WO2009121674A1 - Vorrichtung zum steuern einer abgasturboaufladung eines verbrennungsmotors und verbrennungsmotor - Google Patents
Vorrichtung zum steuern einer abgasturboaufladung eines verbrennungsmotors und verbrennungsmotor Download PDFInfo
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- WO2009121674A1 WO2009121674A1 PCT/EP2009/052448 EP2009052448W WO2009121674A1 WO 2009121674 A1 WO2009121674 A1 WO 2009121674A1 EP 2009052448 W EP2009052448 W EP 2009052448W WO 2009121674 A1 WO2009121674 A1 WO 2009121674A1
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Classifications
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- 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
- F02D41/0002—Controlling intake air
- F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D23/00—Controlling engines characterised by their being supercharged
-
- 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
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/001—Engines characterised by provision of pumps driven at least for part of the time by exhaust using exhaust drives arranged in parallel
-
- 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
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/004—Engines characterised by provision of pumps driven at least for part of the time by exhaust with exhaust drives arranged in series
-
- 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
- F02D41/14—Introducing closed-loop corrections
- F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
- F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
- F02D41/1448—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an exhaust gas pressure
- F02D41/145—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an exhaust gas pressure with determination means using an estimation
-
- 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
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/013—Engines characterised by provision of pumps driven at least for part of the time by exhaust with exhaust-driven pumps arranged in series
-
- 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
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/12—Control of the pumps
- F02B37/18—Control of the pumps by bypassing exhaust from the inlet to the outlet of turbine or to the atmosphere
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- 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
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/12—Control of the pumps
- F02B37/24—Control of the pumps by using pumps or turbines with adjustable guide vanes
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- 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
- F02D41/14—Introducing closed-loop corrections
- F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
- F02D2041/141—Introducing closed-loop corrections characterised by the control or regulation method using a feed-forward control element
-
- 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
- F02D41/14—Introducing closed-loop corrections
- F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
- F02D2041/1413—Controller structures or design
- F02D2041/1418—Several control loops, either as alternatives or simultaneous
- F02D2041/1419—Several control loops, either as alternatives or simultaneous the control loops being cascaded, i.e. being placed in series or nested
-
- 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
- F02D41/14—Introducing closed-loop corrections
- F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
- F02D2041/1413—Controller structures or design
- F02D2041/1427—Decoupling, i.e. using a feedback such that one output is controlled by only one input
-
- 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
- F02D41/14—Introducing closed-loop corrections
- F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
- F02D2041/1433—Introducing closed-loop corrections characterised by the control or regulation method using a model or simulation of the system
-
- 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
- F02D41/14—Introducing closed-loop corrections
- F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
- F02D2041/1433—Introducing closed-loop corrections characterised by the control or regulation method using a model or simulation of the system
- F02D2041/1434—Inverse model
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- 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 invention relates to a device for controlling an exhaust gas turbocharger of an internal combustion engine with an exhaust gas turbocharging device according to the preamble of the main claim and to an internal combustion engine comprising such a device.
- a generic device comprises an estimation unit which is based on a physical model of the internal combustion engine, a control unit for determining at least one control intermediate variable, which is typically a control exhaust backpressure or a desired exhaust backpressure dependent variable, depending on from a sole boost pressure and an actual boost pressure measured as an operating variable or derived from operating variables, and an actuating signal generating unit for generating at least one actuating signal for at least one actuator of the turbine system.
- Such a device for controlling an exhaust gas turbocharging is described, for example, in document WO 2006/106058 A1.
- This is a model-based control in that both the estimation unit and the control unit and the control signal generating unit enter physical models of the corresponding internal combustion engine, which require a modeling of the characteristics of this internal combustion engine including the turbine system and the compressor system.
- WO 2006/106058 A1 a model-based control in that both the estimation unit and the control unit and the control signal generating unit enter physical models of the corresponding internal combustion engine, which require a modeling of the characteristics of this internal combustion engine including the turbine system and the compressor system.
- the invention is therefore based on the object of developing a corresponding device for controlling an exhaust gas turbocharger, which can be adapted to exhaust gas turbocharging devices with different system configurations with little effort and thus made suitable for controlling them. It should be striven that an adaptation of the device to another system configuration without reprogramming is possible only by an amended Bedatung.
- the invention is further based on the object of proposing an internal combustion engine which comprises a correspondingly low-effort control device to be set up.
- the estimated size unit comprises a turbine system model for determining an estimated overall efficiency of the turbine system and a compressor system model for determining an estimated overall efficiency of a compressor system of the exhaust gas turbocharger having at least two compressors arranged in an intake tract of the internal combustion engine, wherein the control unit is set up is to determine the control exhaust backpressure or the at least one other control intermediate size using the estimated overall turbine engine efficiencies; System and the compressor system, and / or that the control signal generating unit comprises an inverse turbine system model for the preferably at least two turbines containing turbine system for generating the at least one control signal depending not only on the at least one control intermediate size, which is typically the Rule exhaust backpressure can act, but also of at least one further operating variable or in the estimated size unit estimated value.
- the turbine system model determines overall turbine system efficiency and the compressor system model determines overall compressor system efficiency, where at least the compressor system is complex in that it includes at least two compressors
- the control unit is set up to determine the at least one control intermediate variable-that is, preferably the control exhaust backpressure or the variable dependent on the desired exhaust backpressure-as a function of the estimated overall efficiencies of the turbine system and the compressor system.
- the said interfaces are then independent of the system configuration chosen for the turbocharger with the turbine system and the compressor system.
- An adaptation of the device to another system configuration is also very easily possible because the compressor system model, the turbine system model and / or the inverse turbine system model independently of each other and without affecting the overall structure of the typically implemented by a corresponding programmable device device is possible.
- no interfaces for internal operating variables of the turbine system or the compressor system is required, the definition of which depends on an internal structure of the compressor system or the turbine system.
- the estimated variable unit is configured to determine a mass flow through a turbine system of the exhaust gas turbocharger arranged in an exhaust tract of the internal combustion engine as a function of operating variables of the internal combustion engine, wherein the actuating signal generating unit is set up to generate the at least one Adjusting signal in dependence on the estimated mass flow through the turbine system and preferably in addition depending on an exhaust gas pressure downstream of the turbine system and of an exhaust gas temperature upstream of the turbine system.
- the estimated size unit may be arranged in addition to determining an estimated exhaust backpressure.
- a control apparatus suitable for most conventional exhaust gas turbocharger configurations is when the compressor system modeled by the compressor system model includes a low pressure compressor and a high pressure compressor connected downstream of the low pressure compressor, the compressor system model being arranged to determine the overall efficiency of the compressor system as a function of Farm sizes of the incinerator motors and modeled by maps efficiencies of the low-pressure compressor and the high-pressure compressor. In this case, the overall efficiency of the compressor system z. B. be determined as
- ⁇ c ⁇ c, Lp- ⁇ c, HP-a / ( ⁇ c ⁇ H pb + c, c + Lp-bc)
- ⁇ c for the overall efficiency of the compressor system, T
- farm size in this document generally means measured sizes or derived quantities.
- C , LP 1 is defined and at the same time the intermediate pressure with the actual boost pressure downstream and the intake pressure upstream of the compressor system is identified.
- control exhaust gas backpressure used as a control variable is possible if the control unit cooperating with an actual controller feedforward control for determining a pilot exhaust backpressure function of operating variables of the internal combustion engine, the target boost pressure and the estimated total efficiencies of the turbine system and the compressor system, and the controller is accordingly configured to determine the control exhaust backpressure using the pilot exhaust backpressure determined by the pilot control.
- the operating quantities or quantities derived therefrom for the pilot exhaust backpressure may include a boost pressure upstream of the compressor system, an exhaust pressure downstream of the turbine system, an intake air temperature upstream of the compressor system, an exhaust temperature upstream of the turbine system, a mass flow through the compressor system, and the estimated flow rate Include mass flow through the turbine system.
- the control unit in simple embodiments of the invention requires no further input variables.
- the operating variables used by the control unit and in particular by the pilot control should not include internal operating variables of the compressor system or of the turbine system, but at most depend indirectly on such internal operating variables with a dependence then taken into account within the estimated variable unit. So z.
- the overall efficiency of the turbine system may depend on actuator positions of the turbine system, but the corresponding dependency is considered in the turbine system model and has no effect on the structure of the control unit or an interface to the control unit.
- the internal combustion engine is equipped with exhaust gas recirculation in addition to the exhaust gas turbocharging device.
- An advantageous decoupling of a control circuit of the exhaust gas turbocharging device described here from a control circuit of the exhaust gas recirculation can then be achieved by means of a decoupling unit, which is used to determine a decoupling mass flow by correcting the estimated mass flow through the turbine system as a function of a state or control variable Abgasruckchtung is set up.
- a decoupling of the two control loops can then be achieved in a simple manner in that the inverse turbine system model generates the at least one control signal as a function of the decoupling mass flow and thus only indirectly dependent on the estimated mass flow through the turbine system.
- the turbine system modeled by the turbine system model and the inverse turbine system model will include at least two turbines for driving the at least two compressors of the compressor system.
- the turbine system may include a high pressure turbine for driving the high pressure compressor and a low pressure turbine downstream of the high pressure turbine for driving the low pressure compressor.
- the turbine system controlled by the device based on the model can in each case have at least one actuator controlled by the actuating signal generation unit both for a first and a second of the turbines mentioned.
- the actuating signal generating unit may be configured to generate both at least one actuating signal for the at least one actuator of the first turbine and at least one
- Actuating signal for the at least one actuator of the second turbine such that depending on whether a threshold value of a control variable is exceeded or exceeded, either only the at least one of the first turbine associated control signal is varied, while the at least one actuator of the second turbine a assumes constant extreme position, or only the at least one of the second turbine associated control signal is varied, while the at least one actuator of the first turbine assumes a constant extreme position.
- the threshold value is exceeded or fallen below, it is switched over between two different maps covered by the inverse turbine system model, which in each case are used to determine at least one actuating variable.
- the inverse turbine system model can comprise at least one characteristic map which defines the corresponding actuating signal or the actuating signals or a combination of these actuating signals as a function of a pressure quotient derived from the control exhaust gas pressure and an operating variable downstream of the turbine system measured or calculated exhaust gas pressure is formed, and of a pressure and temperature normalized mass flow, which is formed as a function of the estimated mass flow through the turbine system.
- the use of the pressure and temperature standardized mass flow is advantageous because it provides a particularly simple representation of the
- the exhaust gas backpressure determined in any case can be used in the simplest manner as well as an exhaust gas temperature measured or calculated as the operating variable in the exhaust gas tract upstream of the turbine system.
- the estimated mass flow through the turbine system or, where appropriate, the decoupling mass flow formed therefrom can be multiplied by the square root of the exhaust gas temperature in the exhaust tract upstream of the turbine system and divided by the control exhaust backpressure, possibly with additional multiplication by a normalization factor.
- the at least one map used by the inverse turbine system model can be formed such that it does not show any dependency on internal operating variables of the turbine system, ie no dependence on such operating variables whose definition depends on the system configuration of the turbine system.
- the turbine system model used to determine the overall efficiency of the turbine system can be realized with at least one performance map, which is a determination of this overall efficiency as a function of the already mentioned Pressure quotient of control exhaust backpressure and the measured or calculated exhaust pressure downstream of the turbine system and from a current position of the at least one actuator allowed.
- this map should also show no dependency on internal operating variables of the turbine system, which is not necessary for proper modeling and design independent of the system configuration of the interfaces between the treasure unit and the control unit and the control signal Generating unit allows.
- Each of the turbines of the turbine system can be equipped both with a variable turbine geometry and accordingly have a turbine geometry actuator as well as being provided with a wastegate valve as the only actuator or the turbine geometry actuator to be added. If one of the turbines or each turbine is equipped both with a variable turbine geometry and with a wastegate, a common, one-parameter actuating signal can also be used to drive the corresponding actuators of the respective turbine, which serves as a meaningful control of the actuators as well simple modeling of the turbine system allowed.
- the actuating signal generating unit may be designed so that, starting at an extreme position in which the wastegate is closed and the corresponding turbine shows a minimal open cross-section, first the cross-section of the turbine is opened with the wastegate closed, only when fully completeness open turbine is opened with an opening of the wastegate, while maintaining a then maximum flow cross section of the turbine.
- the low-pressure turbine is in certain embodiments of the invention, if appropriate, only triggered by gradual opening of a turbine cross-section and / or a wastegate valve, when the then upstream high-pressure turbine is already fully open and / or a wastegate valve of the high-pressure turbine is open.
- the High-pressure turbine to have a bypass valve, which allows bridging the high-pressure turbine and thus a quasi-reduction of the turbine system to the low-pressure turbine.
- a bypass valve may be provided which allows to bypass a high pressure compressor driven by the high-pressure turbine and which expediently is opened exactly when the high-pressure turbine and / or a wastegate valve of the high-pressure turbine and / or a bypass valve of the High pressure turbine is fully open.
- FIG. 1 a is a schematic representation of an internal combustion engine with a serial exhaust gas turbocharging with a superset of possible actuators
- FIG. 1 b shows a corresponding representation of an internal combustion engine with an alternately designed exhaust gas turbocharger, by which a parallel exhaust gas turbocharging is realized, with a supermount of possible actuators
- FIG 1 shows a representation of a device for controlling the exhaust gas turbocharging of the internal combustion engine from FIG.
- FIG. 3 is an inverse turbine system model map used as a three-dimensional diagram used in this apparatus.
- FIG. 3 is an inverse turbine system model map used as a three-dimensional diagram used in this apparatus.
- FIG. 6 is a diagram illustrating various operating ranges of the internal combustion engine.
- the internal combustion engine depicted in FIG. 1 a has, in addition to an engine block 1 illustrated here with six cylinders, an exhaust tract with a turbine system 2 and an intake tract which, in addition to a charge air cooler 3, comprises a compressor system 4.
- the turbine system 2 in turn comprises two turbines, namely a variable turbine geometry equipped high-pressure turbine 5 and also equipped with variable turbine geometry and downstream in the exhaust tract downstream of the high-pressure turbine 5 low-pressure turbine 6.
- Turbine geometry actuators of the high-pressure turbine 5 and the low-pressure turbine 6 are each through an arrow is shown.
- Actuator is a wastegate valve 7 is provided, which is connected in parallel to the high-pressure turbine 5.
- the high-pressure turbine 5 can be completely bypassed by opening a bypass valve 8.
- a further wastegate valve 9 is finally connected, which can be regarded as an additional actuator of the low-pressure turbine.
- the compressor system 4 has a low-pressure compressor 10 driven by the low-pressure turbine 6 and a high-pressure compressor 11 which is connected downstream of the low-pressure compressor 10 in the intake tract and is driven by the high-pressure turbine 5. Parallel to the high-pressure compressor 11, a further bypass valve 12 is connected, so that the high-pressure compressor can be bridged by opening this bypass valve.
- the turbine system 2 forms, together with the compressor system 4, an exhaust gas turbocharging device for an exhaust gas turbocharger of the depicted internal combustion engine, which can be controlled by a control device not shown in FIG. 1 a itself, by driving the actuators of the turbine system 2 through the turbine geometry Actuators of the two turbines and the Wastegate valves 7 and 9 and the bypass valve 8 are given. As another actuator associated with the compressor system, the same controller also drives the bypass valve 12.
- FIG. 1b A corresponding internal combustion engine with an exhaust gas turbocharging realized as an alternative is depicted in FIG. 1b, in which recurring features are again provided with the same reference numerals.
- An exhaust gas turbocharging device of this internal combustion engine again comprises a turbine system 2 'and a compressor system 4', in which case the turbine system 2 'has a first turbine 5' and a second turbine 6 'connected in parallel to it, deviating from the previous example.
- the first turbine 5 ' drives a first compressor 10' of the compressor system 4 'and the second turbine 6' drives a second compressor 11 'connected here parallel to the first compressor 10'.
- actuators here are a wastegate valve 7 'for bridging the first turbine 5' and a shut-off valve 8 'for shutting off the second turbine 6' and a disproportionate facultyigerweise together with this shut-off valve 8 'controlled shut-off valve 12' for the second compressor 11 'and in addition
- the said actuators are to be understood as a superset of various possible actuator combinations, of which only subsets can be realized in different embodiments.
- control device is provided to control the actuators again in Fig. Ib not shown.
- the control device for the turbocharger of the internal combustion engine of Fig. Ia is shown schematically in Fig.
- FIG. 2 wherein quite analogously, a control device for the alternative exhaust gas turbocharger from Fig. Ib can be realized.
- Various components of the control device are illustrated in FIG. 2 by blocks which do not necessarily have to be physically separated, but can also only be implemented programmatically by various subroutines.
- the depicted device for controlling the exhaust gas turbocharging has, in particular, an estimated variable unit 13, which comprises a physical model of the internal combustion engine and which is set up inter alia for determining an estimated mass flow MF ⁇ , md i by the turbine system 2 as a function of operating variables BG of the internal combustion engine , In particular, a mass flow MF 0 of intake air through the compressor system 4 and a fuel mass flow FF are used as operating variables BG, both of which are determined as measured variables.
- the estimated size unit 13 further includes a turbine system model for determining a modeled total efficiency efficiency ⁇ ⁇ of the turbine system 2 and a compressor system model for determining a modeled overall efficiency ⁇ c of the compressor system 4.
- control device has a control unit formed by a precontrol 14 and a controller 15 for determining a control exhaust gas back pressure P3, c ti as a function of a desired boost pressure P2, sp and an actual boost pressure p 2 measured as an operating variable.
- the control exhaust back pressure P3, ct i is determined using the estimated total efficiency ⁇ ⁇ and ⁇ c of the turbine system 2 and the compressor system 4 determined by the estimated variable unit 13.
- the feedforward control 14 which transmits the total efficiency ⁇ ⁇ and ⁇ c and the estimated mass flow MF ⁇ , md i from the estimated variable unit 13 via an interface, first determines a pilot exhaust back pressure P3, pre in dependence on both of the estimated variable unit 13 received Sizes as well as the desired boost pressure P2, sp and of other typically directly measured operating variables of the internal combustion engine.
- the control exhaust back pressure P3, ct i is then obtained from the pilot exhaust back pressure P3, pre by means of the correspondingly programmed regulator 15, by determining a correction value as a function of a difference between the desired boost pressure P2, sp and the actual boost pressure p2 is then added to the pilot exhaust back pressure P3, pre .
- corresponding sensors are provided in the intake tract and in the exhaust tract of the internal combustion engine. Under certain circumstances, some of the mentioned operating variables can also be calculated, for example in the estimated size unit 13, so that at least one direct measurement is unnecessary.
- pilot exhaust back pressure P3, pre can be determined by the pilot control 14 in particular as follows:
- Air and ⁇ e ⁇ h for the isentropic exponent of the exhaust gas are also possible.
- this equation can be represented very simply as a characteristic diagram.
- control device shown in FIG. 2 also has a control signal generation unit 16, which comprises an inverse turbine system model and is set up for generating control signals S V TG, HP, S WG , HP, S B YP, HP, S V TG, LP and S WG , LP for the already mentioned actuators of the turbine system 2 as a function of the control exhaust back pressure P3, ct i and the estimated mass flow MF ⁇ , md i through the turbine system 2.
- control signal generation unit 16 comprises an inverse turbine system model and is set up for generating control signals S V TG, HP, S WG , HP, S B YP, HP, S V TG, LP and S WG , LP for the already mentioned actuators of the turbine system 2 as a function of the control exhaust back pressure P3, ct i and the estimated mass flow MF ⁇ , md i through the turbine system 2.
- S V T G HP a turbine geometry control signal for the high-pressure turbine 5, S WG , HP an actuating signal for the wastegate valve 7, S B YP, HP an actuating signal for the bypass valve 8, as a function of which simultaneously with the bypass valve 8 also the bypass valve 12 is opened, S V T G , LP a turbine geometry control signal for the low-pressure turbine 6 and S WG , LP an actuating signal for the wastegate valve.
- the illustrated control device forms part of a control circuit of the exhaust gas turbocharger, with which, in particular, the boost pressure p 2 is to be controlled.
- the combustion engine shown in FIG. 1 a and controlled by the control device is additionally equipped with exhaust gas recirculation not shown there.
- the control device from FIG. 2 additionally has a decoupling unit 17 which is set up to determine a decoupling mass flow MF ⁇ , dec by correcting the value estimated by means of the estimated variable unit 13
- Mass flow MF ⁇ , md i as a function of a state or control variable MF EG R, c ti the exhaust gas recirculation, which is an exhaust gas recirculation flow used as a control variable.
- the turbine system model encompassed by the actuating signal generating unit 16 thus indirectly generates the actuating signals in the present embodiment as a function of the estimated mass flow MF ⁇ , md i, as it derives the decoupling mass flow MF ⁇ , dec derived therefrom Decoupling unit 17 is obtained.
- a comparable decoupling of two control loops is described in more detail in the document WO 2006/106058 A1.
- the inverse turbine system model which determines the actuating signals S V TG, HP, S WG , HP, S B YP, HP, S V TG, LP and S WG , LP using maps, finally uses measured operating variables, namely the upstream of the turbine system 2 measured or calculated in the exhaust system in the treasure Great unit 13 exhaust gas temperature T 3 and the measured or in the exhaust section downstream of the turbine system 2 calculated exhaust gas pressure p. 4
- the maps used by the inverse turbine system model show no dependence on internal operating variables of the turbine system 2.
- the aforementioned actuators are dependent on the actuating signals S V TG, HP, S WG , HP, S B YP, HP, S V TG, LP and S WG , LP, which receives the actuator control 18 from the actuating signal generating unit 16, the actuators having corresponding drives or actuators therefor.
- the actuating signal generating unit 16 can moreover be set up for generating limit value indicators which, when limit values are reached, are sent to the controller 15 by input or output variables of the actuating signal generating unit 16 and thus limit a control operation in order to avoid oversteering.
- the compressor system model encompassed by the treasury unit 13 determines the overall efficiency ⁇ c of the compressor system 4 as a function of the operating variables BG of the internal combustion engine and of efficiencies T
- the overall efficiency ⁇ c of the compressor system 2 can with the efficiency T
- the overall efficiency ⁇ c of the compressor system 4 at present embodiment determined by the compressor system model as
- the intermediate pressure p inter can be measured either as the internal operating variable of the compressor system 4 or also in a simple manner as a function of the intake pressure pi and the efficiency T
- the physical efficiency ⁇ c denotes the quotient of the isentropic compression power of the compressor system 4 and the sum of the mechanical power injected into the compressors of the compressor system 4.
- C , LP of the low-pressure compressor is determined, also shows a dependence on the intake air temperature Ti, which is measured anyway, while the map for the efficiency ⁇ c , HP of the high-pressure compressor from a prevailing in the intake between the low-pressure compressor 10 and the high-pressure compressor 11 temperature
- this does not necessarily have to be measured since it is based on the intake air temperature I 1 and the efficiency T
- the inverse turbine system model includes a map for determining the control signals S V TG, HP, S WG , HP and S B YP, HP and another map for determining the control signals S VTG , LP and S WG , LP- Turbine associated control signals SVTG, HP, S WG , HP and S B YP, HP and SVTG, LP and S WG , LP summarized in each case a combined control signal S c .
- Such a map of the inverse turbine system model is in
- the actuating signal generating unit 16 is programmed accordingly.
- the turbine system model encompassed by the estimated variable unit 13 is implemented by maps which respectively indicate the overall efficiency ⁇ ⁇ as a function of the already mentioned pressure quotient PQ T and a current combined actuator position S c . Apart from the respective actuator position S c , these maps again show no dependence on internal operating variables of the turbine system 2.
- One of these maps is illustrated by way of example in FIG. 4.
- FIG. 5 graphically illustrates how one of the combined actuator positions S c is formed as a function of a turbine geometry control signal S VTG and an actuating signal for a wastegate valve S WG associated with the same turbine.
- an actuator position POS VTG of a variable-turbine geometry turbine-adjusting actuator is set depending on the turbine geometry setting signal S VTG
- an actuator position POS WG of corresponding wastegate valve is set depending on the actuating signal S WG .
- the two associated with this turbine actuators expediently be controlled so that the turbine geometry is only changed when the wastegate valve is closed, while the wastegate valve is adjusted only when the turbine geometry is set according to a maximum flow cross-section.
- a one-parameter combined actuator position POS C can be defined for this turbine, which is determined or predetermined in a manner shown at the top in FIG. 5 by the combined control signal S c .
- the combined control signal S c accordingly depends uniquely with the two actuating signals S VTG and S WG .
- a combined control signal S c is defined both for the high-pressure turbine 5 and for the low-pressure turbine 6.
- the bypass valve 8 is opened exactly when the combined control signal S c of the high-pressure turbine 5 determines a complete opening of both the high-pressure turbine 5 and the wastegate valve 7.
- FIG. 6 illustrates in a diagram four different operating variable ranges 19, 20, 21 and 22, which differ from one another by different values of a rotational speed N of the internal combustion engine and a torque M of the internal combustion engine.
- the torque M is dependent on the speed N and the actual boost pressure p 2 , which in turn is normally adjusted in the manner described to the target boost pressure P2, sp , the boost pressure P2, sp is defined depending on an accelerator pedal position.
- a transitional area 23 is hatched, which separates the operating area areas 19 and 20 from the operating area areas 21 and 22.
- the control device of the turbocharger is now programmed so that in operating conditions at low speeds N, which are in the diagram of Fig. 6 left of the transition region 23, a Control of the boost pressure P 2 by adjusting the actuators of the high-pressure turbine 5 with completely closed Wastegate valve 9 and minimal flow cross-section of the low-pressure turbine 6, while operating conditions with higher speeds N, in the diagram of Fig. 6 right of U transition region 23, a control of the boost pressure P2 by adjusting the actuators is carried out, which are associated with the low-pressure turbine 6, while the high-pressure turbine 5, the wastegate valve 7 and the bypass valve 8 are fully open.
- the transition region 23 has a finite width, whereby a hysteresis is defined, which avoids an unnecessary jump between control methods according to adjacent operating size ranges 19 and 22 or 20 and 21.
- the boost pressure P 2 is not regulated, but controlled only by unregulated control of the actuators.
- the actual boost pressure control takes place in the above-lying operating size ranges 19 and 22 with the control device described above.
- the actuating signal generating unit 16 is accordingly set up so that either only the
- transitional region 23 is passed through between the operating variable regions 19 and 22, then both between two different characteristics of the inverse turbine System model and between two used to determine the overall efficiency ⁇ ⁇ of the treasure large unit 13 maps switched.
- switching is meant a change from an access to one of the maps to an access to the respective other map.
- the transitional region 23 defines for each torque M two threshold values for the rotational speed N which are spaced apart by a hysteresis difference and at which such a switching takes place
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- Engineering & Computer Science (AREA)
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- General Engineering & Computer Science (AREA)
- Supercharger (AREA)
Abstract
Description
Claims
Priority Applications (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
CN200980111914.2A CN101983283B (zh) | 2008-04-03 | 2009-03-02 | 用于对内燃机的废气涡轮增压进行控制的装置以及内燃机 |
US12/935,689 US8459025B2 (en) | 2008-04-03 | 2009-03-02 | Device for controlling the exhaust-gas turbocharging of an internal combustion engine, and internal combustion engine |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
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DE102008017164.6 | 2008-04-03 | ||
DE102008017164A DE102008017164B3 (de) | 2008-04-03 | 2008-04-03 | Vorrichtung zum Steuern einer Abgasturboaufladung eines Verbrennungsmotors und Verbrennungsmotor |
Publications (1)
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WO2009121674A1 true WO2009121674A1 (de) | 2009-10-08 |
Family
ID=40790535
Family Applications (1)
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PCT/EP2009/052448 WO2009121674A1 (de) | 2008-04-03 | 2009-03-02 | Vorrichtung zum steuern einer abgasturboaufladung eines verbrennungsmotors und verbrennungsmotor |
Country Status (5)
Country | Link |
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US (1) | US8459025B2 (de) |
KR (1) | KR101554469B1 (de) |
CN (1) | CN101983283B (de) |
DE (1) | DE102008017164B3 (de) |
WO (1) | WO2009121674A1 (de) |
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DE102011081949B4 (de) * | 2011-09-01 | 2021-06-10 | Robert Bosch Gmbh | Verfahren und Vorrichtung zur Durchführung einer Regelung, insbesondere zum Einsatz in einem Kraftfahrzeug |
FR2988774B1 (fr) * | 2012-03-28 | 2015-10-02 | Renault Sa | Systeme de commande des ailettes d'une turbine a geometrie variable a apprentissage et linearisation |
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FR3002283B1 (fr) * | 2013-02-18 | 2015-02-27 | Peugeot Citroen Automobiles Sa | Procede de determination de la pression de gaz d'echappement en amont du turbocompresseur et du debit traversant sa turbine |
US20140363278A1 (en) * | 2013-06-11 | 2014-12-11 | Deere & Company | Variable geometry turbocharger control system |
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US20160131089A1 (en) * | 2014-11-12 | 2016-05-12 | Deere And Company | Variable geometry turbocharger feed forward control system and method |
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DE102015200918B4 (de) * | 2015-01-21 | 2022-07-07 | Ford Global Technologies, Llc | Verfahren zum Betreiben einer Brennkraftmaschine mit parallel angeordneten Verdichtern und Brennkraftmaschine zur Durchführung eines derartigen Verfahrens |
JP6478273B2 (ja) * | 2015-04-08 | 2019-03-06 | ボッシュ株式会社 | 過給機付き内燃機関の制御装置およびその制御方法 |
US9835094B2 (en) | 2015-08-21 | 2017-12-05 | Deere & Company | Feed forward exhaust throttle and wastegate control for an engine |
IL241683B (en) | 2015-09-17 | 2020-09-30 | Israel Aerospace Ind Ltd | Multi-serial charger |
US9644548B2 (en) * | 2015-10-02 | 2017-05-09 | GM Global Technology Operations LLC | Exhaust system pressure estimation systems and methods |
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DE102017122928A1 (de) * | 2016-10-11 | 2018-01-18 | FEV Europe GmbH | Verfahren zum Bestimmen eines Effizienzwertes einer Turbine mit einer variablen Geometrie |
JP6521022B2 (ja) | 2017-10-23 | 2019-05-29 | マツダ株式会社 | ターボ過給機付エンジンの制御装置及び制御方法 |
DE102018220094A1 (de) * | 2018-11-22 | 2020-05-28 | Volkswagen Aktiengesellschaft | Verfahren zur Steuerung eines Aufladungssystems |
CN111794852B (zh) * | 2020-07-28 | 2021-10-29 | 安徽江淮汽车集团股份有限公司 | 双涡轮增压控制***及方法 |
JP7521963B2 (ja) * | 2020-07-31 | 2024-07-24 | ナブテスコ株式会社 | エンジン特性推定装置、エンジン特性推定方法、およびエンジン特性推定プログラム |
CN113006954B (zh) * | 2021-03-31 | 2022-06-07 | 同济大学 | 一种涡轮增压汽油机气路协调的预测控制并行计算方法 |
US20240229730A1 (en) * | 2023-01-11 | 2024-07-11 | Toyota Jidosha Kabushiki Kaisha | Control device |
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Also Published As
Publication number | Publication date |
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US8459025B2 (en) | 2013-06-11 |
KR20100139133A (ko) | 2010-12-31 |
CN101983283B (zh) | 2014-03-19 |
US20110023848A1 (en) | 2011-02-03 |
KR101554469B1 (ko) | 2015-09-21 |
DE102008017164B3 (de) | 2009-08-06 |
CN101983283A (zh) | 2011-03-02 |
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