REGULATING METHOD FOR A CHARGED INTERNAL COMBUSTION ENGINE

Abstract

A regulating method for a charged internal combustion engine, wherein an operating point of the compressor is adjusted in a compressor map by a compressor position regulator based on a throttle valve regulation deviation in that both a first manipulated variable for actuating the compressor bypass valve as well as a second manipulated variable for actuating the turbine bypass valve are calculated by the compressor position regulator. The operating point of the compressor is corrected by a correction regulator on the basis of an air mass regulation deviation in that both a first correction variable for correcting the first manipulated variable as well as a second correction variable for correcting the second manipulated variable are calculated by the correction regulator.

Claims

1-4. (canceled)

5. A regulating method for a supercharged internal combustion engine, the method comprising the steps of: adjusting an operating point of a compressor in a compressor characteristic map by a compressor position regulator depending on a throttle valve regulation deviation by way of both a first actuating variable for actuating a compressor bypass valve and also a second actuating variable for actuating a turbine bypass valve being calculated by the compressor position regulator; and correcting the operating point of the compressor by a correction regulator depending on an air mass regulation deviation by way of both a first correction variable for correcting the first actuating variable and also a second correction variable for correcting the second actuating variable being calculated by the correction regulator.

6. The method according to claim 5, including regulating the operating point in the compressor characteristic map to a characteristic curve of optimum operating points by the correction regulator.

7. The method according to claim 6, wherein a first region in the compressor characteristic map is defined by the characteristic curve and a surge limit, and an opening of the compressor bypass valve is increased and also an opening of the turbine bypass valve is reduced by the correction regulator at an operating point in the first region.

8. The method according to claim 7, including reducing the opening of the compressor bypass valve and increasing the opening of the turbine bypass valve by the correction regulator at an operating point in a second region of the compressor characteristic map.

Description

[0010] A preferred exemplary embodiment is illustrated in the figures, in which:

[0011] FIG. 1 shows a system diagram,

[0012] FIG. 2 shows a block diagram,

[0013] FIG. 3 shows a compressor characteristic map, and

[0014] FIG. 4 shows a time graph.

[0015] FIG. 1 shows a reduced system diagram of an internal combustion engine 1 having an exhaust gas turbocharger 2. The exhaust gas turbocharger 2 comprises a compressor 3 and a turbine 10. The further structure and the functioning of the exhaust gas turbocharger 2 are assumed to be known. The air path for supplying combustion air comprises the compressor 3, a charge air cooler 4, a throttle valve 5 and an inlet valve 6 in the cylinder head of the internal combustion engine 1. The air path is supplemented by a compressor bypass 7 having a compressor bypass valve 8. The charge air is returned from the secondary side of the compressor 3 to the primary side of the compressor 3 by means of the compressor bypass 7. The exhaust gas path comprises an outlet valve 9 in the cylinder head of the internal combustion engine 1 and the turbine 10. The exhaust gas path is supplemented by a turbine bypass 11 having a turbine bypass valve 12.

[0016] The internal combustion engine 1 is controlled and regulated by means of an electronic engine control unit 13. The input signals to the electronic engine control unit 13 illustrated are: a pressure level p1 of the primary side of the compressor 3, an air mass mL on the secondary side of the compressor 3, a pressure level p2 of the charge air, an actual throttle valve value DK(IST) of the throttle valve 5 and optionally the pressure level pE of the fuel in the injector 14. Reference symbol IN denotes the further input signals, for example an engine rotational speed. The output signals from the electronic engine control unit 13 illustrated in FIG. 1 are: a first actuating variable VBP for actuating the compressor bypass valve 8, a second actuating variable WG for actuating the turbine bypass valve 12, a setpoint throttle valve value DK(SL) for actuating the throttle valve 5 and a signal ve for actuating the injector 14, for example start of injection or end of injection. The angular position of the compressor bypass valve 8 is prespecified by means of the first actuating variable VBP. The angular position of the turbine bypass valve 12 is prespecified by means of the second actuating variable WG. If a linear actuator is used instead of a valve, then both the first actuating variable VBP and also the second actuating variable WG correspond to an actuating path. Reference symbol OUT denotes the further output signals for controlling and regulating the internal combustion engine 1, for example the actuating signal for an intake throttle in the case of a common rail system.

[0017] FIG. 2 shows a block diagram, wherein the individual blocks represent program parts of a program which can be executed. The input variables are the setpoint throttle valve value DK(SL), the actual throttle valve value DK(IST), the setpoint air mass mL(SL) and the actual air mass mL(IST). In the case of a diesel engine without throttle valve control, the setpoint value and actual value of the pressure level of the charge air p2 are used instead of the throttle valve values. The output variables are the first actuating variable VBP for actuating the compressor bypass valve 8 and the second actuating variable WG for actuating the turbine bypass valve 12. The throttle valve regulation deviation dDK is calculated from the setpoint/actual deviation of the throttle valve at a summation point 15. A compressor position controller 16, typically using PID control, calculates a first angular value 1 of from the throttle valve regulation deviation dDK. The first angular value 1 is multiplied by a first correction variable KORR1 at a multiplication point 17 and then linearized by means of a function block 18. The output value then corresponds to the first actuating variable VBP with which the compressor bypass valve 8 is actuated. The compressor position regulator 16 has a second signal path for the first angular value at 1. The first angular value 1 is multiplied by a second correction variable KORR2 at a multiplication point 19 and then linearized by means of a function block 20. The output value corresponds to the second actuating variable WG with which the turbine bypass valve 12 is actuated.

[0018] An air mass regulation deviation dmL is calculated from the setpoint/actual deviation of the air mass at a summation point 21. A correction regulator 22, typically using PID control, then calculates the first correction variable KORR1 from the air mass regulation deviation. The first correction variable KORR1 has a value between zero and one. The first correction variable KORR1 has a multiplicative effect on the first angular value 1 (multiplication point 17) and therefore also determines the first actuating variable VBP. A difference from one is calculated from the first correction variable KORR1 by means of a differential element 23. The output value corresponds to the second correction variable KORR2 which can likewise assume a value between zero and one. The second correction variable KORR2 has a multiplicative effect on the first angular value 1 and therefore determines the second actuating variable WG. The differential element 23 has the effect that the first actuating variable VBP and the second actuating variable WG achieve an opposing effect. In other words: if, for example, the compressor bypass valve is moved in the opening direction, the turbine bypass valve is operated in the closing direction.

[0019] FIG. 3 illustrates a compressor characteristic map 24. The actual air mass mL(IST) is plotted on the abscissa and the compression ratio, that is to say the quotient of the pressure level p2 on the secondary side of the compressor and of the pressure level p1 on the primary side of the compressor, is plotted on the ordinate. The surge region, which is delimited by the surge limit 27, is illustrated by hatching. Areas of a constant degree of efficiency, reference symbols eta1 and eta2, are marked in the permissible region, that is to say outside the surge region. A characteristic curve KL of optimum operating points is positioned through these areas of degree of efficiency. Therefore, for example, the operating point BP1 comprising the value pair mL1/Q1 is situated on this characteristic curve KL. A first region 25 is defined by the surge limit and the characteristic curve KL. A second region 26 is located to the right of the characteristic curve KL in the direction of greater actual air mass values. The operating point BP2 is situated in the first region 25 and is defined by means of the value pair mL2/Q1. In this case, the compressor bypass valve is adjusted in the opening direction and the turbine bypass valve is adjusted in the dosing direction by means of the correction regulator. As a consequence of this, the operating point BP2 is adjusted in the direction of the operating point BP1. The operating point BP3 lies in the second region 26 and is defined by the value pair mL3/Q1. In this case, the compressor bypass valve is adjusted in the closing direction and the turbine bypass valve is adjusted in the opening direction by means of the correction regulator.

[0020] FIG. 4 shows a time graph. The first actuating variable VBP for actuating the compressor bypass valve in degrees and the throttle valve value in percent are plotted on the left-hand-side ordinate. The second actuating variable WG for actuating the turbine bypass valve is plotted on the right-hand-side ordinate. The following signals are illustrated over time: the actual throttle valve value DK(IST) as a dashed line, the first actuating variable VBP as a solid line, and the second actuating variable WG as a dash-and-dot line. Three different operating states are illustrated in the time graph, specifically load connection in time period t1-t3, a steady state in time period t3-t5, and load shedding in time period t5-t7. Load connection is initiated at time t1.

[0021] The throttle valve regulation means responds to this by fully opening the throttle valve, value of approximately 80%, followed by reduction. The throttle valve is then adjusted to the correct setpoint value in time period t2 to t3. At time t2, it is established that the operating point in the compressor characteristic map lies in the first region (FIG. 3: BP2). Therefore, the compressor bypass valve is opened by means of the correction regulator, that is to say the correction regulator corrects the operating point until said operating point lies on the characteristic curve of optimum operating points. The profile of the first actuating signal VBP reflects this situation. In the illustrated example, it is then assumed that, starting from time t3, the operating point lies in the second region of the compressor characteristic map. The correction regulator responds to this by way of then moving the turbine bypass valve in the opening direction by means of the second actuating variable WG and operating the compressor bypass valve in the closing direction by means of the first actuating variable VBP. The system is then steady at time t4.

[0022] Load disconnection is triggered at time t5. Therefore, the throttle valve is fully closed at time t6. Since the operating point now lies in the first region of the compressor characteristic map, the compressor bypass valve is fully opened and the turbine bypass valve is closed. This is correspondingly identified in the graph. The system is again in the steady state after time t7.

REFERENCE SYMBOLS

[0023] 1 Internal combustion engine

[0024] 2 Exhaust gas turbocharger

[0025] 3 Compressor

[0026] 4 Charge air cooler

[0027] 5 Throttle valve

[0028] 6 Inlet valve

[0029] 7 Compressor bypass

[0030] 8 Compressor bypass valve

[0031] 9 Outlet valve

[0032] 10 Turbine

[0033] 11 Turbine bypass

[0034] 12 Turbine bypass valve

[0035] 13 Electronic engine control unit (ECU)

[0036] 14 Injector

[0037] 15 Summation point

[0038] 16 Compressor position regulator

[0039] 17 Multiplication point

[0040] 18 Function block

[0041] 19 Multiplication point

[0042] 20 Function block

[0043] 21 Summation point

[0044] 22 Correction regulator

[0045] 23 Differential element

[0046] 24 Compressor characteristic map

[0047] 25 First region (compressor characteristic map)

[0048] 26 Second region (compressor characteristic map)

[0049] 27 Surge limit