CN117627795A - Method for regulating pressure in internal combustion engine - Google Patents
Method for regulating pressure in internal combustion engine Download PDFInfo
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- CN117627795A CN117627795A CN202311071861.4A CN202311071861A CN117627795A CN 117627795 A CN117627795 A CN 117627795A CN 202311071861 A CN202311071861 A CN 202311071861A CN 117627795 A CN117627795 A CN 117627795A
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- 238000002485 combustion reaction Methods 0.000 title claims abstract description 45
- 238000000034 method Methods 0.000 title claims abstract description 25
- 230000001105 regulatory effect Effects 0.000 title claims abstract description 17
- 238000004590 computer program Methods 0.000 claims abstract description 8
- 239000007789 gas Substances 0.000 description 31
- 230000006870 function Effects 0.000 description 7
- 238000010586 diagram Methods 0.000 description 6
- 238000004364 calculation method Methods 0.000 description 5
- 238000013022 venting Methods 0.000 description 5
- 230000003197 catalytic effect Effects 0.000 description 4
- 238000000605 extraction Methods 0.000 description 4
- 230000001419 dependent effect Effects 0.000 description 3
- 230000008859 change Effects 0.000 description 2
- 230000015654 memory Effects 0.000 description 2
- 230000009467 reduction Effects 0.000 description 2
- 230000003213 activating effect Effects 0.000 description 1
- 230000004913 activation Effects 0.000 description 1
- 230000006399 behavior Effects 0.000 description 1
- 239000000969 carrier Substances 0.000 description 1
- 238000006243 chemical reaction Methods 0.000 description 1
- 238000013016 damping Methods 0.000 description 1
- 230000003993 interaction Effects 0.000 description 1
- 230000002452 interceptive effect Effects 0.000 description 1
- 239000000203 mixture Substances 0.000 description 1
- 238000012544 monitoring process Methods 0.000 description 1
- 230000003287 optical effect Effects 0.000 description 1
- 238000012360 testing method Methods 0.000 description 1
- 238000012546 transfer Methods 0.000 description 1
- 238000011144 upstream manufacturing Methods 0.000 description 1
- 239000002912 waste gas Substances 0.000 description 1
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
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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
-
- 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
- F02D41/18—Circuit arrangements for generating control signals by measuring intake air flow
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
- F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
- F02D9/08—Throttle valves specially adapted therefor; Arrangements of such valves in conduits
- F02D9/10—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having pivotally-mounted flaps
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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
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/04—Engine intake system parameters
- F02D2200/0402—Engine intake system parameters the parameter being determined by using a model of the engine intake or its components
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/04—Engine intake system parameters
- F02D2200/0406—Intake manifold pressure
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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
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/04—Engine intake system parameters
- F02D2200/0406—Intake manifold pressure
- F02D2200/0408—Estimation of intake manifold pressure
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2250/00—Engine control related to specific problems or objectives
- F02D2250/16—End position calibration, i.e. calculation or measurement of actuator end positions, e.g. for throttle or its driving actuator
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2250/00—Engine control related to specific problems or objectives
- F02D2250/41—Control to generate negative pressure in the intake manifold, e.g. for fuel vapor purging or brake booster
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
- F02M26/02—EGR systems specially adapted for supercharged engines
- F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
- F02M26/06—Low pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust downstream of the turbocharger turbine and reintroduced into the intake system upstream of the compressor
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Supercharger (AREA)
Abstract
The invention relates to a method for regulating the pressure in an intake tract (20) of an internal combustion engine by means of an actuator (3), a computing unit and a computer program for carrying out the method, and an internal combustion engine. The method comprises obtaining at least one target value of the pressure in the inlet channel (20) of the internal combustion engine and/or at least one target value of the adjustment variable of the actuator (3), determining at least one adjustment variable of the actuator (3) based on the obtained at least one target value of the pressure in the inlet channel (20), determining a maximum adjustment variable from the obtained at least one target value of the adjustment variable of the actuator (3) and the determined at least one adjustment variable of the actuator (3), and adjusting the determined maximum adjustment variable of the actuator (3).
Description
Technical Field
The invention relates to a method for adjusting the pressure in the intake tract of an internal combustion engine by means of an actuator, a computing unit and a computer program for carrying out the method, and an internal combustion engine.
Background
An internal combustion engine with low pressure exhaust gas recirculation (ND-AGR) may have an additional actuator in the intake tract for adjusting a defined pressure drop between an exhaust gas extraction site in the exhaust gas tract of the internal combustion engine and an exhaust gas introduction site in the intake tract of the internal combustion engine. This facilitates control/regulation of the exhaust gas mass flow recirculated into the internal combustion engine via an exhaust gas recirculation valve (AGR valve). The pressure drop can be set by means of the actuator in such a way that optimum values are preferably achieved with respect to the control quality of the exhaust gas mass flow and the throttle loss in the inlet channel.
To date, adjusting the pressure drop via an AGR valve is the only requirement for the actuator. However, future demands will be added to the pressure in the inlet duct or the position of the actuator. For example, the actuator may also be used to reduce audible vibrations (Noise-Vibration-Harshness (NVH)) in the inlet channel, where a specific setting/position of the actuator is required. This requires reconciling this position requirement with the pressure requirement in the inlet channel for the ND-AGR or with further pressure requirements such as tank venting etc.
Disclosure of Invention
According to the invention, a method for adjusting the pressure in the intake tract of an internal combustion engine by means of an actuator, a computing unit and a computer program for carrying out the method, and an internal combustion engine are proposed, which have the features of the independent claims. Advantageous designs are the subject matter of the dependent claims and the following description.
The invention makes it possible to extend the control/regulation of the above-mentioned actuators to coordinate a plurality of demands on the pressure in the inlet duct or the position of the actuators and thereby control/regulate the pressure drop respectively required by said actuators.
In particular, at least one target value of the pressure in the intake tract of the internal combustion engine and/or at least one target value of the actuating variable of the actuator is obtained, for example received in a computing unit or calculated there. The calculation unit may be contained, for example, in a control device (engine controller) of the internal combustion engine or itself be a control device of the internal combustion engine. The at least one target value of the pressure may be, for example, the target pressure in the intake tract of the internal combustion engine required for ND-AGR or tank venting. At least one target value of the adjustment variable of the actuator may be sent to the calculation unit, for example by an NVH monitoring function, to adjust the adjustment variable of the actuator such that pressure fluctuations in the inlet channel located before the actuator are avoided or at least reduced. The target pressure may be stored in a characteristic curve/map of the calculation unit as a function of the operating point of the internal combustion engine. The same applies to at least one target value for the actuating variable of the actuator, which target value can also be stored in the calculation unit.
The actuator may be, for example, a poppet valve, a slider or a flap arranged in an intake tract of the internal combustion engine. The actuator is preferably a flap and the adjustment variable of the actuator is flap position/flap angle. The internal combustion engine is advantageously an otto engine with exhaust gas turbocharging and ND-AGR. The actuator is particularly preferably arranged before the AGR introduction point in the intake tract of the internal combustion engine and/or before the compressor of the exhaust-gas turbocharger.
Based on the received at least one target value of the pressure in the inlet channel, an adjustment variable of the actuator is determined, so that different target value types (pressure, adjustment variable) can be compared with each other. In the case of the use of a valve flap, this means that the target pressure required in the intake tract of the internal combustion engine is converted into a valve flap position/valve flap angle which determines/changes the flow cross section of the valve flap. This can be done, for example, by means of the following throttle equation, which additionally takes into account the target mass flow ms through the internal combustion engine as a function of the operating point:
wherein the flow function is
Here, A K Represents the flow cross section of the actuator, μ represents the flow coefficient, pv represents the pressure before the actuator, ρv represents the air density before the actuator, p F Av.s represents the target pressure after the actuator in the intake duct and κ represents the isentropic index.
Then, a maximum adjustment variable of the actuator is determined based on at least one target value of the adjustment variable of the actuator and the adjustment variable of the actuator determined from the target pressure. In other words, the value of the adjustment variable that results in the maximum closing of the actuator is determined based on the target value.
The determined maximum adjustment variable of the actuator is then adjusted, i.e. in particular a signal is sent by the computing unit to the actuator, which signal causes the actuator to assume a position according to the determined maximum adjustment variable. The maximum required pressure drop or the damping of pressure fluctuations in front of the actuator can thereby be achieved in the intake tract of the internal combustion engine.
Preferably, the determination of the at least one regulating variable of the actuator on the basis of the at least one target value of the pressure in the inlet channel is performed by means of a first regulator. The first regulator may here comprise a pilot control unit, which has, for example, the above-mentioned conversion of the target pressure into the regulating variable according to equation (1). Preferably, the first regulator further comprises an I regulator (integral regulator) which continuously compensates for pressure deviations in the inlet channel due to inaccuracies of the pilot controller by means of an integral transfer behavior. For this purpose, the pressure in the inlet channel can be measured and the regulating variable can be regulated by means of an I regulator in order to achieve the target pressure. In other words, the target pressure deviation in the intake passage is the control variable of the I regulator.
Preferably, a maximum permissible value of the actuating variable of the actuator is determined by means of a second regulator on the basis of a minimum permissible pressure in an intake tract of the internal combustion engine. The minimum allowable pressure is preferably used to protect the exhaust gas turbocharger and to prevent oil from being sucked out of the bearings of the exhaust gas turbocharger due to a negative pressure difference between the inlet channel and the ambient pressure. The value of the minimum permissible pressure can be stored, for example, in a characteristic curve or map in the calculation unit as a function of the operating point (load, rotational speed) of the internal combustion engine.
Similar to the first regulator, the second regulator may comprise a pilot controller that may use the throttle equation according to equation (1) to convert the minimum allowable pressure to a maximum allowable value of the regulating variable of the actuator. Furthermore, the second regulator preferably also has an I regulator, which continuously compensates for the deviation of the pressure in the inlet channel from the minimum permissible pressure. For this purpose, the pressure in the inlet channel can in turn be measured and the regulating variable can be regulated by means of an I regulator in order to reach the minimum permissible pressure.
The first and second regulators may be comprised in the computing unit. Alternatively, at least one of the two regulators can also be designed as an independent regulating unit.
Preferably, the maximum adjustment variable of the actuator is limited by the maximum allowable value of the adjustment variable of the actuator. It is thereby possible to prevent the actuator from closing too far that the pressure in the inlet channel falls below said minimum allowable pressure and to ensure adequate protection of the compressor.
In summary, the adjustment variable of the actuator to be adjusted is selected according to a target value which results in a maximum closing of the actuator to provide, for example, the desired pressure drop for the NDAGR or tank venting or to attenuate the pressure fluctuations in the inlet channel before the actuator. However, in order to avoid damage to the components of the compressor, the maximum closing of the actuator is limited by said maximum allowable value so as not to be lower than the minimum allowable pressure in the inlet duct.
Preferably, the first regulator is activated when the determined at least one adjustment variable of the actuator based on the obtained at least one target value of the pressure in the intake channel is greater than the obtained at least one target value of the adjustment variable of the actuator. This means that the first regulator is activated when the actuator has to be shut down more than is required for the directly obtained target value of the regulating variable based on at least one target value of the pressure in the inlet channel. Furthermore, in order to activate the first regulator, it must be ensured that at least one target value of the pressure in the inlet channel is greater than the minimum allowable pressure in the inlet channel. In other words, the first regulator is always activated when a larger adjustment variable than the directly obtained adjustment variable is required to adjust the required target pressure in the intake passage and the required target pressure is not lower than the minimum allowable pressure. Alternatively or additionally, the first regulator may be activated when the pressure after the actuator is greater than the obtained at least one target value of the pressure in the intake passage and the determined at least one adjustment variable of the actuator based on the obtained at least one target value of the pressure in the intake passage is less than the obtained at least one target value of the adjustment variable of the actuator. In these cases, it is preferable not to activate the second regulator because it regulates the pressure in the intake manifold to the minimum allowable pressure and thus will counteract the regulation of the first regulator.
Preferably, the second regulator is activated when the pressure in the inlet channel is less than or equal to the minimum allowable pressure. This may occur when the maximum adjustment variable of the actuator reaches or even briefly exceeds said maximum allowable value. The maximum actuating variable of the actuator is adjusted exactly to the maximum permissible value by means of the second regulator, so that a drop below the minimum permissible pressure in the inlet channel is prevented. Alternatively or additionally, the second regulator may be activated when the maximum adjustment variable of the actuator corresponds to a maximum allowable value of the adjustment variable of the actuator. In these cases, it is preferable not to activate the first regulator because the first regulator will counteract the second regulator to compensate for the regulation deviation from the desired target pressure. If the required target pressure is below the minimum allowable pressure, damage to the compressor may result.
Preferably, the conditions for activating the first and second regulators are mutually exclusive, thereby ensuring that only one of the two regulators is always active.
The computing unit according to the invention, for example a control device of an internal combustion engine, is arranged, in particular in a program technology, to carry out the above-described method according to the invention.
It is also advantageous to implement the method according to the invention in the form of a computer program or a computer program product having a program code for performing all method steps, since this results in particularly low costs, in particular if the execution control device is also used for further tasks and is therefore present anyway. Data carriers suitable for providing the computer program are in particular magnetic, optical and electrical memories, such as hard disk drives, flash memories, EEPROMs, DVDs, etc. The program may also be downloaded via a computer network (internet, intranet, etc.).
Further advantages and designs of the invention result from the following description and the accompanying drawings.
It is understood that the above-described characteristic features and the characteristics to be explained below can be used not only in the respectively described combination but also in other combinations or alone without departing from the scope of the present invention.
Drawings
The present invention is schematically illustrated in the drawings based on embodiments, and is described in detail below with reference to the drawings.
FIG. 1 shows a schematic diagram of a low pressure exhaust gas recirculation system (NDAGR system) of an internal combustion engine having exhaust gas turbocharging; and
fig. 2 shows a preferred embodiment of the method according to the invention in a block diagram by way of example.
Detailed Description
Fig. 1 shows a schematic diagram of a low pressure exhaust gas recirculation system (NDAGR system) 40 for an internal combustion engine, the NDAGR system 40 having an actuator 3 for adjusting the pressure drop between the exhaust gas duct 30 and the intake duct 20 of the internal combustion engine.
Fig. 1 shows a schematic diagram of a low pressure exhaust gas recirculation system (NDAGR system) 40, the NDAGR system 40 being integrated into the exhaust gas duct 30 and the intake duct 20 of the internal combustion engine. The internal combustion engine is preferably an otto engine with exhaust gas turbocharging. The intake duct 20 of the illustrated internal combustion engine comprises an air filter 1, a hot film air mass meter (HFM) 2, a valve flap 3 (actuator), a compressor 4 of an exhaust gas turbocharger 4, 8, an intercooler 5 and a throttle flap 6. A pressure sensor 3a is arranged between the valve flap 3 and the compressor 4. The fresh air mass flow fed to the internal combustion engine is measured in HFM2 and enters the cylinders 7 of the internal combustion engine via the intake duct 20. The combusted mixture is then discharged via a waste gas duct 30. The exhaust duct 30 shown comprises a turbine 8 of the exhaust-gas turbochargers 4, 8, which turbine drives (not shown) the compressor 4 in the intake duct 20, and a catalytic converter 9. The catalytic converter 9 may at the same time be used as a muffler or a separate muffler (not shown) may be integrated in the exhaust tract 30. The air mass flow delivered to the cylinders 7 is controlled/regulated by a control device (engine controller) of the internal combustion engine (not shown) by means of the throttle flap 7 and the exhaust gas turbochargers 4, 8.
The NDAGR system 40 includes an AGR cooler 10 and an AGR valve 11 that adjusts a desired exhaust gas recirculation mass flow. The exhaust gas mass flow to be recirculated is extracted from the exhaust gas duct 30 after the catalytic converter 9 and fed to the intake duct 20 before the compressor 4. Since there is only a small pressure drop between the extraction point of the exhaust gas mass flow after the catalytic converter 9 and the introduction point before the compressor 4, small changes in the AGR valve position already lead to significant fluctuations in the recirculated exhaust gas mass flow. Therefore, to improve stability of AGR control/regulation, it is helpful to increase the pressure drop between the extraction and introduction sites of the exhaust gas mass flow. This can be achieved by reducing the pressure before the compressor 4 by means of the valve flap 3. In this case, a change in the flap position/flap angle causes a change in the flow cross section through the flap 3. By this reduction of the flow cross section, the fresh air supply to the compressor 4 is throttled and thus the pressure before the compressor 4 is reduced. The pressure drop between the extraction point and the introduction point of the exhaust gas mass flow to be recirculated can thereby be increased. The pressure drop is preferably adjusted in such a way that an optimum value is achieved with respect to the controllability/adjustability of the exhaust gas mass flow and the throttle loss through the flap 3.
In addition to adjusting the pressure drop via the AGR valve, it may also be desirable to reduce the pressure before the compressor 4 for other functions of the engine controller, where mass flow is introduced into the intake (e.g., for tank venting). Furthermore, the flap 3 can also be used to reduce audible vibrations (noise-vibration harshness (NVH)) in the inlet channel before the flap 3. For this purpose, the flap angle can be set to a predetermined target value, which can be determined, for example, on an engine test stand and stored in the engine control unit. The different functional requirements of the flap 3 can be coordinated/prioritized with the method according to the invention, for example according to the embodiments described below.
Fig. 2 shows by way of example a block diagram of a preferred embodiment for implementing the method according to the invention in a computing unit, which may be, for example, an engine controller. The block diagram shows a first regulator 100 for a target value p based on the pressure in the inlet channel before the compressor 4 FAV，s (target pressure) to determine/adjust the flap angle (adjustment variable of the actuator) of the flap 3. The target pressure may be, for example, a target pressure after the AGR valve 11 for NDAGR or tank venting or before the compressor 4. In order to predefine a uniform target pressure p to the first regulator 100 FAV，s All target pressures in the intake duct 20 are converted to pressures after the valve flap 3 and before the compressor 4.
In addition to the target pressure P FAV，s In addition to this, the first regulator 100 also receives an operating point-dependent target value m of the mass flow through the internal combustion engine s As a further input variable, and outputting the flap angle alpha s，p As output variables. Then, the valve clack angle is compared with a target value alpha of the valve clack angle s，w Together into a functional block 102, which functional block 102 is based on two input variables alpha s，p 、α s，W To output the maximum valve clack angle alpha s . Target value alpha of valve clack angle s，w May be, for example, a target angle alpha for NVH reduction s，w . Maximum flap angle alpha s Is the angle at which the flap 3 closes most. The fully open flap position corresponds to a value of 0%, whereasThe fully closed flap position corresponds to a value of 100%.
Then, in function block 103, at a maximum flap angle α s And a maximum permissible value alpha of the valve flap angle verd And selecting the minimum value. Then, the output variable alpha of the minimum value selection is performed FAV，s Sent by the engine controller to the valve flap 3 and causes the valve flap 3 to adopt the determined flap angle.
Based on the minimum permissible pressure p in the intake tract of the internal combustion engine upstream of the compressor 4 by means of the second regulator 101 FAV，verd To determine the maximum permissible value alpha of the valve flap angle verd . Except for a minimum allowable pressure p FAV，verd，s In addition, the regulator 101 also receives an operating point-dependent target value m of the mass flow through the internal combustion engine s As an input variable, and output the valve clack angle alpha verd As output variables. The minimum allowable pressure is preferably used to protect the exhaust gas turbocharger and to prevent oil from being sucked out of the bearings of the exhaust gas turbocharger. The value of the minimum permissible pressure can be stored, for example, in the engine control unit in a characteristic curve or map of the pressure downstream of the compressor 4 and of the mass flow through the internal combustion engine.
The two regulators 100 and 101 may contain a pilot controller for converting the input variables pressure and mass flow into a flap position. This can be done by means of a throttle equation according to equation (1). Additionally, both regulators 100, 101 may have an I regulator to compensate for the inaccuracy of the pilot controller. Here, if the condition 100a is satisfied, the I component of the first regulator 100 or the first regulator 101 may be activated. These conditions may be expressed, for example, as follows:
(p FAV >p FAV，soll &&α s，p ＜α verd )||(α s，p >α s，w &&p FAV，s >p FAV，verd ) (2)
here, p FAV Representing the pressure after the flap 3, p FAV，s Indicating the target pressure after the flap 3, p FAV，verd Representing the minimum allowable pressure after the flap 3, alpha s，p Is expressed by the purposeValve clack angle alpha caused by standard pressure s，w Target value of valve clack angle alpha verd Representing the minimum allowable pressure p after the valve flap 3 or before the compressor 4 FAV，verd Is provided, the maximum allowable flap angle of (a).
This means that when the valve flap angle alpha is caused by the target pressure s，p (an actuator adjustment variable based on the received at least one target value of the pressure in the inlet duct) is greater than a target value alpha of the flap angle s，w (target value of the adjustment variable of the actuator) and a target pressure p after the flap 3 FAV，s (target value of pressure in inlet channel) is greater than the minimum allowable pressure p after the valve flap 3 FAV，verd (minimum allowable pressure in the intake passage), the first regulator 100 may be activated. In addition, the pressure p after the flap 3 FAV Greater than target pressure p FAV，s And is controlled by the target pressure p FAV，s Resulting flap angle alpha s，p Less than a maximum allowable flap angle alpha verd When the first regulator 100 may be activated.
When the condition 101a is satisfied, the second regulator 101 or the I component of the second regulator may be activated. These conditions may be expressed, for example, as follows:
(α s ＝α verd )||(p FAV ＜p FAV，verd ) (3)
this means that when the pressure behind the flap 3 is smaller than the minimum allowable pressure p behind the flap 3 FAV，verd When or when the maximum flap angle alpha s Maximum permissible value alpha corresponding to valve flap angle verd When the second regulator 101 is activated. Since the activation conditions 1O0a, 101a of the two regulators 100, 101 are mutually exclusive, an interfering interaction between the two regulators 100, 101 can be avoided.
In summary, the invention provides in particular for the control/regulation of an actuator in the intake tract of an internal combustion engine, which actuator coordinates/prioritizes different demands on the pressure in the intake tract or on the position of the actuator, so that the respectively required maximum pressure drop can be optimally adjusted taking into account the throttle loss and the component protection.
Claims (12)
1. A method for adjusting the pressure in an intake tract (20) of an internal combustion engine by means of an actuator (3), comprising the steps of:
obtaining at least one target value of a pressure in an intake tract (20) of the internal combustion engine and/or at least one target value of an adjustment variable of the actuator (3),
determining at least one regulating variable of the actuator (3) on the basis of the obtained at least one target value of the pressure in the inlet duct (20),
determining a maximum adjustment variable from the obtained at least one target value of the adjustment variable of the actuator (3) and the determined at least one adjustment variable of the actuator (3), and
-adjusting the determined maximum adjustment variable of the actuator (3).
2. Method according to claim 1, wherein determining at least one adjustment variable of the actuator (3) based on the obtained at least one target value of the pressure in the inlet channel (20) is performed by means of a first regulator 100).
3. A method according to claim 2 or 3, wherein the maximum permissible value of the regulating variable of the actuator (3) is determined by means of a second regulator (101) on the basis of the minimum permissible pressure in the inlet duct (20) of the internal combustion engine.
4. A method according to claim 3, wherein the maximum adjustment variable of the actuator (3) is limited by the maximum allowable value of the adjustment variable of the actuator (3).
5. The method according to any one of claims 2 to 4, wherein the first regulator (100) is activated when the determined at least one adjustment variable of the actuator (3) is greater than the obtained at least one target value of the adjustment variable of the actuator (3) and the received at least one target value of the pressure in the inlet channel (20) is greater than the minimum allowable pressure in the inlet channel (20).
6. The method according to any one of claims 2 to 5, wherein the first regulator (100) is activated when the pressure after the actuator (3) is greater than the obtained at least one target value of the pressure in the inlet channel (20) and the determined at least one regulating variable of the actuator (3) is smaller than the obtained at least one target value of the regulating variable of the actuator (3).
7. A method according to any one of claims 3 to 6, wherein the second regulator (101) is activated when the pressure in the inlet channel (20) is less than or equal to the minimum allowed pressure.
8. The method according to any one of claims 3 to 7, wherein the second regulator (101) is activated when the maximum adjustment variable of the actuator (3) corresponds to the maximum allowable value of the adjustment variable of the actuator (3).
9. A computing unit comprising a processor configured to perform the method of any one of the preceding claims.
10. An internal combustion engine comprising an intake duct (20) with an actuator (3) and a pressure sensor (3 a) and a computing unit according to claim 9.
11. A computer program comprising instructions which, when the program is executed by a computer, cause the computer to perform the method of claims 1 to 8.
12. A computer readable data carrier on which a computer program according to claim 11 is stored.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE102022208743.7 | 2022-08-24 | ||
| DE102022208743.7A DE102022208743A1 (en) | 2022-08-24 | 2022-08-24 | Method for adjusting a pressure in an internal combustion engine |
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| CN117627795A true CN117627795A (en) | 2024-03-01 |
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| CN202311071861.4A Pending CN117627795A (en) | 2022-08-24 | 2023-08-23 | Method for regulating pressure in internal combustion engine |
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|---|---|
| CN (1) | CN117627795A (en) |
| DE (1) | DE102022208743A1 (en) |
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- 2022-08-24 DE DE102022208743.7A patent/DE102022208743A1/en active Pending
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| DE102022208743A1 (en) | 2024-02-29 |
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