CN113847149A - Method and device for operating an internal combustion engine having an electrically assisted exhaust-driven supercharging device - Google Patents

Method and device for operating an internal combustion engine having an electrically assisted exhaust-driven supercharging device Download PDF

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Publication number
CN113847149A
CN113847149A CN202110704507.5A CN202110704507A CN113847149A CN 113847149 A CN113847149 A CN 113847149A CN 202110704507 A CN202110704507 A CN 202110704507A CN 113847149 A CN113847149 A CN 113847149A
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China
Prior art keywords
combustion engine
internal combustion
exhaust gas
operating
operating point
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CN202110704507.5A
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Chinese (zh)
Inventor
J·托普霍芬
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Robert Bosch GmbH
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Robert Bosch GmbH
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Publication of CN113847149A publication Critical patent/CN113847149A/en
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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
    • F02B37/04—Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump
    • F02B37/10—Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump at least one pump being alternatively or simultaneously driven by exhaust and other drive, e.g. by pressurised fluid from a reservoir or an engine-driven pump
    • 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
    • F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
    • F02B39/02—Drives of pumps; Varying pump drive gear ratio
    • F02B39/08—Non-mechanical drives, e.g. fluid drives having variable gear ratio
    • F02B39/10—Non-mechanical drives, e.g. fluid drives having variable gear ratio electric
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D15/00—Varying compression ratio
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D31/00—Use of speed-sensing governors to control combustion engines, not otherwise provided for
    • F02D31/001—Electric control of rotation speed
    • 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
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/08—Introducing corrections for particular operating conditions for idling
    • 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

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Supercharger (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

The invention relates to a method for operating an internal combustion engine (2) having an exhaust-gas-driven supercharging device (6) with an electric auxiliary drive (65), comprising the following steps: -providing (S1) an operating point specification, which specifies an operating point of the internal combustion engine (2); -determining (S2) whether the internal combustion engine (2) is in a lower load region according to the operating point specification; -operating (S4) the internal combustion engine (2) by increasing the exhaust gas enthalpy when the lower load region is identified.

Description

Method and device for operating an internal combustion engine having an electrically assisted exhaust-driven supercharging device
Technical Field
The present invention relates to a supercharged internal combustion engine having an electrically assisted exhaust-driven supercharging device, and in particular to a method for regenerating (recuperation) electrical energy by generator operation of an electrically assisted drive for the supercharging device.
Background
Supercharged internal combustion engines usually have an exhaust-gas-driven supercharging device, a so-called exhaust gas turbocharger, which draws in and compresses ambient air using the exhaust gas enthalpy of the combustion exhaust gas and supplies the internal combustion engine with ambient air at a higher supercharging pressure relative to the ambient pressure for delivery into the combustion chambers of the cylinders.
The available boost pressure or compressor power is determined to a large extent by the mass flow of air through the compressor and the available exhaust gas enthalpy of the combustion exhaust gas. The exhaust gas enthalpy provided determines the compression power provided for compressing the suctioned fresh air and is predetermined by the operating point of the internal combustion engine. Furthermore, the compressor is subject to limitations preset by component protection standards and so-called compressor pumps, which represent the operating conditions of the compressor, in which vibrations and flow separation occur on the compressor impeller blades.
In order to increase the power of such exhaust-gas-driven charging devices, they can be provided with an electric auxiliary drive, so-called eta (electric Turbo assist), in order to achieve compression by supplying electric power, which would not be possible using only the exhaust enthalpy. The electric auxiliary drive acts on the shaft between the compressor and the turbine of the supercharging device in order to additionally accelerate the compressor of the supercharging device by providing an additional electrically generated drive torque. This is described, for example, in document DE 102016222928 a 1.
It is also known that, with the aid of an electrically-driven auxiliary drive, electrical energy can also be regenerated by converting mechanical energy obtained from the exhaust gas enthalpy. The electrical power that can be regenerated depends on the operating point of the internal combustion engine. In principle, the higher the load range and the higher the rotational speed of the internal combustion engine, the higher the electrical energy which can be regenerated, since the enthalpy of the exhaust gas increases accordingly. In the transition region for component protection at high motor loads and high rotational speeds, however, high regenerative electrical power can lead to excessively high exhaust gas temperatures, in which the operation of the exhaust-gas-driven charging device is not permitted for component protection reasons or increased mixture lubrication is required.
For example, DE 102019119437 a1 discloses a method for operating a motor vehicle having a first operating mode in which electrical energy is generated from the exhaust gas of an internal combustion engine by means of an electrically assisted turbocharger and a second operating mode in which the motor vehicle is driven by an electric machine by means of the generated electrical energy; in a second operating mode, the electrically-assisted turbocharger is driven by means of electrical energy from the battery. In this case, the switching between the first operating mode and the second operating mode takes place as a function of operating parameters of the internal combustion engine.
Disclosure of Invention
According to the invention, a method for operating an internal combustion engine having an electrically assisted exhaust-gas driven charging device according to claim 1, and an arrangement and a motor system according to the parallel claims are provided.
Further embodiments are specified in the dependent claims.
According to a first aspect, a method for operating an internal combustion engine having an exhaust-gas-driven supercharging device with an electric auxiliary drive is provided, having the following steps:
-providing an operating point specification, which specifies an operating point of the internal combustion engine;
determining whether the internal combustion engine is in the lower load range on the basis of the operating point specification;
operating the internal combustion engine by increasing the exhaust gas enthalpy when a lower load range is identified.
The operation of the exhaust-gas-driven charging device is usually coupled directly to the operating point of the internal combustion engine. The more exhaust enthalpy that is available, the higher the turbine power that is available and the electrical power that can be regenerated.
The regenerated electrical energy can be used to operate consumers in the on-board network of the vehicle or to charge an on-board battery or traction battery.
The potential of auxiliary drivers for generating electrical energy is limited. In particular at very low power and with closed booster regulator, generally less energy is produced, since the available exhaust gas enthalpy is very small or mostly required for building up the boost pressure. However, by reducing the efficiency of the internal combustion engine, it is possible to increase the exhaust gas enthalpy at the same load and thus to increase the regeneration power even at low loads.
It may be provided that the operation of the internal combustion engine by increasing the exhaust gas enthalpy is carried out only when additional electrical energy needs to be supplied.
The provision of additional electrical energy may be required in particular when the state of charge of the traction or on-board battery falls below a preset state of charge threshold or when a discharge of the on-board battery or of the traction battery is detected.
According to an embodiment, the operating point can be determined by the speed and/or load of the internal combustion engine and/or the internal efficiency of the internal combustion engine.
In particular, it can be ascertained whether the internal combustion engine is located in the lower load range by the presence of one or more criteria:
-the rotational speed is less than a rotational speed threshold,
-the motor system is in idle operation,
-the motor load is less than a motor load threshold,
-the internal efficiency of the internal combustion engine is greater than an efficiency threshold.
It can be provided that the exhaust gas enthalpy is increased by intervening on the motor control, in particular by reducing the internal efficiency of the internal combustion engine, in particular by setting the ignition angle in a retarded manner (spaetvertstellung) or in the case of a gasoline motor by setting the injection time or in the case of a diesel motor by setting the injection time in a retarded manner. On the one hand, the exhaust gas temperature is increased due to the deteriorated internal efficiency of the motor, and on the other hand, the air quality must be additionally increased in order to maintain the torque, which in turn leads to a higher exhaust gas mass flow. Both of these conditions contribute to an increase in the turbine power, which is essentially dependent on the exhaust gas mass flow and the exhaust gas temperature at the turbine inlet. In diesel motors, the exhaust gas enthalpy can be increased by delaying the regulation of the injection time.
According to an embodiment, the exhaust enthalpy can be increased in a motor with variable compression ratio by reducing the compression ratio. In particular, it is thus possible to generate a high electrical power demand in a short period of time by regenerating electrical energy from the auxiliary drive for the exhaust-gas-driven charging device even in the low power range of the internal combustion engine.
Furthermore, the exhaust gas enthalpy can be increased by increasing the idling setpoint rotational speed during idling operation.
According to a further aspect, an apparatus for operating an internal combustion engine having an exhaust-gas-driven supercharging device with an electric auxiliary drive is proposed, wherein the apparatus is designed to:
-providing an operating point specification, which specifies an operating point of the internal combustion engine;
determining whether the internal combustion engine is in the lower load range on the basis of the operating point specification;
operating the internal combustion engine by increasing the exhaust gas enthalpy when a lower load range is identified.
Drawings
The embodiments are explained in detail below with the aid of the figures. Wherein:
FIG. 1 shows a schematic diagram of a motor system with an exhaust gas driven booster device together with an electric auxiliary drive; and is
Fig. 2 shows a flow chart for describing a method for operating an internal combustion engine.
Detailed Description
Fig. 1 shows a motor system 1 with an internal combustion engine 2 having a number of cylinders 3. In the present embodiment, four cylinders 3 are exemplarily provided.
The internal combustion engine 2 is supplied with ambient space via an air supply system 4 in a manner known per se. Combustion exhaust gases are led from the cylinders 3 through an exhaust system 5. The air delivery system 4 is connected to the cylinders 3 of the combustion engine 2 via inlet valves (not shown) in a manner known per se. The combustion exhaust gases are discharged into the exhaust system 5 through corresponding outlet valves (not shown) in a manner known per se.
A charging device 6 may be provided, which has an exhaust gas turbine 61 in the exhaust gas system 5 and a supercharger compressor 62 in the air delivery system 4. The exhaust gas turbine 61 is mechanically coupled to the booster compressor 62, for example by a shaft 64, so that the exhaust gas enthalpy converted into mechanical energy in the exhaust gas turbine 61 is used for compressing ambient air extracted from the environment in the booster compressor 62. The amount or portion of the exhaust enthalpy converted into mechanical energy can be variably adjusted by a turbocharger regulator 64 arranged on or in the exhaust gas turbine 61.
The supercharger regulator 63 may be configured in a manner known per se as a VTG regulator (VTG: Variable Turbine Geometry), wastegate regulator, or the like.
It may be provided that the compression effected by the booster compressor 62 is assisted by means of an auxiliary drive 65 (as an electric drive) in the charging device 6. The auxiliary drive 65 can introduce additional mechanical energy by means of a mechanical coupling with the supercharger shaft 64 of the exhaust-gas turbine 61 and the supercharger compressor 62, so that the supercharger compressor 62 can also be operated independently of the mechanical energy provided by the exhaust-gas turbine 61.
The auxiliary drive 65 may be supplied with electrical energy via an on-board or traction battery 66. Alternatively, the energy provided by the auxiliary drive 65 may be fed back to the traction or on-board battery 66 by regeneration in order to charge it.
Downstream of the compressor 62 a charge air cooler 7 may be arranged. Downstream of the charge air cooler 7 there is a charge air section 41 of the air supply system 4, in which charge air at charge pressure is provided.
The charge air section 41 can be restricted downstream by means of a throttle 9. Between the throttle 9 and the inlet valve of the cylinder 3 of the internal combustion engine 2 there is a suction line section 42 of the air supply system 4. In an alternative embodiment, the charge air cooler 7 may also be arranged downstream of the throttle valve 9.
Between the section of the exhaust gas system 5 between the outlet valve of the cylinder 3 of the internal combustion engine 2 and the exhaust gas turbine 61, the exhaust gas return line 10 can lead to the suction pipe section 42. An exhaust gas return valve 11 (AGR valve) can be arranged in the exhaust gas return line 10, so that the level of the returned exhaust gas mass flow can be adjusted.
Furthermore, an exhaust gas cooler 12 may be arranged in the exhaust gas return line 10 in order to reduce the temperature of the returned exhaust gas. Instead of the exhaust gas return by means of the exhaust gas return line 10, it is also possible to realize a variable valve drive for the inlet and outlet valves. The exhaust gas return takes place here by opening the inlet valve with the outlet valve still open, so that the fresh air compressed upstream of the exhaust gas turbine 61 overflows into the exhaust gas system via the cylinder 3 as a result of the higher pressure in the intake pipe section 42 relative to the pressure in the exhaust gas system 5. (Scavenging).
In normal operation of the internal combustion engine 2, the exhaust gas counterpressure in the exhaust gas system 5 is generally greater than the suction line pressure in the suction line section 42 of the air supply system 4. The pressure drop is usually used for controlled exhaust gas recirculation from the outlet side of the internal combustion engine 2 to the inlet side thereof.
A control unit 15 (motor control) is provided, which, in a manner known per se, operates the internal combustion engine 2 as a function of the current operating state of the internal combustion engine 2 and as a function of a preset, for example the driver-desired torque, by providing regulators, for example a throttle valve 9, a boost regulator 63, an exhaust gas return valve 11, a fuel injection valve (not shown) for presetting the amount of fuel injected, etc.
The method for operating the motor system is described in detail subsequently with reference to the flow chart of fig. 2. The method described subsequently provides that the operation of the internal combustion engine 2 is influenced by a predetermined maximum regeneration power in the transition region between the operating point at which the available exhaust gas enthalpy is completely converted into a charge of fresh air and the regeneration of electrical energy and the operating point at high load, at which the regeneration of electrical energy is not permitted.
The subsequent method provides for the operation of the internal combustion engine 2 to be accelerated in order to provide additional electrical power. The method is implemented in the control unit 15 and is implemented there as software and/or hardware.
In step S1, it is checked whether or not additional power supply is required. This can be recognized, for example, by recognizing the charge state of the traction or on-board battery 66 or by switching on the consumer. Thus, if a discharge of the on-board electrical system battery is detected, the need for regenerated electrical energy can be determined, for example, by determining that electrical power has been drawn from the on-board electrical system battery. If additional power is required (alternative: yes), the method continues with step S2, otherwise jumps back to step S1.
In step S2, the operating point of the internal combustion engine 2 is determined. The operating point can be specified, for example, by the speed and/or load of the internal combustion engine 2. Furthermore, the operating point can be determined by the internal efficiency of the internal combustion engine 2.
In step S3, it is checked whether the internal combustion engine 2 is operating in the lower load region or the upper load region. The lower load region is identified, for example, by querying one or more of the following criteria, for example:
-the rotational speed is less than a rotational speed threshold,
-the motor system is in idle operation,
-the motor load is less than a motor load threshold,
the internal efficiency of the internal combustion engine 2 is greater than the efficiency threshold.
If a lower load region of the internal combustion engine 2 is identified, for example by means of a threshold query (alternative: yes), the method continues with step S4, otherwise it jumps back to step S1.
If an operating point is identified in the lower load range, the exhaust gas enthalpy is increased in step S4 by intervening in the motor controller. This is achieved in particular by reducing the internal efficiency of the internal combustion engine 2. The internal efficiency can be achieved, for example, by adjusting the ignition angle in a gasoline motor or the injection point in time in a diesel motor. In motors with variable compression ratios, the compression ratio may be decreased in order to increase the exhaust enthalpy.
Alternatively, an idling nominal rotational speed can be provided during idling operation. Thereby also increasing the exhaust gas enthalpy.
The turbocharger is accordingly configured such that the highest possible proportion of the exhaust gas enthalpy is converted into mechanical/electrical power.
The regenerated electrical energy can now be used to charge the traction or on-board battery 66. In particular, this can assist in heating or lighting or recharging the loaded on-board battery 66, which is not fully charged due to small motor loads, by electrical heating or lighting.
The method is repeated periodically, thereby maintaining the measures of step S4 until no additional power is needed, and/or the operating point leaves the lower load region.

Claims (11)

1. Method for operating an internal combustion engine (2) having an exhaust-gas-driven supercharging device (6) with an electric auxiliary drive (65), having the following steps:
-providing (S1) an operating point specification, which specifies an operating point of the internal combustion engine (2);
-determining (S2) whether the internal combustion engine (2) is in a lower load region according to the operating point specification;
-operating (S4) the internal combustion engine (2) by increasing the exhaust gas enthalpy when the lower load region is identified.
2. Method according to claim 1, wherein the operation of the internal combustion engine (2) by increasing the enthalpy of the exhaust gases is carried out only when additional electrical energy needs to be supplied.
3. Method according to claim 2, wherein additional electrical energy needs to be provided when the state of charge of the traction or on-board battery (66) falls below a preset state of charge threshold, or when a discharge of the on-board battery or traction battery (66) is identified.
4. A method according to any one of claims 1 to 3, wherein the operating point is determined by the speed and/or load of the internal combustion engine (2) and/or the internal efficiency of the internal combustion engine (2).
5. The method according to claim 4, wherein determining (S2): identifying whether the internal combustion engine (2) is located in the lower load region by the presence of one or more criteria,
-the rotational speed is less than a rotational speed threshold,
-the motor system is in idle operation,
-the motor load is less than a motor load threshold,
-the internal efficiency of the internal combustion engine (2) is greater than an efficiency threshold.
6. The method according to one of claims 1 to 5, wherein the exhaust gas enthalpy is increased by intervening on a motor controller, in particular by reducing the internal efficiency of the internal combustion engine (2), in particular in a gasoline motor by adjusting the ignition angle in a delayed manner or in a diesel motor by adjusting the injection time point in a delayed manner.
7. Method according to any one of claims 1 to 6, wherein the exhaust gas enthalpy is increased by intervening the motor control, in particular by reducing the compression ratio in motors with variable compression ratio.
8. Method according to one of claims 1 to 7, wherein the exhaust gas enthalpy is increased by intervening on the motor controller, in particular by increasing the idling nominal rotational speed in idling operation.
9. Apparatus for operating an internal combustion engine (2) having an exhaust-gas-driven supercharging device (6) with an electric auxiliary drive (65), wherein the apparatus is designed to:
-providing (S1) an operating point specification, which specifies an operating point of the internal combustion engine (2);
-determining (S2) whether the internal combustion engine (2) is in a lower load region according to the operating point specification;
-operating the internal combustion engine (2) by increasing the exhaust gas enthalpy when identifying (S3) the lower load region.
10. Computer program having program code means arranged to implement the method according to any one of claims 1 to 8 when the computer program is implemented on a computing unit.
11. A machine-readable storage medium having stored thereon a computer program according to claim 10.
CN202110704507.5A 2020-06-25 2021-06-24 Method and device for operating an internal combustion engine having an electrically assisted exhaust-driven supercharging device Pending CN113847149A (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102020207896.3A DE102020207896A1 (en) 2020-06-25 2020-06-25 Method and device for operating an internal combustion engine with an electrically assisted exhaust gas-driven charging device
DE102020207896.3 2020-06-25

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Publication Number Publication Date
CN113847149A true CN113847149A (en) 2021-12-28

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DE (1) DE102020207896A1 (en)

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102016222928A1 (en) 2016-11-21 2018-05-24 Robert Bosch Gmbh Method for operating a media splitting machine, media splitting machine, compressor
DE102019119437A1 (en) 2019-07-17 2019-12-05 FEV Group GmbH METHOD FOR OPERATING A MOTOR VEHICLE

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