WO2001033072A1 - Control for a multicylinder internal combustion engine with a catalyst - Google Patents

Control for a multicylinder internal combustion engine with a catalyst Download PDF

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Publication number
WO2001033072A1
WO2001033072A1 PCT/EP2000/010240 EP0010240W WO0133072A1 WO 2001033072 A1 WO2001033072 A1 WO 2001033072A1 EP 0010240 W EP0010240 W EP 0010240W WO 0133072 A1 WO0133072 A1 WO 0133072A1
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WO
WIPO (PCT)
Prior art keywords
cylinders
control according
adjusted
internal combustion
combustion engine
Prior art date
Application number
PCT/EP2000/010240
Other languages
German (de)
French (fr)
Inventor
Jens Papajewski
Original Assignee
Audi Ag
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 Audi Ag filed Critical Audi Ag
Priority to EP00972792A priority Critical patent/EP1226356A1/en
Priority to JP2001535730A priority patent/JP2003514172A/en
Publication of WO2001033072A1 publication Critical patent/WO2001033072A1/en

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/024—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus
    • F02D41/0255—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus to accelerate the warming-up of the exhaust gas treating apparatus at engine start
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
    • F02P5/15—Digital data processing
    • F02P5/1502—Digital data processing using one central computing unit
    • F02P5/1506—Digital data processing using one central computing unit with particular means during starting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
    • F02P5/15—Digital data processing
    • F02P5/1502—Digital data processing using one central computing unit
    • F02P5/1512—Digital data processing using one central computing unit with particular means concerning an individual cylinder
    • 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
    • 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
    • Y02T10/40—Engine management systems

Definitions

  • the present invention relates to a control for a multi-cylinder internal combustion engine with a catalytic converter, which achieves a support for the activation of the catalytic converter while maintaining the motor drive.
  • an ignition timing control device and an associated ignition timing control method are known, the ignition timing of all cylinders of an internal combustion engine being retarded to a limit, so that a fluctuation state of either the engine speed or the combustion pressure of the internal combustion engine is below a limit predetermined value is held.
  • the ignition timing is adjusted in the "late” direction and, after a certain time interval, the ignition timing at another of the cylinders is adjusted in the "late” direction until finally all the cylinders of the internal combustion engine are successively adjusted and after another specific time interval is started again with the first of the cylinders until no further heating of the catalytic converter is required, the exhaust gas emissions occurring in the cold start phase can be reduced in an efficient manner without it being necessary for the operator of the internal combustion engine noticeable impairment of smooth running occurs.
  • control is designed such that after a certain period of time has passed and / or after a certain temperature of the catalytic converter has been reached, no further heating of the catalytic converter takes place. This prevents overheating and any thermal damage to the catalytic converter that may result.
  • the specific time interval between the adjustment of the ignition timing on one of the cylinders and the subsequent adjustment of the ignition timing on another of the cylinders is advantageously freely selectable.
  • the exhaust gas temperature gradient and thus the heating behavior of the catalytic converter can be precisely metered through the free choice of the time interval in the successive adjustment of the ignition points. This is of great importance in particular when the internal combustion engine is restarted, since in these cases the catalytic converter usually has an increased starting temperature, which must be taken into account when the catalytic converter is heated repeatedly.
  • the determined time interval particularly advantageously corresponds to a number of crankshaft revolutions or ignitions per cylinder.
  • the predetermined time interval can thus be specified independently of the speed of the internal combustion engine and is the control of the heating of the catalytic converter by means of these parameters, which are already detected by the engine control Crankshaft revolutions or ignitions can be realized in a particularly elegant way.
  • the ignition times on the cylinders are successively adjusted depending on their firing order. This is because the time intervals between the successive adjustments of the ignition times are the same, which has a particularly positive effect on the smooth running of the internal combustion engine.
  • the ignition timing is within a range of approximately 20 to 120 degrees crankshaft angle after top dead center. Because in this area, the amount of fuel introduced into the cylinders can be converted into thermal energy with an optimal efficiency and thus a particularly effective heating of the catalytic converter can be achieved.
  • the timing of the injection of the cylinders is preferably also adjusted in the "late" direction. This enables the efficiency with which the fuel introduced is converted into thermal energy to be increased further. It has proven to be particularly expedient if the Adjustment of the injection timing lies within a range of approx. 25 to 160 degrees crankshaft angle before the top ignition dead center.
  • the ignition times and the injection times of the cylinders are particularly preferably adjusted by different values in the "late" direction, because in this way the adjusted ignition times and the adjusted injection times of the cylinders can each be selected such that during the heating-up phase of the catalytic converter the engine runs smoothly and with optimal smoothness Internal combustion engine only produce low exhaust emissions.
  • the ignition times and / or the injection times of the cylinders not adjusted during the time intervals can also be adapted to the respective performance requirements and smooth running requirements of the internal combustion engine. In this way it is achieved that even in critical operating areas of the internal combustion engine there are no undesirably large fluctuations in performance and no undesirably large losses in smoothness.
  • the load and the speed of the internal combustion engine may be limited during the heating of the catalytic converter. This is recommended in view of a favorable load acceptance of the internal combustion engine.
  • the figure shows a control scheme for the heating of the catalyst of a direct injection internal combustion engine with a total of four cylinders 1, 2, 3, 4, which operate in the firing order III-IV-II.
  • the adjustment of the ignition times Za, Zb, Zc, Zd, Ze, ... and the injection times Ea, Eb, Ec, Ed, Ee, ... begins by first making an adjustment on the first cylinder 1 during the first cycle a of the ignition timing Za and the injection timing Ea is such that the ignition timing Za 'is in a range of approximately 20 to 120 degrees crankshaft angle after top dead center and that the injection timing Ea' is in a range of approximately 25 to 160 degrees crankshaft angle before top dead center.
  • the ignition times Za and injection times Ea of the cylinders 3, 4 and 2 of the first cycle a which follow in the ignition sequence III-IV-II are then retained unchanged.
  • the ignition timing Zb and the injection timing Eb of the first cylinder 1 are again kept unchanged.
  • the ignition timing Zb and the injection timing Eb of the cylinder 3 that follows in the ignition sequence are respectively adjusted by defined values ⁇ Z and ⁇ E in degrees crankshaft angle in the direction “late” to Zb 'and Eb', with the ignition timing Za and the injection timing Ea des the first cylinder 1 and the ignition timing Zb and the injection timing Eb of the third cylinder 3 is a certain time interval tj n t, which in the present case corresponds to two and a half crankshaft revolutions or five firings.
  • the ignition timing Zc and the injection timing Ec are adjusted on the cylinder 4 according to Zc 'and Ec'.
  • the ignition timing Zd and the injection timing Ed are adjusted on the last cylinder 2 in the ignition sequence III-IV-II according to Zd 'and Ed'.
  • the successive adjustment of the ignition times Za, Zb, Zc, Zd, Ze and the injection times Ea, Eb, Ec, Ed, Ee of all four cylinders 1, 2, 3 and 4 is completed and can be during the the new cycle following that, the ignition times Zf and the injection times Ef on the first cylinder 1 can be adjusted according to Zf and Ef.
  • the heating of the catalytic converter is finally continued by further successive adjustments of the ignition times and the injection times until a predetermined time period tdau has expired or until a defined temperature T of the catalytic converter has been reached - that is, until the catalytic converter has reached its light-off temperature - and no further heating more is needed.
  • control scheme shown can of course also be transferred to a non-direct-injection internal combustion engine, the heating of the catalytic converter then being effected solely by means of a successive adjustment of the ignition times on the cylinders.

Abstract

The aim of the invention is to make the post-treatment of exhaust gases more efficient. To this end, a multicylinder internal combustion engine with a catalyst is provided with a control. For heating the catalyst the ignition time (Za, Zb, Zc, Zd, Ze, ...) on one of the cylinders (1, 2, 3, 4) is adjusted to 'late' and after a predetermined time interval (tint) the ignition time (Za, Zb, Zc, Zd, Ze, ...) on another cylinder (1, 2, 3, 4) is adjusted to 'late', until finally the adjustment has been performed successively on all cylinders (1, 2, 3, 4) of the internal combustion engine. After another predetermined time interval (tint) the adjustment on one of the cylinders (1, 2, 3, 4) is restarted until a further heating of the catalyst is no longer necessary.

Description

Steuerung für eine mehrzylindrige Brennkraftmaschine mit einem Katalysator Control for a multi-cylinder internal combustion engine with a catalyst
B E S C H R E I B U N GDESCRIPTION
Die vorliegende Erfindung betrifft eine Steuerung für eine mehrzylindrige Brennkraftmaschine mit einem Katalysator, die eine Unterstützung der Aktivierung des Katalysators unter Beibehaltung des Motorantriebs erreicht.The present invention relates to a control for a multi-cylinder internal combustion engine with a catalytic converter, which achieves a support for the activation of the catalytic converter while maintaining the motor drive.
Zur Einhaltung der vom Gesetzgeber geforderten immer strenger werdenden Abgasnormen ist es zwingend erforderlich, dass der Abgasreinigungskatalysator so früh bzw. so schnell wie möglich aktiviert wird. Denn nur wenn auch die während der Kaltstartphase der Brennkraftmaschine in relativ großen Mengen anfallenden Schadstoffemissionen reduziert werden, kann eine wirklich effektive Abgasreinigung durchgeführt werden.To comply with the increasingly stringent exhaust gas standards required by law, it is imperative that the exhaust gas purification catalytic converter is activated as early or as quickly as possible. Because only if the pollutant emissions occurring in relatively large quantities during the cold start phase of the internal combustion engine are reduced can a truly effective exhaust gas purification be carried out.
Eine schnelle Aktivierung des Abgasreinigungskatalysators wurde in der Vergangenheit zumeist durch eine elektrische Beheizung des Katalysators, durch ein Einblasen von Sekundärluft oder aber durch eine Zündwinkelspätverstellung, verbunden mit einer erhöhten Drehzahl der Brennkraftmaschine verwirklicht.In the past, rapid activation of the exhaust gas purification catalytic converter was mostly achieved by electrical heating of the catalytic converter, by blowing in secondary air or else by retarding the ignition angle, combined with an increased speed of the internal combustion engine.
So ist beispielsweise aus der vorveröffentlichten Druckschrift DE 195 34 776 A1 eine Zündzeitpunktsteuervorrichtung sowie ein zugehöriges Zündzeit- punktsteuerverfahren bekannt, wobei der Zündzeitpunkt aller Zylinder einer Brennkraftmaschine bis zu einer Grenze verzögert wird, so dass ein Schwankungszustand entweder der Motordrehzahl oder des Verbrennungsdruckes der Brennkraftmaschine unterhalb eines vorbestimmten Wertes gehalten wird.For example, from the previously published document DE 195 34 776 A1 an ignition timing control device and an associated ignition timing control method are known, the ignition timing of all cylinders of an internal combustion engine being retarded to a limit, so that a fluctuation state of either the engine speed or the combustion pressure of the internal combustion engine is below a limit predetermined value is held.
Ausgehend von diesem Stand der Technik ist es Aufgabe der vorliegenden Erfindung, eine verbesserte Steuerung für eine mehrzylindrige Brennkraftmaschine mit einem Katalysator zu realisieren, die ebenfalls unter Beibehaltung des Motorantriebs mit möglichst geringer Beeinträchtigung arbeitet. Gelöst wird diese Aufgabe durch eine Steuerung für eine mehrzylindrige Brennkraftmaschine mit den Merkmalen des Patentanspruchs 1.Starting from this prior art, it is an object of the present invention to implement an improved control for a multi-cylinder internal combustion engine with a catalytic converter, which likewise works with the least possible impairment while maintaining the motor drive. This object is achieved by a controller for a multi-cylinder internal combustion engine with the features of claim 1.
Indem zur Aufheizung des Katalysators an einem der Zylinder der Zündzeitpunkt in Richtung „Spät" verstellt wird und jeweils nach einem bestimmten Zeitintervall an einem anderen der Zylinder der Zündzeitpunkt in Richtung „Spät" verstellt wird, bis schließlich an allen Zylindern der Brennkraftmaschine eine sukzessive Verstellung durchgeführt wurde und nach einem weiteren bestimmten Zeitintervall wieder mit einer Verstellung am ersten der Zylinder begonnen wird, bis keine weitere Aufheizung des Katalysators mehr erforderlich ist, können die in der Kaltstartphase anfallenden Abgasemissionen auf effiziente Weise reduziert werden, ohne dass es dabei für den Betreiber der Brennkraftmaschine zu spürbaren Beeinträchtigungen der Laufruhe kommt.In order to heat the catalytic converter at one of the cylinders, the ignition timing is adjusted in the "late" direction and, after a certain time interval, the ignition timing at another of the cylinders is adjusted in the "late" direction until finally all the cylinders of the internal combustion engine are successively adjusted and after another specific time interval is started again with the first of the cylinders until no further heating of the catalytic converter is required, the exhaust gas emissions occurring in the cold start phase can be reduced in an efficient manner without it being necessary for the operator of the internal combustion engine noticeable impairment of smooth running occurs.
Gemäß einer ersten Weiterbildung der Erfindung ist die Steuerung so ausgelegt, dass nach dem Ablauf einer bestimmten Zeitdauer und/oder nach dem Erreichen einer bestimmten Temperatur des Katalysators keine weitere Aufheizung des Katalysators mehr stattfindet. Damit wird eine Überhitzung sowie eine gegebenenfalls daraus resultierende thermische Beschädigung des Katalysators vermieden.According to a first development of the invention, the control is designed such that after a certain period of time has passed and / or after a certain temperature of the catalytic converter has been reached, no further heating of the catalytic converter takes place. This prevents overheating and any thermal damage to the catalytic converter that may result.
Vorteilhaft ist das bestimmte Zeitintervall zwischen der Verstellung des Zündzeitpunktes an einem der Zylinder und der darauf folgenden Verstellung des Zündzeitpunktes an einem anderen der Zylinder frei wählbar. Durch die freie Wahl des Zeitintervalls bei der sukzessiven Verstellung der Zündzeitpunkte ist der Abgastemperaturgradient und somit das Aufheizverhalten des Katalysators genauestens dosierbar. Dies ist insbesondere bei Wiederholstarts der Brennkraftmaschine von großer Bedeutung, da der Katalysator in diesen Fällen meist eine erhöhte Ausgangstemperatur besitzt, die bei einer wiederholten Aufheizung des Katalysators entsprechend berücksichtigt werden muss.The specific time interval between the adjustment of the ignition timing on one of the cylinders and the subsequent adjustment of the ignition timing on another of the cylinders is advantageously freely selectable. The exhaust gas temperature gradient and thus the heating behavior of the catalytic converter can be precisely metered through the free choice of the time interval in the successive adjustment of the ignition points. This is of great importance in particular when the internal combustion engine is restarted, since in these cases the catalytic converter usually has an increased starting temperature, which must be taken into account when the catalytic converter is heated repeatedly.
Besonders vorteilhaft entspricht das bestimmte Zeitintervall einer Anzahl von Kurbelwellenumdrehungen oder Zündungen pro Zylinder. Damit kann das vorgegebene Zeitintervall unabhängig von der Drehzahl der Brennkraftmaschine angegeben werden und ist die Steuerung der Aufheizung des Katalysators mittels dieser ohnehin von der Motorsteuerung erfassten Parameter Kurbelwellenumdrehungen oder Zündungen auf besonders elegante Weise realisierbar.The determined time interval particularly advantageously corresponds to a number of crankshaft revolutions or ignitions per cylinder. The predetermined time interval can thus be specified independently of the speed of the internal combustion engine and is the control of the heating of the catalytic converter by means of these parameters, which are already detected by the engine control Crankshaft revolutions or ignitions can be realized in a particularly elegant way.
Gemäß einer bevorzugten Ausführungsform werden die Zündzeitpunkte an den Zylindern in Abhängigkeit von deren Zündfolge nacheinander verstellt. Denn dadurch sind die Zeitintervalle zwischen den aufeinander folgenden Verstellungen der Zündzeitpunkte jeweils gleich groß, was sich auf die Laufruhe der Brennkraftmaschine besonders positiv auswirkt.According to a preferred embodiment, the ignition times on the cylinders are successively adjusted depending on their firing order. This is because the time intervals between the successive adjustments of the ignition times are the same, which has a particularly positive effect on the smooth running of the internal combustion engine.
Es hat sich als zweckmäßig erwiesen, wenn die Verstellung des Zündzeitpunktes innerhalb eines Bereiches von ca. 20 bis 120 Grad Kurbelwellenwinkel nach dem oberen Totpunkt liegt. Denn in diesem Bereich kann die in die Zylinder eingebrachte Kraftstoffmenge mit einem optimalen Wirkungsgrad in Wärmeenergie umgesetzt werden und kann somit eine besonders wirksame Aufheizung des Katalysators erreicht werden.It has proven to be useful if the ignition timing is within a range of approximately 20 to 120 degrees crankshaft angle after top dead center. Because in this area, the amount of fuel introduced into the cylinders can be converted into thermal energy with an optimal efficiency and thus a particularly effective heating of the catalytic converter can be achieved.
Bevorzugt wird an einem der Zylinder zusätzlich zum Zündzeitpunkt auch der Einspritzzeitpunkt der Zylinder in Richtung „Spät" verstellt. Dies ermöglicht eine weitere Steigerung des Wirkungsgrades, mit dem der eingebrachte Kraftstoff in Wärmeenergie umgesetzt wird. Dabei hat es sich als besonders zweckmäßig erwiesen, wenn die Verstellung des Einspritzzeitpunktes innerhalb eines Bereiches von ca. 25 bis 160 Grad Kurbelwellenwinkel vor dem oberen Zündtotpunkt liegt.At one of the cylinders, the timing of the injection of the cylinders is preferably also adjusted in the "late" direction. This enables the efficiency with which the fuel introduced is converted into thermal energy to be increased further. It has proven to be particularly expedient if the Adjustment of the injection timing lies within a range of approx. 25 to 160 degrees crankshaft angle before the top ignition dead center.
Besonders bevorzugt werden die Zündzeitpunkte und die Einspritzzeitpunkte der Zylinder dabei um unterschiedliche Werte in Richtung „Spät" verstellt. Denn auf diese Weise können die verstellten Zündzeitpunkte und die verstellten Einspritzzeitpunkte der Zylinder jeweils so gewählt werden, dass während der Aufheizphase des Katalysators bei optimaler Laufruhe der Brennkraftmaschine nur geringe Abgasemissionen entstehen.The ignition times and the injection times of the cylinders are particularly preferably adjusted by different values in the "late" direction, because in this way the adjusted ignition times and the adjusted injection times of the cylinders can each be selected such that during the heating-up phase of the catalytic converter the engine runs smoothly and with optimal smoothness Internal combustion engine only produce low exhaust emissions.
Die Zündzeitpunkte und/oder die Einspritzzeitpunkte der während der Zeitintervalle nicht verstellten Zylinder können darüber hinaus an die jeweiligen Leistungsanforderungen und Laufruheanforderungen der Brennkraftmaschine angepasst werden. Auf diese Weise wird erreicht, dass selbst in kritischen Betriebsbereichen der Brennkraftmaschine keine unerwünscht starken Schwankungen der Leistung und keine unerwünscht großen Einbußen der Laufruhe auftreten. Außerdem können während der Aufheizung des Katalysators die Last und die Drehzahl der Brennkraftmaschine begrenzt sein. Dies ist im Hinblick auf eine günstige Lastannahme der Brennkraftmaschine empfehlenswert.The ignition times and / or the injection times of the cylinders not adjusted during the time intervals can also be adapted to the respective performance requirements and smooth running requirements of the internal combustion engine. In this way it is achieved that even in critical operating areas of the internal combustion engine there are no undesirably large fluctuations in performance and no undesirably large losses in smoothness. In addition, the load and the speed of the internal combustion engine may be limited during the heating of the catalytic converter. This is recommended in view of a favorable load acceptance of the internal combustion engine.
Die vorliegende Erfindung wird unter Bezugnahme auf die nachfolgende Zeichnungsfigur näher erläutert:The present invention is explained in more detail with reference to the following drawing figure:
Die Figur zeigt ein Steuerungsschema für die Aufheizung des Katalysators einer direkteinspritzenden Brennkraftmaschine mit insgesamt vier Zylindern 1 , 2, 3, 4, die in der Zündfolge l-lll-IV-ll arbeiten.The figure shows a control scheme for the heating of the catalyst of a direct injection internal combustion engine with a total of four cylinders 1, 2, 3, 4, which operate in the firing order III-IV-II.
Die Verstellung der Zündzeitpunkte Za, Zb, Zc, Zd, Ze, ... und der Einspritzzeitpunkte Ea, Eb, Ec, Ed, Ee, ... beginnt, indem während des ersten Zyklus- ses a zunächst am ersten Zylinder 1 eine Verstellung des Zündzeitpunktes Za und des Einspritzzeitpunktes Ea derart erfolgt, dass der Zündzeitpunkt Za' in einem Bereich von ca. 20 bis 120 Grad Kurbelwellenwinkel nach dem oberen Totpunkt liegt und dass der Einspritzzeitpunkt Ea' in einem Bereich von ca. 25 bis 160 Grad Kurbelwellenwinkel vor dem oberen Totpunkt liegt. Die Zündzeitpunkte Za und Einspritzzeitpunkte Ea der sich in der Zündfolge l-lll-IV-ll anschließenden Zylinder 3, 4 und 2 des ersten Zyklusses a werden daraufhin unverändert beibehalten.The adjustment of the ignition times Za, Zb, Zc, Zd, Ze, ... and the injection times Ea, Eb, Ec, Ed, Ee, ... begins by first making an adjustment on the first cylinder 1 during the first cycle a of the ignition timing Za and the injection timing Ea is such that the ignition timing Za 'is in a range of approximately 20 to 120 degrees crankshaft angle after top dead center and that the injection timing Ea' is in a range of approximately 25 to 160 degrees crankshaft angle before top dead center. The ignition times Za and injection times Ea of the cylinders 3, 4 and 2 of the first cycle a which follow in the ignition sequence III-IV-II are then retained unchanged.
Im zweiten Zyklus b werden auch der Zündzeitpunkt Zb und der Einspritzzeitpunkt Eb des ersten Zylinders 1 wieder unverändert beibehalten. Dagegen sind der Zündzeitpunkt Zb und der Einspritzzeitpunkt Eb des sich in der Zündfolge anschließenden Zylinders 3 jeweils um definierte Werte ΔZ und ΔE in Grad Kurbelwellenwinkel in Richtung „Spät" nach Zb' und Eb' verstellt, wobei zwischen dem Zündzeitpunkt Za und dem Einspritzzeitpunkt Ea des ersten Zylinders 1 und dem Zündzeitpunkt Zb und dem Einspritzzeitpunkt Eb des dritten Zylinders 3 ein bestimmtes Zeitintervall tjnt liegt, das im vorliegenden Fall zweieinhalb Kurbelwellenumdrehungen oder fünf Zündungen entspricht.In the second cycle b, the ignition timing Zb and the injection timing Eb of the first cylinder 1 are again kept unchanged. In contrast, the ignition timing Zb and the injection timing Eb of the cylinder 3 that follows in the ignition sequence are respectively adjusted by defined values ΔZ and ΔE in degrees crankshaft angle in the direction “late” to Zb 'and Eb', with the ignition timing Za and the injection timing Ea des the first cylinder 1 and the ignition timing Zb and the injection timing Eb of the third cylinder 3 is a certain time interval tj n t, which in the present case corresponds to two and a half crankshaft revolutions or five firings.
Im nächsten Zyklus c findet nach dem erneuten Einhalten des bestimmen Zeitintervalls tjnt die Verstellung des Zündzeitpunktes Zc und des Einspritzzeitpunktes Ec am Zylinder 4 nach Zc' und Ec' statt. Im darauffolgenden Zyklus d findet nach dem weiteren Einhalten des bestimmten Zeitintervalls tjnt die Verstellung des Zündzeitpunktes Zd und des Einspritzzeitpunktes Ed an dem in der Zündfolge l-lll-IV-ll letzten Zylinder 2 nach Zd' und Ed' statt.In the next cycle c, once the determined time interval tj n t has been maintained again, the ignition timing Zc and the injection timing Ec are adjusted on the cylinder 4 according to Zc 'and Ec'. In the subsequent cycle d, after further maintaining the determined time interval tj n t, the ignition timing Zd and the injection timing Ed are adjusted on the last cylinder 2 in the ignition sequence III-IV-II according to Zd 'and Ed'.
Und im weiteren Zyklus e findet schließlich keine Verstellung der Zündzeitpunkte Ze und der Einspritzzeitpunkte Ee statt, damit das Zeitintervall tjnt erneut eingehalten werden kann.And in the further cycle e there is finally no adjustment of the ignition times Ze and the injection times Ee so that the time interval tj n t can be maintained again.
Nach insgesamt zehn Kurbelwellenumdrehungen oder zwanzig Zündungen ist die sukzessive Verstellung der Zündzeitpunkte Za, Zb, Zc, Zd, Ze und der Einspritzzeitpunkte Ea, Eb, Ec, Ed, Ee aller vier Zylinder 1, 2, 3 und 4 abgeschlossen und kann während des sich daran anschließenden neuen Zyklus- ses wieder mit einer Verstellung der Zündzeitpunkte Zf und der Einspritzzeitpunkte Ef am ersten Zylinder 1 nach Zf und Ef begonnen werden.After a total of ten crankshaft revolutions or twenty ignitions, the successive adjustment of the ignition times Za, Zb, Zc, Zd, Ze and the injection times Ea, Eb, Ec, Ed, Ee of all four cylinders 1, 2, 3 and 4 is completed and can be during the the new cycle following that, the ignition times Zf and the injection times Ef on the first cylinder 1 can be adjusted according to Zf and Ef.
Die Aufheizung des Katalysators wird durch weitere sukzessive Verstellungen der Zündzeitpunkte und der Einspritzzeitpunkte schließlich so lange fortgesetzt, bis eine vorgegebene Zeitdauer tdau abgelaufen ist oder bis eine festgelegte Temperatur T des Katalysators erreicht ist - also bis der Katalysator seine Anspringtemperatur erreicht hat - und keine weitere Aufheizung mehr erforderlich ist.The heating of the catalytic converter is finally continued by further successive adjustments of the ignition times and the injection times until a predetermined time period tdau has expired or until a defined temperature T of the catalytic converter has been reached - that is, until the catalytic converter has reached its light-off temperature - and no further heating more is needed.
Das dargestellte Steuerungsschema kann natürlich auch auf eine nicht direkteinspritzende Brennkraftmaschine übertragen werden, wobei die Aufheizung des Katalysators dann eben allein mittels einer sukzessiven Verstellung der Zündzeitpunkte an den Zylindern bewirkt wird. The control scheme shown can of course also be transferred to a non-direct-injection internal combustion engine, the heating of the catalytic converter then being effected solely by means of a successive adjustment of the ignition times on the cylinders.

Claims

P A T E N T A N S P R Ü C H E PATENT CLAIMS
1. Steuerung für eine mehrzylindrige Brennkraftmaschine mit einem Katalysator,1. Control for a multi-cylinder internal combustion engine with a catalyst,
dadurch gekennzeichnet, dasscharacterized in that
zur Aufheizung des Katalysators an einem der Zylinder (1 , 2, 3, 4) der Zündzeitpunkt (Za, Zb, Zc, Zd, Ze, ...) in Richtung „Spät" verstellt wird und jeweils nach einem bestimmten Zeitintervall (tjnt) an einem anderen der Zylinder (1 , 2, 3, 4) der Zündzeitpunkt (Za, Zb, Zc, Zd, Ze, ...) in Richtung „Spät" verstellt wird, bis schließlich an allen Zylindern (1 , 2, 3, 4) der Brennkraftmaschine eine sukzessive Verstellung durchgeführt wurde und nach einem weiteren bestimmten Zeitintervall (tjnt) wieder mit einer Verstellung an dem einen der Zylinder (1 , to heat the catalytic converter on one of the cylinders (1, 2, 3, 4) the ignition timing (Za, Zb, Zc, Zd, Ze, ...) is adjusted in the "late" direction and after a certain time interval (tj n t) on another of the cylinders (1, 2, 3, 4) the ignition timing (Za, Zb, Zc, Zd, Ze, ...) is adjusted in the "late" direction until finally on all cylinders (1, 2 , 3, 4) the internal combustion engine has been successively adjusted and after a further specific time interval (tj n t) again with an adjustment on one of the cylinders (1,
2, 3, 4) begonnen wird, bis keine weitere Aufheizung des Katalysators mehr erforderlich ist.2, 3, 4) is started until no further heating of the catalyst is required.
Steuerung nach Anspruch 1 , dadurch gekennzeichnet, dass nach dem Ablauf einer vorgegebenen Zeitdauer (t au) keine weitere Aufheizung des Katalysators mehr stattfindet.Control according to claim 1, characterized in that after a predetermined period of time (t au) no further heating of the catalyst takes place.
3. Steuerung nach Anspruch 1 oder 2, dadurch gekennzeichnet, dass nach dem Erreichen einer vorgegebenen Temperatur (T) des Katalysators keine weitere Aufheizung des Katalysators mehr stattfindet.3. Control according to claim 1 or 2, characterized in that after reaching a predetermined temperature (T) of the catalyst no further heating of the catalyst takes place.
4. Steuerung nach einem der Ansprüche 1 bis 3, dadurch gekennzeichnet, dass das bestimmte Zeitintervall (tjnt) zwischen der Verstellung des Zündzeitpunktes (Za, Zb, Zc, Zd, Ze, ...) an einem der Zylinder (1 , 2, 3, 4) und der darauf folgenden Verstellung des Zündzeitpunktes (Za, Zb, Zc, Zd, Ze, ...) an einem anderen der Zylinder (1 , 2, 3, 4) frei wählbar ist.4. Control according to one of claims 1 to 3, characterized in that the specific time interval (tj n t) between the adjustment of the ignition timing (Za, Zb, Zc, Zd, Ze, ...) on one of the cylinders (1, 2, 3, 4) and the subsequent adjustment of the ignition timing (Za, Zb, Zc, Zd, Ze, ...) on another of the cylinders (1, 2, 3, 4) can be freely selected.
Steuerung nach Anspruch 4, dadurch gekennzeichnet, dass das bestimmte Zeitintervall (tjnt) einer Anzahl von Kurbelwellenumdrehungen oder Zündungen pro Zylinder (1 , 2, 3, 4) entspricht.Control according to claim 4, characterized in that the determined time interval (tj n t) corresponds to a number of crankshaft revolutions or ignitions per cylinder (1, 2, 3, 4).
Steuerung nach einem der Ansprüche 1 bis 5, dadurch gekennzeichnet, dass die Zündzeitpunkte (Za, Zb, Zc, Zd, Ze, ...) an den Zylindern (1 , 2, 3, 4) in Abhängigkeit von deren Zündfolge (l-lll-IV-ll) nacheinander verstellt werden.Control according to one of claims 1 to 5, characterized in that the ignition times (Za, Zb, Zc, Zd, Ze, ...) on the cylinders (1, 2, 3, 4) depending on their firing order (l- III-IV-II) can be adjusted one after the other.
7. Steuerung nach einem der Ansprüche 1 bis 6, dadurch gekennzeichnet, dass die Verstellung des Zündzeitpunktes (Za, Zb, Zc, Zd, Ze, ...) der Zylinder (1 , 2, 3, 4) innerhalb eines Bereiches von ca. 20 und 120 Grad Kurbelwellenwinkel nach dem oberen Totpunkt liegt.7. Control according to one of claims 1 to 6, characterized in that the adjustment of the ignition timing (Za, Zb, Zc, Zd, Ze, ...) of the cylinders (1, 2, 3, 4) within a range of approx 20 and 120 degrees crankshaft angle after top dead center.
8. Steuerung nach einem der Ansprüche 1 bis 7, dadurch gekennzeichnet, dass zusätzlich zum Zündzeitpunkt (Za, Zb, Zc, Zd, Ze, ...) auch der Einspritzzeitpunkt (Ea, Eb, Ec, Ed, Ee, ...) der Zylinder (1 , 2, 3, 4) in Richtung „Spät" verstellt wird.8. Control according to one of claims 1 to 7, characterized in that in addition to the ignition timing (Za, Zb, Zc, Zd, Ze, ...) also the injection timing (Ea, Eb, Ec, Ed, Ee, ... ) the cylinder (1, 2, 3, 4) is adjusted in the "late" direction.
Steuerung nach Anspruch 8, dadurch gekennzeichnet, dass die Verstellung des Einspritzzeitpunktes (Ea, Eb, Ec, Ed, Ee, ...) der Zylinder (1 , 2, 3, 4) innerhalb eines Bereiches von ca. 25 und 160 Grad Kurbelwellenwinkel vor dem oberen Zündtotpunkt liegt.Control according to claim 8, characterized in that the adjustment of the injection timing (Ea, Eb, Ec, Ed, Ee, ...) of the cylinders (1, 2, 3, 4) within a range of approximately 25 and 160 degrees crankshaft angle before the top dead center.
10. Steuerung nach einem der Ansprüche 1 bis 9, dadurch gekennzeichnet, dass die Zündzeitpunkte (Za, Zb, Zc, Ze, Zd ...) und die Einspritzzeitpunkte (Za, Zb, Zc, Zd, Ze ...) der Zylinder (1 , 2, 3, 4) um unterschiedliche Werte (ΔZ, ΔE) in Richtung „Spät" verstellt werden. 10. Control according to one of claims 1 to 9, characterized in that the ignition times (Za, Zb, Zc, Ze, Zd ...) and the injection times (Za, Zb, Zc, Zd, Ze ...) of the cylinders (1, 2, 3, 4) can be adjusted by different values (ΔZ, ΔE) in the "late" direction.
11. Steuerung nach einem der Ansprüche 1 bis 10, dadurch gekennzeichnet, dass die Zündzeitpunkte (Za, Zb, Zc, Zd, Ze, ...) und/oder die Einspritzzeitpunkte (Ea, Eb, Ec, Ed, Ee, ...) der während der Zeitintervalle (tjnt) nicht verstellten Zylinder (1 , 2, 3, 4) an die jeweiligen Leistungsanforderungen und Laufruheanforderungen der Brennkraftmaschine angepasst werden.11. Control according to one of claims 1 to 10, characterized in that the ignition times (Za, Zb, Zc, Zd, Ze, ...) and / or the injection times (Ea, Eb, Ec, Ed, Ee, .. .) of the cylinders (1, 2, 3, 4) not adjusted during the time intervals (tjnt) are adapted to the respective performance requirements and smooth running requirements of the internal combustion engine.
12. Steuerung nach einem der Ansprüche 1 bis 11 , dadurch gekennzeichnet, dass während der Aufheizung des Katalysators die Last und die Drehzahl der Brennkraftmaschine begrenzt sind. 12. Control according to one of claims 1 to 11, characterized in that the load and the speed of the internal combustion engine are limited during the heating of the catalyst.
PCT/EP2000/010240 1999-11-02 2000-10-18 Control for a multicylinder internal combustion engine with a catalyst WO2001033072A1 (en)

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JP2001535730A JP2003514172A (en) 1999-11-02 2000-10-18 Control method for multi-cylinder internal combustion engine with catalyst

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DE19952829.2 1999-11-02

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DE102020000353B4 (en) 2020-01-22 2022-09-22 Mercedes-Benz Group AG Method for operating an internal combustion engine of a motor vehicle, in particular a motor vehicle

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