amount of fuel is introduced into the combustion chambers in the partial area T5 by means of the direct injection system.

Reference list

10th

Engine map

12th

ordinate

14

abscissa

16

Full load curve

T1

first section

T2

second section

T3

third section

T4

fourth section

T5

fifth section

QUOTES INCLUDE IN THE DESCRIPTION

This list of documents listed by the applicant has been generated automatically and is only included for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent literature cited

• WO 2006/073062 A1 [0002]
• EP 1834072 A1 [0002]

Claims (4)

Method for operating an internal combustion engine of a motor vehicle having at least one combustion chamber, an intake manifold injection system as the first system and a direct injection system as the second system, in which a respective total amount of fuel to be introduced into the combustion chamber by means of the systems is divided between the systems, characterized by the steps: Determining a driving program selected and thereby currently set by the driver of the motor vehicle by actuation of an operating element by the driver, different states of a drive train and / or a steering system and / or a running gear of the motor vehicle being adjustable by selecting the respective driving programs ; and - splitting the total amount of fuel between the systems as a function of the determined driving program. Procedure according to Claim 1 , characterized in that the total fuel quantity is distributed to the systems as a function of a setting of a cruise control, in particular a cruise control, caused by the driver. Procedure according to Claim 1 or 2nd , characterized in that the total amount of fuel is distributed to the systems as a function of a speed limit of the motor vehicle set by the driver. Method according to one of the preceding claims, characterized in that the total amount of fuel is distributed to the systems as a function of automatic traffic sign recognition of the motor vehicle.

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