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WO2012069377A1 - Procédé de fonctionnement - Google Patents

Procédé de fonctionnement Download PDF

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Publication number
WO2012069377A1
WO2012069377A1 PCT/EP2011/070445 EP2011070445W WO2012069377A1 WO 2012069377 A1 WO2012069377 A1 WO 2012069377A1 EP 2011070445 W EP2011070445 W EP 2011070445W WO 2012069377 A1 WO2012069377 A1 WO 2012069377A1
Authority
WO
WIPO (PCT)
Prior art keywords
opening
phase
additional valve
phases
fresh air
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/EP2011/070445
Other languages
German (de)
English (en)
Inventor
Christian BÜCKER
Alexander Ullmann
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mahle International GmbH
Original Assignee
Mahle International GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Mahle International GmbH filed Critical Mahle International GmbH
Publication of WO2012069377A1 publication Critical patent/WO2012069377A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
    • F02B29/08—Modifying distribution valve timing for charging purposes
    • F02B29/083—Cyclically operated valves disposed upstream of the cylinder intake valve, controlled by external means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0269—Controlling the valves to perform a Miller-Atkinson cycle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
    • F02D2009/0201—Arrangements; Control features; Details thereof
    • F02D2009/0279—Throttle valve control for intake system with two parallel air flow paths, each controlled by a throttle, e.g. a resilient flap disposed on a throttle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/42—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories having two or more EGR passages; EGR systems specially adapted for engines having two or more cylinders
    • F02M26/44—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories having two or more EGR passages; EGR systems specially adapted for engines having two or more cylinders in which a main EGR passage is branched into multiple passages
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the present invention relates to a method for operating an internal combustion engine, in particular a motor vehicle.
  • Internal combustion engines come stationary, e.g. in emergency generators or combined heat and power plants, or in mobile applications such as e.g. in aircraft, watercraft and land vehicles, in particular road vehicles and off-road vehicles.
  • an internal combustion engine comprises an engine block which contains a plurality of cylinders, in each of which a piston is arranged such that it can be adjusted in terms of stroke, so-called piston engine or reciprocating engine. Gas exchange processes of these cylinders are controlled by means of gas exchange valves, ie with inlet valves and exhaust valves.
  • the internal combustion engine is usually equipped with a fresh air system which comprises at least one fresh air duct, which simultaneously supplies several cylinders with fresh air.
  • a fresh air duct comprises a fresh air distributor, from which individual connecting pipes exit to one cylinder each.
  • positive pressure pulses which lead to pressure increases, can be used to supply the individual cylinders more air mass, so-called impulse charging. It is likewise possible to generate negative pressure pulses which lead to pressure drops in order to improve exhaust gas recirculation or specifically to set an exhaust gas recirculation rate.
  • Additional valves for controlling the exhaust gas recirculation are known, for example, from DE 10 2006 028 146 A1, from DE 10 2006 037 934 A1 and from US Pat
  • the respective additional valve is usually operated such that opening phases in which the additional valve opens the fresh air duct and closing phases in which the additional valve closes the fresh air duct alternate. If such an additional valve is assigned to a plurality of cylinders, that is to say arranged in a fresh-air duct which leads to a plurality of cylinders, the additional valve is expediently operated such that it generates separate opening phases for each assigned cylinder. For example, the respective fresh air duct lead to three cylinders of the internal combustion engine, so that the additional valve is then assigned to three cylinders.
  • the firing order of the individual cylinders can be tuned so that the respective additional valve associated three cylinders are sequentially clocked in phase, so with respect to the crankshaft angle to each other, in particular the Suction cycles of the cylinder are separated in time and occur in succession. This makes it possible that with the help of an additional valve for each associated cylinder, a separate opening phase can be generated.
  • the present invention is concerned with the problem of providing an improved embodiment for an operating method of the type mentioned at the outset. ben, which is characterized in particular by the fact that the energy efficiency of the internal combustion engine is improved, in particular pollutant emissions to be reduced.
  • the invention is based on the general idea, to vary the opening phases in the context of adaptation to different operating states of the internal combustion engine to shift only the closing time and to leave the opening time constant. To increase the opening phases thus only the closing time is moved to late, while only the closing time is moved to shorten the opening phases to early.
  • This measure is based on the surprising finding that, for an optimal compromise between fuel consumption and pollutant emissions, in particular NOX emissions, there is a time window in which the opening time for the opening phases must lie, this time window being independent of the operating state of the internal combustion engine and independent of the Size of the opening phase is, even if the size of the opening phase has a strong dependence on the operating condition of the internal combustion engine.
  • the position of this time window may depend on the particular operating strategy followed, according to which the internal combustion engine is to be operated, e.g. optimized for pollutants, optimized for consumption, optimized for performance etc.
  • the respective additional valve may have a permanently rotating valve member which, in one complete revolution, forms at least one closing angle region forming such a closing phase and at least one opening angle forming such an opening phase.
  • the rotational speed can then be increased during the opening phase and reduced in the closing phase, such that the phase position of the opening time to the crankshaft angle remains constant.
  • the change in the opening period is based solely on a shift of the closing time.
  • increasing the opening duration which is achieved by reducing the rotational speed during the opening phase and increasing it in the closing phase, such that the phase angle of the opening time to the crankshaft angle remains constant.
  • the opening time of the opening phase of the respective additional valve coincide regardless of the operating condition of the internal combustion engine with a controlled by the gas exchange valves inlet start for the respective cylinder or a maximum of 10 ° crankshaft angle or a maximum of 5 ° crankshaft angle.
  • a relationship between the opening time and the start of intake can be observed for a predetermined operating strategy, for example, to optimize low fuel consumption with low pollutant emissions.
  • another operating strategy for example, should lead to a rapid warm-up of the internal combustion engine, of course, other relationships between the opening time and the beginning of intake can be selected. For example, for the initially mentioned heat load (Miller method or Atkinson method) other relationships of opening time and the beginning of the inlet be relevant.
  • the respective fresh air duct, in which the respective additional valve is arranged lead to a plurality of cylinders, so that respective additional valve is assigned to a plurality of cylinders, for which it generates separate opening phases in each case. Since such an additional valve can be operated and controlled with high dynamics, it may be sufficient to assign a single additional valve to a plurality of cylinders in order to be able to provide separate opening phases for the cylinders. In particular, it can be provided to operate the respective additional valve in such a way that it generates differently sized opening phases for the associated cylinders, which follow one another directly.
  • This embodiment is based on the general idea, with the help of the additional valve, to optimize the opening phases individually with regard to their length or with regard to their time duration for the respective cylinder. This is achieved, in which the additional valve is operated so that it generates different sized opening phases for the associated cylinder, which follow one another directly.
  • the additional valve for example, three cylinders are assigned, the additional valve generates during a complete cycle of the internal combustion engine, ie during two complete revolutions of the crankshaft, ie within 720 ° crankshaft angle (short "KWW” or "KW”) exactly three opening phases spaced by closing phases are, these three opening phases are different sizes, so extend over different angular ranges of crankshaft rotation.
  • a separate flow path is present, which leads from the common auxiliary valve to the respective cylinder or to the combustion chamber. Due to design needs, these flow paths are not identical. For example, one flow path may be longer than another. Additionally or alternatively, one flow path may contain more flow deflections than another. Additionally or alternatively, one flow path may include more flow obstacles and / or flow resistances than another. This leads in the end to equal opening times of the additional valve to different loads or - depending on the purpose of the additional valve - lead to different exhaust gas recirculation rates in the individual cylinders.
  • the optimum opening phases for the different cylinders can be determined in order to more or less compensate for the design-related deviations of the fresh air paths.
  • the achievable with the aid of the operating method according to the invention homogenization of the supply of individual cylinders with fresh air or with recirculated exhaust gas can reduce the pollutant emissions and / or fuel consumption.
  • the respective additional valve may have a permanently rotating valve member which at least completes a closing angle range forming such a closing phase and at least one opening angle range forming such an opening phase, wherein the rotational speed of the valve member is changed for changing successive opening phases.
  • the additional valve is designed so that the rotational speed at which the valve member rotates, can be changed dynamically, ie during one revolution of the valve member , in particular between two consecutive closing phases and in particular within an opening phase. This can be realized in particular by means of an electric motor drive, for example by means of a brushless DC motor.
  • the respective additional valve can be actuated so that the opening phases have a predetermined phase position to the crankshaft angle of a crankshaft of the internal combustion engine in a stationary operating state of the internal combustion engine.
  • the changing of the opening phases can then take place such that in a stationary operating state the internal combustion engine, the predetermined phase position is maintained to the crankshaft angle of the crankshaft.
  • an opening phase can be increased by reducing the preceding and / or the subsequent closing phase, in such a way that a period duration remains constant.
  • the preceding and / or the subsequent closing phase can be increased, such that the period duration remains constant.
  • the respective period is defined by the time interval between the centers of two successive opening phases.
  • the respective additional valve can be used to control an exhaust gas recirculation rate.
  • a negative pressure can be generated or increased at a downstream of the additional valve inlet point for recirculated exhaust gas, whereby the amount of recirculated exhaust gas can be influenced.
  • the exhaust gas recirculation rate behaves antiproportional to the opening phase of the additional valve. The larger the opening phase, the greater the exhaust gas recirculation rate and vice versa.
  • the fresh air passage from the respective additional valve to the associated cylinders may have different flow paths which would lead to differences in the fresh air filling and / or exhaust gas recirculation rate at the respective cylinder, wherein the different opening phases are adapted to the different flow paths, that the mentioned differences are reduced, in particular eliminated.
  • the potential of the present invention is optimally utilized to homogenize the supply of the individual cylinders with respect to fresh air and / or recirculated exhaust gas.
  • the respective additional valve may have a permanently driven by means of an electric motor, such as a brushless DC motor, valve member, wherein the electric motor is driven to generate varying rotational speeds during a revolution of the valve member with a continuous drive function. The use of a continuous drive function reduces the load on the electric motor and allows reliable control times.
  • the control function used in this case can be the product of at least two continuous sub-functions according to an advantageous embodiment.
  • the respective subfunction may each include a sine function.
  • a first subfunction may be a sine function of first power
  • a second subfunction may be a sine function of third power.
  • the zero crossing of the first partial function with negative derivative can be set to the middle of the opening phase of the additional valve. It is particularly advantageous to set the maximum of the second partial function to the middle of the opening phase of the additional valve. It has been shown that such a drive function leads to a particularly favorable course of the rotational movement of the valve member, with which the varying opening times can be represented in a particularly simple and reliable manner.
  • the fresh air system downstream of the respective additional valve up to the gas exchange valves and upstream of the respective additional valve contains no controllable throttle.
  • the fresh air system is operated unthrottled or throttle-free.
  • the fresh air supply to the cylinders is controlled exclusively via the respective additional valve.
  • the loading control for the cylinder can be realized by means of the additional valve.
  • the respective additional valve is used both for loading tion control of the associated cylinder as well as for controlling an exhaust gas recirculation rate to the individual cylinders is operated.
  • Fig. 1 is a greatly simplified schematic diagram of a schematic
  • Internal combustion engine 2 is an isometric view of an additional valve
  • 3b is a diagram for illustrating the opening behavior of
  • FIG. 5 shows a diagram for illustrating successive, different opening phases for three cylinders
  • FIG. 6 is a diagram illustrating successive different opening phases in a 6-cylinder engine
  • Fig. 7 to 14 each have a simplified longitudinal section of the additional valve (a), a
  • an internal combustion engine 1 as can be used, for example, in a motor vehicle, for example an engine block 2 containing a plurality of cylinders 3, each enclosing a combustion chamber 4 and in each of which a non-descript piston is arranged adjustable in stroke.
  • Other engine configurations such as the boxer engine, V-engine and W-engine, are a matter of course. In the example, by way of example only and without limiting the generality, exactly six such cylinders 3 are arranged in series.
  • Each combustion chamber 4 and each cylinder 3 gas exchange valves namely intake valves 5 and 6 associated exhaust valves, which are arranged in the engine block 2.
  • intake valves 5 and 6 associated exhaust valves which are arranged in the engine block 2.
  • per combustion chamber 4 or per cylinder 3 an inlet valve 5 and an outlet valve 6 are provided.
  • two or more intake valves 5 or two or more exhaust valves 6 per cylinder 3 may be provided.
  • the internal combustion engine 1 is preferably for use as a vehicle drive for commercial vehicles and passenger cars, useful in heavy commercial vehicles, such as construction vehicles and off-road vehicles. In principle, however, a use of the internal combustion engine 1 in other vehicles, such as watercraft or in stationary facilities is conceivable.
  • the internal combustion engine 1 has a fresh air system 7, which serves for the supply of fresh air to the combustion chambers 4 and to the cylinders 3.
  • the fresh air system 7 a fresh air line 8, which contains a fresh air path 9, which is indicated in Fig. 1 by arrows.
  • the internal combustion engine 1 is equipped with an exhaust system 10, which serves to carry away exhaust gases from the combustion chambers 4.
  • it has an exhaust pipe 1 1, which contains an exhaust path 12, which is indicated by arrows.
  • the internal combustion engine 1 is equipped with an exhaust gas recirculation system 13, with which it is possible to recirculate exhaust gases from the exhaust system 10 to the fresh air system 7.
  • the exhaust gas recirculation system 13 has at least one return line 14
  • each return line 14 leads from a branch point 15 to a point of introduction 16.
  • the return line 14 is connected on the input side to the exhaust line 1 1.
  • the respective return line 14 is connected on the output side to the fresh air line 8.
  • the fresh air system 7 is designed to be double-flowed at least in a section adjoining the combustion chambers 4 to the cylinders 3, so that the fresh air line 8 in this area a first flood 8 'to supply the first three cylinders 3 and the first three combustion chambers 4 and a second flow 8 ", which serves to supply the second three cylinders 3 and the second three combustion chambers 4.
  • the first flow 8 'and the second flow 8" each form a fresh air duct, which in the following also uses 8' or 8 ' 8 ".
  • Analogous to the fresh air system 7 and the exhaust system 10 is at least in a subsequent to the cylinder 3 and the combustion chambers 4 double-flow configured so that the exhaust pipe 1 1 at least in a subsequent to the cylinder 3 and the combustion chambers 4 a section the first three cylinders 3 associated first tide 1 1 'and the second three cylinders 3 associated second tide 1 1 "has.
  • the two exhaust gas recirculation lines 14 are accordingly each one of these floods 8 'and 8 "or 1 1' or 1 1" assigned.
  • such an exhaust gas recirculation line 14 is connected to each fresh air duct 8 ', 8 ".
  • each return line 14 is also equipped with an exhaust gas recirculation cooler 17.
  • the internal combustion engine 1 is charged in the illustrated example, so that at least one charging device is provided.
  • two de wornen provided, namely a first charging device 18 and a second charging device 19.
  • Both charging devices 18, 19 are configured in the example as exhaust gas turbocharger.
  • the first charging device 18 comprises a first compressor 20, which is arranged in the fresh air line 8, and which is drive-connected via a first drive shaft 21 with a first turbine 22, which is arranged in the exhaust pipe 11.
  • the second charging device 19 accordingly comprises a second compressor 23, which is arranged in the fresh air line 8 and is drive-connected via a second drive shaft 24 to a second turbine 25, which is arranged in the exhaust pipe 11.
  • the second compressor 23 is arranged downstream of the first compressor 20, while the second turbine 25 is arranged upstream of the first turbine 22.
  • a first intercooler 26 is arranged in the fresh air line 8.
  • a second intercooler 27 is arranged in the fresh air line 8.
  • a corresponding exhaust gas recirculation flow is indicated by arrows 28.
  • an exhaust gas recirculation valve 29 is arranged in each return line 14, with the aid of which the respective return line 14 can be opened or closed and which can be used in particular for setting an exhaust gas recirculation rate.
  • the internal combustion engine 1 is also equipped with at least one additional valve 30.
  • additional valves 30 are provided.
  • the respective additional valve 30 is in the fresh air system 7 upstream of the gas exchange valves 5, 6, that is arranged here upstream of the intake valves 5.
  • such an additional valve 30 is assigned to each of the two floods 8 ', 8 ", that is to say that in each fresh air channel 8', 8" such an additional valve is provided.
  • til 30 arranged.
  • each additional valve 30 is associated with three cylinders 3 and three combustion chambers 4, respectively.
  • such an additional valve 30 can have an electric motor 31 as a drive in order to be able to actuate the respective additional valve 30 for opening and closing the respective fresh-air duct 8 'or 8' '
  • the additional valve 30 comprises a line section 32 with which the additional valve 30 in the respective fresh air duct 8 'and 8 "of the fresh air system 7 can be integrated.
  • the additional valve 30 includes in the associated channel portion 32, a valve member 33 which is formed in the example by a flap, which may be referred to in particular as a butterfly flap.
  • the valve member 33 is rotatably mounted on a shaft 34 which is drivingly connected to the electric motor 31.
  • the electric motor 31 is preferably designed such that it can drive the valve member 33 to a permanent rotation.
  • the rotational speed of the drive 31 or of the valve member 33 may, for example, be in a substantially fixed relation to a rotational speed of a crankshaft 35 of the internal combustion engine 1 indicated in FIG. 1.
  • FIGS. 2 and 3a show an expedient example of an additional valve 30, which has a permanently rotating valve member 33.
  • Fig. 3b illustrates the course of the valve member 33 controlled by flow Baren cross section of the fresh air channel 8 'and 8 "depending on the rotation angle ⁇ of the valve member 33.
  • the respective opening phase A is designated within the curve A, while the closing phases adjacent thereto with B are designated.
  • this valve member 33 passes through at least one closing angle range ⁇ and at least one opening angle range a.
  • the respective closing angle range ⁇ defines a closing phase B of the additional valve 30, while the respective opening angle range ⁇ defines an opening phase.
  • phase A of the additional valve 30 forms.
  • the additional valve 30 or its valve member 33 opens the fresh air duct 8 'or 8 ".
  • the additional valve 30 or its valve member 33 closes the respective fresh air duct 8' or 8".
  • the additional valve 30 has a complete revolution of the valve member 33 exactly two opening phases A and two closing phases B, which alternate.
  • ß has a channel wall 36 recesses 37, in which the valve member 33 is immersed in its rotation.
  • the depressions 37 are, for example, profiled in the manner of a circle segment and have a diameter D which is greater than a height H of the respective channel 8 'or 8 "or 32 and which essentially corresponds to a width of the valve member 33 measured transversely to the axis of rotation.
  • the respective additional valve 30 can be operated such that it generates a separate opening phase A for each associated cylinder 3.
  • the respective additional valve 30 is adapted to the gas exchange operations according to the four-stroke principle of the associated three cylinders 3 so that in each case an intake stroke of the respective cylinder 3, an opening phase A can be assigned.
  • FIG. 4 shows two examples of differently sized opening phases A. Recognizable is a shorter or smaller opening phase Ai, which extends in a crankshaft angle range from about 60 ° KWW to about 180 ° KWW. Furthermore, a larger or longer opening phase A 2 can be seen , which extends for example in a crankshaft angle range of approximately 40 ° KWW to approximately 200 ° KWW. As a comparison, a sinusoidal curve E of an inlet valve 5 is entered in the diagram of FIG. 4, whose opening time window ranges from about 0 ° KWW to about 240 ° KWW.
  • FIG. 5 now shows how differently sized opening phases A follow one another during the successive loading phases of the successive cylinders 3 located in the intake stroke.
  • the three associated with the respective additional valve 30 cylinder 3 can differ from each other due to their distance from the additional valve 30.
  • a first cylinder 3i has the greatest distance to the additional valve 30
  • a second cylinder 3 2 has a mean distance to the additional valve 30
  • a third cylinder 3 3 has the smallest distance to the auxiliary valve 30.
  • the indicated reference numbers are also in FIG registered to characterize the individual cylinder 3 with respect to their distance from the respective additional valve 30.
  • the three cylinders 3-i, 3 2 and 3 3 are each assigned a separate opening phase A with the aid of a common additional valve 30, wherein the successive opening phases A differ from one another with respect to their length or time duration.
  • the first cylinder 3i receives the largest opening phase Ai while the third cylinder 3 3 is the smallest opening phase A 3 is metered.
  • the second cylinder 3 2 receives a medium opening phase A 2 .
  • the opening time window E of the intake valves 5 remain the same size. 6 shows, purely by way of example, the sequence of the different opening phases A in the six cylinders of the six-cylinder engine of FIG. 1.
  • the lower auxiliary valve 30 produces the three different, successive opening phases Ai, A 2 and A 3 for the three cylinders 3-i, 3 2 and 3 3 arranged at the bottom in FIG. while the other shown in FIG. 1 upper auxiliary valve 30 for the three cylinders shown in Fig. 1 above 3-I, 3 2 and 3 3, the various opening phases Ai, A 2 and A 3 generated. Visible results between the opening phases A of the one additional valve 30 and the opening phases A of the other auxiliary valve 30, a phase shift of about 120 ° KWW, which is due to the firing order of the six-cylinder four-stroke engine.
  • FIGS. 7 to 14 now illustrate the interaction of the different working cycles of the three cylinders 3, which are assigned to the one additional valve 30.
  • the sub-figures 7a to 14a each show the auxiliary valve 30 in a longitudinal section in a simplified representation, in which case it is essential here to distinguish the closing phases B and the opening phases A from one another.
  • the subfigures 7b to 14b illustrate the gas flow.
  • the subfigures 7c to 14c illustrate the relation of the respective state with respect to the rotation of the crankshaft 35. Two complete revolutions of the crankshaft 35, ie 720 ° KWW or KW correspond to a duty cycle or cycle of the internal combustion engine. 1
  • the different clocks of the individual cylinders 3 are listed according to the four-stroke principle, namely as “suction” for the intake stroke, “compression” for the compression stroke, “combustion” for the combustion cycle and “pushing out” for the Ausschiebetakt.
  • the respective additional valve 30 is used to control an exhaust gas recirculation rate. 7a to 14a, the introduction point 16 can be recognized, via which recirculated exhaust gas can be introduced into the respective fresh air duct 8 'or 8 "or into the line section 32. Accordingly, the respective one is also shown in FIGS Return line 14 recognizable.
  • the consideration starts at 0 ° CA.
  • the additional valve 30 is at a rotational angle ⁇ of 0 ° and generates a closing phase B.
  • the first cylinder 3i is in the intake stroke
  • the second cylinder 3 2 is in the compression stroke
  • the third cylinder 3 3 is in the combustion cycle.
  • exhaust gas is increasingly supplied to the first cylinder 3i because the supply of fresh air is interrupted by the closing phase B of the auxiliary valve 30.
  • Fig. 8 shows a state at 120 ° KW. Now the additional valve 30 is at a rotational angle ⁇ of 90 ° and generates an opening phase A, so that the first cylinder 3i is now increasingly supplied with fresh air.
  • the second cylinder 3 2 is here at the transition to the combustion cycle.
  • the third cylinder 3 3 is in the Ausschiebetakt.
  • Fig. 9 now shows the state at 240 ° KW.
  • the additional valve 30 is at a rotational angle ⁇ of 180 ° and generates a closing phase B. Consequently, it is now about the supply of the third cylinder 3 3 with exhaust gas.
  • Fig. 10 the system is at 360 ° KW.
  • the additional valve 30 shows a rotation angle ⁇ of 270 ° and is open. This is thus about the supply of the third cylinder 3 3 with fresh air.
  • the state according to FIG. 13 therefore corresponds identically to the state according to FIG. 7.
  • crankshaft 35 and valve member 33 move in accordance with a ratio of 4: 3 to each other.
  • the rotating valve member 33 is provided to change the rotational speed of the valve member 33, namely dynamically, ie within a single revolution of the valve member 33. If the valve member 33 as in the examples shown here during a complete revolution, two opening phases A and two closing phases B, the rotational speed of the valve member 33 can be varied so that two different opening phases A can be realized within a single revolution.
  • the respective additional valve 30 can be suitably actuated such that the opening phases A have a predetermined phase position relative to the crankshaft angle of the crankshaft 35.
  • the vertex of the respective curve of the opening phase A in each case at about 120 ° KVWV and in Fig. 5 approximately centrally to the elevation curve E of the respective inlet valve.
  • FIG. 6 also shows that successive opening phases A have the same spacing with respect to their vertices or their centers or centers, namely 240 ° KWW.
  • the changing of the opening phases A can thus preferably be carried out so that the predetermined phase angle to the crankshaft angle is maintained.
  • the respective period is measured, for example, by the time interval or the crankshaft angle between the centers of two successive opening phases A. In the examples shown here, this period is approximately
  • opening phase A is to be reduced, it may be expedient to increase the preceding and the subsequent closing phase B, such that the period duration remains constant.
  • the respective additional valve 30 is used to control the exhaust gas recirculation rate.
  • the different opening phases A take into account the different flow paths from the respective additional valve 30 to the respective cylinder 3-i, 3 2 , 3 3 and reduce resulting asymmetries with respect to the supply of the respective cylinder 3 with fresh air or with recirculated exhaust gas.
  • the respective additional valve 30 is driven by means of an electric motor 31, it can be provided according to a particularly advantageous embodiment to actuate the electric motor 31 with a continuous control function f (x).
  • This drive function f (x) is expediently the product of at least two continuous subfunctions g (x) and h (x).
  • the two subfunctions g (x) and h (x) are in particular sine functions.
  • the first partial function g (x) is for example a sine function of the first power, while the second partial function h (x) can be, for example, a sine function of the third power.
  • the fish air system 7 downstream of the respective additional valve 30 to the gas exchange valves 5, 6 and upstream of the respective additional valve 30 has no controllable throttle.
  • the fresh air system 7 is designed unthrottled or throttle-free.
  • the loading control of the individual cylinders 3 can be realized with the aid of the respective additional valve 30, namely by the appropriate dimensioning of the opening phases A.
  • the following description relates to the behavior of the controller 38 and the adaptation of the opening phases A at different operating conditions. Depending on the operating state, it may in fact be necessary to change the opening phases A with regard to their length, for example in order to achieve optimum values for fuel consumption and pollutant emission for the respective operating state.
  • the above individualization of the opening phases A for the individual cylinders 3 can be disregarded.
  • an embodiment is preferred in which, during a steady-state operating state, different opening phases are allocated to the cylinders 3 associated with the same additional valve 30 and in which the opening phases A can be varied when changing over between two stationary operating states.
  • the cylinder-specific or local variation of the opening phases A serves to homogenize the supply of fresh air or of recirculated exhaust gas with respect to the individual cylinders 3.
  • the general or global variation of the opening phases A serves to adapt the opening phases A of all cylinders 3 to changing ones Operating States of the Internal Combustion Engine 1.
  • These two different variations can basically be considered separately. However, a combined consideration is preferred, so that the respective controller 38 realizes the local variation for homogenizing the supply of the individual cylinders 3 with fresh air or recirculated exhaust gas by corresponding adaptation of the opening phases A even with changing operating states and associated globally varied different opening phases A.
  • the opening duration of the respective opening phase A can be changed.
  • an opening time and a closing time of the additional valve 30 move.
  • Particularly expedient is a procedure in which, with respect to its opening duration, the closing time of the opening phase A is varied with respect to its phase angle to the crankshaft angle for varying the opening phases A, while the opening time of the opening phase A is kept constant with respect to its phase angle to the crankshaft angle. It has been found that this procedure is particularly advantageous with regard to the achievable values for fuel consumption and pollutant emissions.
  • FIGS. 15a to 15f show elevation curves E for inlet valves 5 and elevation curves V for outlet valves 6. Furthermore, the closing phases B and the opening phases A of the additional valve 30 can be seen. Furthermore, each diagram 15 a to 15 f includes a vertical line 39 representing the opening timing of the opening phase A associated with the intake stroke of the respective cylinder 3. Further, a vertical line 40 defines the closing timing at which the respective opening phase A is completed. An opening period 41 then results from the difference between closing time 40 and opening time 39.
  • FIGS. 15a to 15f now show a sequence of different operating states of the internal combustion engine 1, each requiring different opening durations 41.
  • said opening duration 41 decreases.
  • the closing time 40 is shifted in the direction of smaller crankshaft angles, while the opening time 39 remains constant.
  • the respective additional valve 30 may have a permanently rotating valve member 33 which at least one closing angle range ⁇ forming such a closing phase B and at least one such opening phase A form one complete revolution. denden opening angle range ⁇ passes through, for varying the closing time 40, the rotational speed of the valve member 33 is varied within a complete revolution, so that during the opening phases A different rotational speeds than during the closing phases B.
  • the rotational speed during the opening phase A can then be increased and reduced in the closing phase B such that the phase angle of the opening time point 39 to the crankshaft angle remains constant.
  • the change in the opening period 41 is based solely on a shift of the closing time 40.
  • increasing the opening duration 41 which is achieved by reducing the rotational speed during the opening phase A and increasing it in the closing phase B. is such that the phase angle of the opening timing 39 remains constant to the crankshaft angle.
  • the opening time 39 of the opening phase A of the respective additional valve 30 can coincide with a controlled by the gas exchange valves 5, 6 inlet start (start of the elevation curve E of the intake valve 5) or a maximum distance regardless of the operating condition of the internal combustion engine 1 of 10 ° crankshaft angle or at most a distance of 5 ° crankshaft angle have.
  • Such a relationship between opening time 39 and start of intake can be maintained for a predetermined operating strategy, for example to optimize low fuel consumption with low pollutant emissions.
  • another operating strategy which is to lead, for example, to a rapid warming of the internal combustion engine 1
  • other relationships between opening time 39 and the beginning of intake can be selected. For example, for the heat mentioned above, melatonization (Miller method or Atkinson method), other relationships of opening time 39 and start of
  • the respective fresh air duct 8 ', 8 ", in which the respective additional valve 30 is arranged lead to a plurality of cylinders 3, so that respective additional valve 30 is assigned to a plurality of cylinders 3, for which it generates separate opening phases A, respectively. Since such an additional valve 30 can operate and be driven with high dynamics, it may be sufficient to allocate a single additional valve 30 to a plurality of cylinders 3 in order to be able to provide separate opening phases A for the cylinders 3. In particular, provision can be made for the respective additional valve 30 to be so operate that it generates different sized opening phases A for the associated cylinder 3, which follow each other directly.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

La présente invention porte sur un procédé de fonctionnement d'un moteur à combustion interne (1), en particulier d'un moteur de véhicule automobile, le moteur à combustion interne (1) présentant dans un bloc moteur (2), plusieurs cylindres (3) commandés par des soupapes de distribution (5, 6), et un dispositif d'air frais (7) qui introduit de l'air frais dans les cylindres (3), et qui présente au moins une soupape d'addition (30) qui est disposée dans un canal d'air frais (8', 8") qui mène à au moins un cylindre (3), en amont des soupapes de distribution (5, 6) correspondantes, la soupape d'addition correspondante (30) étant actionnée de sorte que des phases d'ouverture (A), dans lesquelles la soupape d'addition (30) ouvre le canal d'air frais (8', 8"), et des phases de fermeture (B), dans lesquelles la soupape d'addition (30) ferme le canal d'air frais (8', 8"), alternent entre elles, des phases d'ouverture (A) étant modifiées en fonction de l'état de fonctionnement actuel du moteur à combustion interne (1) pour adapter les phases d'ouvertures (A) à l'état de fonctionnement actuel. On peut obtenir des valeurs améliorées de consommation de carburant et d'émission de substances polluantes lorsque la modification des phases d'ouverture (A) pour l'adaptation à l'état de fonctionnement actuel du moteur à combustion interne (1) se produit de sorte que la durée d'ouverture (41) de la phase d'ouverture (A), mesurée en degrés d'angle du vilebrequin (35) du moteur à combustion interne (1), soit modifiée, ce pourquoi l'instant de fermeture (40) de la phase d'ouverture (A) est modifiée dans sa position de phase par rapport à l'angle du vilebrequin, tandis que l'instant d'ouverture (39) de la phase d'ouverture (A) reste constant en ce qui concerne sa position de phase par rapport à l'angle du vilebrequin.
PCT/EP2011/070445 2010-11-24 2011-11-18 Procédé de fonctionnement Ceased WO2012069377A1 (fr)

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DE102010061859A DE102010061859A1 (de) 2010-11-24 2010-11-24 Betriebsverfahren

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DE102018206202A1 (de) 2018-04-23 2019-10-24 Volkswagen Aktiengesellschaft Verfahren zum Betreiben eines Verbrennungsmotors
US11220934B2 (en) * 2018-07-12 2022-01-11 LSE R&D Engineering, LLC Intake and exhaust valve system for an internal combustion engine

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DE102009036192A1 (de) * 2009-08-05 2011-02-17 Mahle International Gmbh Verschlusseinrichtung und Betriebsverfahren

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JP2000034955A (ja) * 1998-07-21 2000-02-02 Nissan Diesel Motor Co Ltd 排気循環装置
EP1316716A2 (fr) * 2001-12-03 2003-06-04 Filterwerk Mann + Hummel Gmbh Système d'admission pour un moteur à combustion interne avec alimentation par impulsions
EP1712760A2 (fr) * 2005-04-13 2006-10-18 Ricardo, Inc. Commande variable et indirecte de soupape pour un moteur à combustion interne
DE102006028146A1 (de) 2006-06-16 2007-12-20 Mahle International Gmbh Abgasrückführeinrichtung für eine Brennkraftmaschine und zugehöriges Betriebsverfahren
DE102006037934A1 (de) 2006-08-11 2008-02-14 Mahle International Gmbh Brennkraftmaschine
DE102007004264A1 (de) 2007-01-23 2008-07-24 Mahle International Gmbh Brennkraftmaschine
EP2128400A1 (fr) * 2007-02-20 2009-12-02 Toyota Jidosha Kabushiki Kaisha Moteur à combustion interne
DE102007047728A1 (de) * 2007-10-05 2008-11-06 Rudolf Huttary Verbrennungsmaschine mit variabler synchroner Gaswechselsteuerung
WO2010007026A1 (fr) 2008-07-18 2010-01-21 Mahle International Gmbh Dispositif de soupape pour un moteur à combustion interne et moteur à combustion interne
DE102008036494A1 (de) 2008-08-05 2010-02-11 Mahle International Gmbh Brennkraftmaschine und zugehöriges Betriebsverfahren
DE102009020171A1 (de) 2009-05-07 2010-11-11 Mahle International Gmbh Brennkraftmaschine und zugehöriges Betriebsverfahren

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