CN110821647B - Method and device for operating an internal combustion engine with charge pressure regulation - Google Patents

Method and device for operating an internal combustion engine with charge pressure regulation Download PDF

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Publication number
CN110821647B
CN110821647B CN201910743742.6A CN201910743742A CN110821647B CN 110821647 B CN110821647 B CN 110821647B CN 201910743742 A CN201910743742 A CN 201910743742A CN 110821647 B CN110821647 B CN 110821647B
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adjustment
des
compressor
komp
predefined
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CN110821647A (en
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F.海贝尔
J.施莱希
R.魏甘德
T.布莱勒
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Robert Bosch GmbH
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Robert Bosch GmbH
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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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01D—NON-POSITIVE DISPLACEMENT MACHINES OR ENGINES, e.g. STEAM TURBINES
    • F01D17/00—Regulating or controlling by varying flow
    • 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
    • F02D41/14—Introducing closed-loop corrections
    • 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
    • F02B2037/122—Control of rotational speed of the pump
    • 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
    • F02D2041/1433—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
    • 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
    • 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
    • F02D2250/34—Control of exhaust back pressure, e.g. for turbocharged 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
    • F02D41/14—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
    • 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

Abstract

The invention relates to a method for operating a motor system (1) having a supercharged internal combustion engine (2), the motor system (1) having an exhaust-gas-driven supercharging device (6) having a compressor (62), the method having the following steps: according to a predetermined nominal charging pressure (p) 21，des ) The supercharger regulator (64) is regulated in accordance with a boost pressure regulation, which comprises a pre-control (21) and a regulating part (22), and the pre-control of the boost pressure regulation is based on a predefined setpoint boost pressure (p) 21，des ) Predetermining a nominal compressor speed (n) komp，des ) (ii) a Limiting the nominal compressor speed (n) as a function of at least one predefined adjustment limit value komp，des ) Each compressor speed gradient of (
Figure 100004_DEST_PATH_IMAGE002
) To limit the rated compressor speed (n) komp，des ) Adjustment of the quantity limit value (DC) min，cor ，DC max，cor ) A specified maximum adjustment quantity and/or a specified minimum adjustment quantity for the supercharger adjuster (64) is specified.

Description

Method and device for operating an internal combustion engine with charge pressure regulation
Technical Field
The present invention relates to internal combustion engines and to a method for operating such internal combustion engines, in particular with a regulated charging pressure. In particular, the present invention relates to a measure for limiting the adjustment amount of a supercharger regulator for a supercharging device.
Background
Supercharged internal combustion engines provide fresh air at elevated pressure to increase the amount of air delivered to the engine. This is usually achieved by means of an exhaust-gas-driven charging device, for example an exhaust-gas turbocharger, which has a variably controllable turbine on the exhaust-gas side. The turbine is mechanically coupled to a compressor, which draws in fresh air and provides it at boost pressure.
The turbine is variably controllable by means of a supercharger regulator, by means of which the measure of the enthalpy of the exhaust gas to be converted into mechanical energy in the turbine can be adjusted. The supercharger regulator is controlled for this purpose by means of a regulation variable of a boost pressure regulation for regulating the boost pressure to a desired setpoint boost pressure predefined by the motor controller. The adjustment amount is limited between an upper limit and a lower limit by mechanical limitation or by a functional limitation of the adjustment.
The control mode for the charge pressure regulation is model-based and uses a pilot control, which is implemented by means of an inverted turbine model and an inverted regulator and has a corresponding control variable limit. However, the compliance control limit is significantly dependent on the quality of the turbine model used, since the calculation of the limit for the rotational speed gradient is dependent in particular on said quality.
Disclosure of Invention
According to the invention, a method according to the invention for operating an internal combustion engine with charge pressure regulation, and an arrangement and a motor system according to the invention are provided.
Further embodiments are described in the present invention.
According to a first aspect, a method for operating a motor system having a supercharged internal combustion engine is provided, wherein the motor system has an exhaust-gas-driven supercharging device having a compressor, with the following steps:
adjusting the supercharger regulator according to a predefined setpoint supercharging pressure in accordance with a supercharging pressure adjustment, wherein the supercharging pressure adjustment comprises a pre-control and adjustment part, and the pre-control of the supercharging pressure adjustment presets a setpoint compressor speed on the basis of the predefined setpoint supercharging pressure,
the nominal compressor speed is limited by limiting the respective compressor speed gradient of the nominal compressor speed as a function of at least one predefined adjustment limit value, wherein the adjustment limit value specifies a predefined maximum and/or a predefined minimum adjustment for the supercharger regulator.
In model-based charge pressure regulation, the steady compressor rotational speed necessary for achieving the setpoint charge pressure is determined from a predefined setpoint charge pressure by means of a compressor model in a pilot control, which has a pilot control part and a regulating part. The required steady compressor speed is converted into a setpoint compressor speed and a setpoint compressor speed gradient by means of a trajectory planning (trajektorie nplanung). In the trajectory planning, an adjustment limit for the supercharger regulator is taken into account, which limits the range of permissible compressor rotational speed gradients. Within the regulation limit, a setpoint-compressor rotational speed and setpoint-rotational speed gradient trajectory is then planned.
The observer also uses the compressor map for estimating the compressor speed and the compressor speed gradient and uses a turbine model of the turbine area based on the measured actual boost pressure. The model deviation is compensated for by means of the charge pressure regulation, wherein the pilot control manipulated variable is shifted by a manipulated variable deviation until the area deviation of the effective turbine area is compensated for. Based on the intervention of the regulating unit, a limitation of the generated manipulated variable is then necessary, since the loading with the manipulated variable offset can result in the manipulated variable limit being undershot or exceeded. Since the regulating unit often has an I proportion, an anti-saturation limit is also necessary in the downstream control variable limit.
The concept of the above method is now: the limitation of the adjustment variable is carried out in such a way that, when the nominal compressor speed is known, it is already taken into account in the preliminary control for the downstream speed limitation for actuating the supercharger regulator.
Furthermore, a limitation of the compressor speed gradient for the nominal compressor speed can be implemented in the trajectory module.
It can be provided that the limitation of the setpoint compressor speed is carried out on the basis of a minimum rotational speed gradient and/or a maximum rotational speed gradient, which is determined as a function of a corrected maximum actuating variable limit value and a minimum actuating variable limit value, which are determined as a function of an actuating variable offset from the control section of the charge pressure control.
The manipulated variable offset can thus be used for the trajectory planning in such a way that the manipulated variable limit set in the trajectory planning is corrected by the manipulated variable offset or is loaded with it. This can, for example, exclude that, by the intervention of an adjustment offset, the adjustment produced exceeds at least one adjustment limit. This makes it possible to dispense with a corresponding, downstream limitation of the amount of adjustment to be produced and, in particular, to dispense with the downstream anti-saturation function of the rotational speed control.
In particular, the intervention in the rotational speed regulation can be taken into account by taking into account the manipulated variable offset in the trajectory planning (by additively loading the predetermined manipulated variable limit with the manipulated variable offset). This has the advantage that, even in the case of inadequate model quality of the turbine model, a fully permissible range of the manipulated variable can be used by the manipulated variable generated, so that a trajectory can likewise be specified in the trajectory planning, which makes it possible to achieve the boost pressure more quickly.
Since the model deviation is compensated for by the rotational speed regulation, the manipulated variable deviation represents a measure for the current model deviation. It is therefore also possible to use optimized control characteristics (Regelverhalten) over the entire operating range by Gain Scheduling (Gain-Scheduling) during the limitation of the generated control variable for the supercharger regulator. A stable transition between operation with and without the control variable limitation is ensured by eliminating the Anti-saturation intervention (Anti-Windup-Eingriff) into the control unit.
In particular, the corrected maximum and minimum manipulated variable limit values can be converted into the respective maximum and/or minimum rotational speed gradients by means of the inverted regulator characteristic map and the inverted (inverters) turbine model.
According to one specific embodiment, the pre-control manipulated variable can be calculated from the limited setpoint compressor speed by means of a turbine model and a controller characteristic curve. The calculation is carried out on the basis of the setpoint compressor speed and the setpoint speed gradient by means of a predefined turbine model, wherein the effective turbine area is determined. The appropriate pre-control setting is determined from the effective turbine area by means of a predetermined set characteristic curve of the regulator. In the case of a trajectory planning taking into account the rotational speed gradient limitation, it is ensured that the pre-controlled manipulated variable lies within a manipulated variable range predefined by at least one predefined manipulated variable limit value.
It can be provided that the control part of the charge pressure control presets a rotational speed difference for correcting the setpoint compressor rotational speed, wherein the control variable offset is determined from the limited setpoint compressor rotational speed loaded with the rotational speed difference by means of the turbine model and the rotational speed control.
The adjustment variable for the supercharger regulator can be determined in particular as a sum of an adjustment variable offset and a pilot control adjustment variable, wherein the adjustment variable is limited in particular by at least one adjustment variable limit value.
Furthermore, the control part of the charge pressure control can have an observer which provides an observer charge pressure on the basis of a predefined compressor characteristic map and on the basis of the previously known observer compressor rotational speed.
According to a further aspect, an apparatus, in particular a motor controller, is provided for operating a motor system having a supercharged internal combustion engine, wherein the motor system has an exhaust-gas-driven supercharging device having a compressor, wherein the apparatus is designed to:
adjusting the supercharger regulator according to a predefined setpoint supercharging pressure in accordance with a supercharging pressure adjustment, wherein the supercharging pressure adjustment comprises a pre-control and adjustment part, and the pre-control of the supercharging pressure adjustment presets a setpoint compressor speed on the basis of the predefined setpoint supercharging pressure,
the nominal compressor speed is limited by limiting the respective compressor speed gradient of the nominal compressor speed as a function of at least one predefined adjustment limit value, wherein the adjustment limit value specifies a predefined maximum and/or a predefined minimum adjustment.
Drawings
Embodiments are further explained below with the aid of the attached figures. The figures show:
FIG. 1 is a schematic illustration of a motor system having a supercharged internal combustion engine; and
fig. 2 is a functional circuit diagram for a boost pressure regulation function, which is implemented in the motor controller of fig. 1.
Detailed Description
Fig. 1 shows a schematic illustration of a motor system 1 with an internal combustion engine 2. The internal combustion engine can be designed as a four-stroke motor and can be designed in the form of a fuel-fed internal combustion engine (diesel engine) or an air-fed internal combustion engine (gasoline engine).
The internal combustion engine 2 may have several cylinders 3, in the present case four cylinders. Air is supplied to the internal combustion engine 2 via an air supply system 4. In the air supply system 4, a throttle valve 7 is also arranged, with which the amount of air supplied to the cylinders 3 can be adjusted. Combustion exhaust gases which are produced during operation of the internal combustion engine 2 are conducted away from the cylinders 3 of the internal combustion engine 2 via an exhaust system 5.
In order to improve the performance, the motor system 1 is provided with an exhaust-gas-driven charging device 6, which has a turbine 61 in the exhaust gas system 5 and a compressor 62 in the air supply system 4. The turbine 61 is arranged in the exhaust gas system 5 such that the combustion exhaust gas discharged during operation of the internal combustion engine 2 drives the turbine, wherein the exhaust gas enthalpy of the combustion exhaust gas is converted into mechanical rotational energy.
The turbine 61 and the compressor 62 are mechanically connected by a coupling shaft 63 so as to pass through the turbine 61The mechanical energy provided is provided for use by the compressor 62 and is used to compress fresh air taken from the environment. For this purpose, the compressor 62 draws in fresh air from the environment of the motor system 1 and passes it on the outlet side of the compressor 62 through the charge air cooler 8 in the charge pressure section 41 at a charge pressure p 21 The following provides the use. The suction pipe section 42 of the air delivery system is connected downstream from the throttle valve 7 to the boost pressure section 41. The suction line section 42 is directly connected to an inlet valve (not shown) of the cylinder 3.
A booster regulator 64 can be provided on or in the turbine 61, with which the proportion of the exhaust gas enthalpy that is converted into mechanical energy can be regulated. Whereby the efficiency of the charging can be adjusted. The booster regulator 64 may be constructed in the form of a waste gate valve, a VTG-regulator, or the like.
In operation, the mechanical power provided by the turbine 61 of the charging device 6 is determined by the pressure difference between the inlet side and the outlet side of the turbine 61, the exhaust gas mass flow through the turbine 61 and the adjustment of the supercharger regulator 64. The pressure on the inlet side of the turbine 61 is referred to as the exhaust gas back pressure, and if a device for exhaust gas treatment, for example a catalytic converter, is subsequently provided, the air is substantially at ambient pressure or close to ambient pressure on the outlet side.
The charging device 6 can generally be provided with a rotational speed sensor with which the rotational speed of the shaft 63 can be detected, so that this rotational speed can be limited in a simple manner. However, in order to save costs, pressure intensifiers without pressure sensors are often provided. The compressor speed of the coupling shaft 63 must however be effectively limited in order to avoid damage to the components of the charging device 6. The limitation of the compressor speed is usually achieved by limiting the boost pressure to the maximum permissible setpoint boost pressure by means of a boost regulator.
Furthermore, a control unit 10 is provided, which operates the motor system 1 in accordance with the load demand. For this purpose, the control unit 10 detects the state variables in the motor system 1 and determines a predefined variable which can indicate a load demand, for example a torque desired by the driver or an accelerator pedal adjustment. Based on the operating state of internal combustion engine 2 and the predefined quantity, a regulator in internal combustion engine 2, for example a supercharger regulator 64, a fuel injection device (not shown), throttle valve 7, etc., is then adjusted in order to provide the desired driving power of internal combustion engine 2.
The setpoint charging pressure is usually determined from a predefined quantity, and is set by means of a charging pressure control, which influences the setting of the supercharger regulator 64 and/or of the throttle valve 7. The adjustment is carried out on the basis of a regulation which regulates the charging pressure to the setpoint charging pressure. The determination of the setpoint charging pressure is carried out in a known manner on the basis of a predefined quantity of the internal combustion engine 2 and of further operating state variables.
For describing the behavior of the compressor 62 of the exhaust-gas-driven charging device 6, a compressor map is generally available which describes the relationship between the pressure ratio at the compressor 62, the compressor mass flow through the compressor 62 and the compressor rotational speed. The pressure ratio at the compressor 62 corresponds to the outlet-side pressure p 2 (compressor outlet pressure) and inlet side pressure p 1 (compressor inlet pressure), the pressure on the outlet side may correspond to the boost pressure p 21 Or may be calculated from the charge pressure when the charge air cooler 8 is provided, the pressure on the inlet side corresponding substantially to the ambient pressure or may be calculated from the ambient pressure when the air filter is provided.
Fig. 2 shows a schematic diagram for a boost pressure regulation function 20, which is performed in the control unit 10 of fig. 1.
The boost pressure adjusting function 20 has a pre-control portion 21 and an adjusting portion 22.
The pre-control section 21 receives a nominal boost pressure p 21，des As an input variable, the setpoint charge pressure is determined by a pressure drop Δ p (measured or modeled in a known manner) across the charge air cooler 8 in a summation module 211 cac Carrying out additive loading to obtain rated voltageCompressor output pressure p 20，des . The setpoint pressure ratio pi is thus determined by division by the ambient pressure p1 in the division module 212 by division des As an input variable for the compressor map, the latter is executed in the compressor map module 213.
Method for determining a temporary target compressor speed n by means of a compressor map komp，des For passing through the compressor 62 at a given compressor mass flow m' komp The corresponding pressure ratio is reached. From the temporary nominal compressor speed n predefined in this way komp，des The setpoint compressor speed n is determined in the trajectory planning module 214 by means of trajectory planning des And rated-compressor speed gradient
Figure 100002_DEST_PATH_IMAGE001
。/>
The nominal compressor speed n is determined from a predefined turbine model executed in the turbine model module 215 des Knowledge of the effective rated turbine area A trb，des . The turbine model illustrates the effective turbine area a as a function of the turbocharger speed n. The effective turbine area a describes a measure for the position of the turbine regulator (wastegate, VTG, sliding sleeve, etc.), which corresponds to a measure for the convertible exhaust enthalpy of the combustion exhaust gas.
From the effective rated-turbine area A trb，des The pre-control manipulated variable DC is determined in the regulator characteristic block 216 by means of a predetermined regulator characteristic des . The pre-control adjustment amount DC des Typically a unitless quantity, which specifies a percentage value for actuating the supercharger regulator 64, in particular in the form of a duty cycle (tastverhalltnis) for the supercharger regulator 64 that can be actuated by pulse width modulation.
The regulating part 22 comprises an observer 221, which is based on a measured or modeled actual charging pressure p 21，sens Knowledge of the observer turbine speed n obs And observer-compressor speed gradient
Figure 100002_DEST_PATH_IMAGE002
And thus the effective observer turbine area a is known by means of the turbine characteristic map in the turbine model module 225 trb，obs . This turbine model module is preferably constructed identically to turbine model module 215.
In the difference module 226, the effective nominal turbine area a is known trb，des And effective observer-turbine area A trb，obs And the effective turbine area difference deltaa is fed as an input to the speed-adjustment module 227.
The speed control module 227 is preferably implemented as a PID regulator and provides a manipulated variable offset Δ DC, which is added to the pilot manipulated variable DC in the summation module 23 des . Obtaining the generated adjustment amount DC ctl If necessary, that is to say optionally, it can be limited to a predefined minimum adjustment value DC by limiting module 24 min And a predetermined maximum adjustment value DC max In the range of (a) to (b).
The observer 221 has a difference module 222 that derives the actual charging pressure p 21，sens Minus observer-boost pressure p 21，obs So as to obtain a pressure difference Δ p. The observer-boost pressure p 21，obs The resulting compression ratio pi is determined from the inverse compressor map in the inverse compressor map module 223 obs . For this purpose, the resulting pressure ratio is multiplied by the compressor input pressure p1 in a multiplication module 224 and then the pressure drop across the charge air cooler 8 is added in order to obtain the observer charge pressure p 21，obs 。
From the pressure difference Δ p (control deviation), a rotational speed difference Δ n is determined in a boost pressure control module 228, in which the boost pressure control is carried out, for example, in the form of a PI controllerAdded additively to the setpoint compressor speed n determined by the pilot control in the summation block 229 des And rated-compressor speed gradient
Figure 100002_DEST_PATH_IMAGE003
In order to obtain an observer-turbine speed n obs And an observer-compressor speed gradient>
Figure 100002_DEST_PATH_IMAGE004
。
The trajectory planning module 214 obtains the minimum rotational speed gradient or the maximum rotational speed gradient from the gradient limiting module 25
Figure DEST_PATH_IMAGE005
Which are each limited from a predefined set value by means of a predefined minimum set value DC min And a predetermined maximum adjustment value DC max This is known about the respective current adjustment quantity offset Δ DC.
The maximum corrected manipulated variable limit value DC is formed from the respective differences max，cor And minimum adjustment limit value DC min，kor In the reverse-regulator characteristic map module 251, they are each supplied to a predefined reverse-regulator characteristic map for determining the respective minimum effective turbine area a trb，min And maximum effective turbine area A trb，max The inverse regulator characteristic corresponds to the inverse of the regulator characteristic described above. The respective minimum and maximum effective turbine areas are supplied in the inversion-turbine model module 252 to the inverted turbine model in order to generate a minimum and a maximum rotational speed gradient for the trajectory planning module 214
Figure DEST_PATH_IMAGE006
The reversed turbine model corresponds to the reversal of the turbine model described above.
Even if the amount is practically limitedDuring the fixed speed gradient, the optimized control behavior can be used over the entire operating range by gain scheduling by using a manipulated variable offset Δ DC, which is used to calculate the maximum and minimum speed gradients for the limitation
Figure 901303DEST_PATH_IMAGE005
. A limitation of the resulting adjustment quantity after the summing element 23 is therefore not necessary, but can also be provided as a safety feature for ensuring.
The anti-saturation function of the I portion of the rotational speed control module 227 can be dispensed with anyway. The correction of the rotational speed gradient limit therefore continuously takes effect, but as long as the trajectory planning does not pass through the minimum or maximum rotational speed gradient
Figure DEST_PATH_IMAGE007
With the limitation, the correction has no effect on the regulator output. Once the speed gradient limit is activated, the resulting manipulated variable remains at the limit, and the speed control module 227 corrects the currently active speed gradient limit toward the observed speed gradient. />

Claims (13)

1. Method for operating a motor system (1) having a supercharged internal combustion engine (2), wherein the motor system (1) has an exhaust-gas-driven supercharging device (6) having a compressor (62), comprising the steps of:
according to a predefined setpoint charging pressure (p) 21，des ) Adjusting a supercharger regulator (64) in accordance with a charging pressure adjustment, wherein the charging pressure adjustment comprises a pre-control (21) and an adjustment part (22), and the pre-control of the charging pressure adjustment is based on the predefined setpoint charging pressure (p) 21，des ) To predetermine a nominal compressor rotational speed (n) komp，des ），
According to at least one predetermined adjustment limit value (DC) min，cor ，DC max，cor ) By limiting said amountConstant-compressor speed (n) komp，des ) Each compressor speed gradient of (a), (b)
Figure DEST_PATH_IMAGE001
) To limit the rated compressor speed (n) komp，des ) Wherein the adjustment amount limit value (DC) min，cor ，DC max，cor ) A predefined maximum adjustment quantity and/or a predefined minimum adjustment quantity for the supercharger regulator (64) is specified.
2. Method according to claim 1, wherein for said nominal compressor speed (n) komp，des ) Compressor of gradient of rotation rate: (
Figure 310940DEST_PATH_IMAGE001
) The restriction of (2) is performed in the trajectory module.
3. Method according to claim 1 or 2, wherein for said nominal compressor speed (n) komp，des ) Is based on a minimum rotational speed gradient (
Figure DEST_PATH_IMAGE002
) And/or a maximum speed gradient (` H `)>
Figure DEST_PATH_IMAGE003
) Wherein the minimum rotational speed gradient is (a)
Figure 165763DEST_PATH_IMAGE002
) And/or the maximum speed gradient (` H `)>
Figure DEST_PATH_IMAGE004
) According to the corrected maximum regulation limit value (DC) max，cor ) And minimum adjustment limit value (DC) min，cor ) To know, wherein said maximum adjustment limit value (DC) max，cor ) And the minimum adjustment limit value (DC) min，cor ) The adjustment quantity deviation (Δ DC) is determined from the boost pressure regulation section (22).
4. A method according to claim 3, wherein the corrected maximum adjustment limit value DC max，cor And a corrected minimum adjustment limit value DC min，cor Conversion of the inverse control characteristic curve and the inverse turbine model into the corresponding maximum speed gradient (ii)
Figure 866872DEST_PATH_IMAGE003
) And/or a minimum speed gradient (` H `)>
Figure 668606DEST_PATH_IMAGE002
）。
5. Method according to claim 1 or 2, wherein the nominal compressor speed (n) is limited by means of a turbine model and a regulator synthesis characteristic curve komp，des ) To calculate a pre-control adjustment (DC) des ）。
6. Method according to claim 4, wherein the regulating part (22) of the boost pressure regulation is predefined for correcting the nominal compressor speed (n) komp，des ) Wherein the adjustment quantity deviation (Δ DC) is derived from the limited nominal compressor speed (n) loaded with the rotational speed difference komp，des ) This is known from turbine models and rotational speed regulation.
7. Method according to claim 5, wherein as said adjustment-offset (Δ DC) and said pre-control adjustment (DC) des ) The sum of the values is used to determine the adjustment amount for the supercharger regulator (64).
8. The method of claim 7, wherein the adjustment amount is limited by at least one adjustment amount limit.
9. Method according to claim 1 or 2, wherein the control section of the charge pressure control has an observer (221) which provides an observer charge pressure (p) on the basis of a predefined compressor map and as a function of previously known observer compressor rotational speeds 21，obs ）。
10. Apparatus for operating a motor system (1) having a supercharged internal combustion engine (2), wherein the motor system (1) has an exhaust-gas-driven supercharging device (6) having a compressor (62), wherein the apparatus is designed to:
according to a predefined setpoint charging pressure (p) 21，des ) Adjusting a supercharger regulator (64) in accordance with a charging pressure adjustment, wherein the charging pressure adjustment comprises a pre-control and adjustment part, and the pre-control of the charging pressure adjustment is based on the predefined setpoint charging pressure (p) 21，des ) To predetermine a nominal compressor rotational speed (n) komp，des ），
Limiting the nominal compressor speed (n) as a function of at least one predefined limit value for the manipulated variable komp，des ) Limits the nominal compressor speed (n) komp，des ) Wherein the adjustment value limit value specifies a predefined maximum adjustment value and/or a predefined minimum adjustment value for the supercharger regulator (64).
11. The apparatus of claim 10, wherein the apparatus is a motor controller (10).
12. Computer program arranged to perform all the steps of the method according to any of claims 1 to 9.
13. A machine-readable storage medium on which is stored a computer program according to claim 12.
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