DE102005016392B3 - Regulating process for exhaust gas supercharger involves taking reliable maximum revs figure as actual operating point of compressor or engine - Google Patents

Regulating process for exhaust gas supercharger involves taking reliable maximum revs figure as actual operating point of compressor or engine

Info

Publication number
DE102005016392B3
DE102005016392B3 DE200510016392 DE102005016392A DE102005016392B3 DE 102005016392 B3 DE102005016392 B3 DE 102005016392B3 DE 200510016392 DE200510016392 DE 200510016392 DE 102005016392 A DE102005016392 A DE 102005016392A DE 102005016392 B3 DE102005016392 B3 DE 102005016392B3
Authority
DE
Germany
Prior art keywords
exhaust gas
compressor
operating point
internal combustion
combustion engine
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Fee Related
Application number
DE200510016392
Other languages
German (de)
Inventor
Joachim Augstein
Marcus Dipl.-Ing. Reissing (FH)
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Daimler AG
Original Assignee
DaimlerChrysler AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by DaimlerChrysler AG filed Critical DaimlerChrysler AG
Priority to DE200510016392 priority Critical patent/DE102005016392B3/en
Application granted granted Critical
Publication of DE102005016392B3 publication Critical patent/DE102005016392B3/en
Expired - Fee Related legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02BINTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/12Control of the pumps
    • F02B37/18Control of the pumps by bypassing exhaust from the inlet to the outlet of turbine or to the atmosphere
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01NGAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N11/00Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity
    • F01N11/002Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity the diagnostic devices measuring or estimating temperature or pressure in, or downstream of the exhaust apparatus
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02BINTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/12Control of the pumps
    • F02B37/24Control of the pumps by using pumps or turbines with adjustable guide vanes
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02BINTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B39/00Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
    • F02B39/16Other safety measures for, or other control of, pumps
    • F02B2039/162Control of pump parameters to improve safety thereof
    • F02B2039/168Control of pump parameters to improve safety thereof the rotational speed of pump or exhaust drive being limited
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D2200/00Input parameters for engine control
    • F02D2200/02Input parameters for engine control the parameters being related to the engine
    • F02D2200/04Engine intake system parameters
    • F02D2200/0406Intake manifold pressure
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D2200/00Input parameters for engine control
    • F02D2200/02Input parameters for engine control the parameters being related to the engine
    • F02D2200/04Engine intake system parameters
    • F02D2200/0414Air temperature
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D41/00Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002Controlling intake air
    • F02D41/0007Controlling intake air for control of turbo-charged or super-charged engines
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D41/00Electrical control of supply of combustible mixture or its constituents
    • F02D41/02Circuit arrangements for generating control signals
    • F02D41/14Introducing closed-loop corrections
    • F02D41/1438Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/1446Introducing 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 exhaust temperatures
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D41/00Electrical control of supply of combustible mixture or its constituents
    • F02D41/02Circuit arrangements for generating control signals
    • F02D41/18Circuit arrangements for generating control signals by measuring intake air flow
    • F02D41/187Circuit arrangements for generating control signals by measuring intake air flow using a hot wire flow sensor
    • Y02T10/144
    • Y02T10/47

Abstract

The invention relates to a method for controlling an exhaust-gas turbocharger for an internal combustion engine charged by means of a compressor, the method comprising a speed limitation. DOLLAR A According to the invention for a current operating point (BP_ist) of the compressor or the internal combustion engine (1) an allowable maximum speed (nATL_max_soll) of the exhaust gas turbocharger (2) depending on a current exhaust gas temperature (TAB_ist) of the internal combustion engine (1) specified. DOLLAR A This invention is used predominantly in the automotive industry.

Description

  • The The invention relates to a method for controlling an exhaust gas turbocharger for one supercharged by a compressor internal combustion engine after the Preamble of claim 1.
  • From the publication DE 103 20 978 B3 a method for controlling an exhaust gas turbocharger for an internal combustion engine is known, which in addition to a speed monitoring over the entire operating range of the exhaust gas turbocharger and a speed monitoring to protect against excessive speeds of the exhaust gas turbocharger. An air-fuel ratio is determined by measuring an air ratio in the exhaust tract of the internal combustion engine. Depending on the air ratio is closed to the speed of the exhaust gas turbocharger.
  • A Stress of the exhaust gas turbocharger over a certain thermal and mechanical limit, can destroy the exhaust gas turbocharger to lead. So that the turbocharger its mechanical and thermal limit does not exceed becomes common to monitor the Exhaust gas turbocharger limit as a permissible exhaust gas turbocharger speed dependent on a maximum allowable Exhaust temperature specified. The permissible exhaust gas turbocharger speed and the maximum allowable Exhaust temperature apply to a continuous operation of the exhaust gas turbocharger. When crossing this maximum allowable Exhaust gas temperature due to overshoots there is no speed protection for the exhaust gas turbocharger.
  • From the patent DE 28 23 255 C2 is a device for determining the charge of an exhaust gas-fired internal combustion engine by means of the measurement of an amount of air in an intake pipe in front of a compressor of the exhaust gas turbocharger and a control of a blow-off valve in a bypass line known.
  • From the publication DE 101 34 543 A1 a method for detecting faults on an exhaust gas turbocharger is known. The error detection takes place in a stationary area by means of a comparison of turbine power and compressor power, while the error detection is performed in a transient area by means of a comparison of an expected speed gradient and an actual speed gradient.
  • From the publication DE 199 24 274 A1 For example, a method of controlling the operation of an exhaust gas turbocharger is known. On the one hand, a speed of the exhaust-gas turbocharger is compared with a programmable limit value, and on the other hand, a temperature at a turbine inlet is compared with a programmable limit value. If both limits are exceeded, a fuel supply of the internal combustion engine is reduced.
  • From the patent US 4 571 945 a monitoring device for an exhaust gas turbocharger for monitoring a rotational speed of the exhaust gas turbocharger is known, wherein an optical sensor for determining the rotational speed is provided in a shaft of the exhaust gas turbocharger. When a certain maximum speed is exceeded, a bypass on a turbine of the exhaust gas turbocharger is opened by means of a valve provided in the bypass.
  • It The object of the invention is a method for regulating a Exhaust gas turbocharger for a supercharged by a compressor internal combustion engine to create, in addition to an increase in performance, improved operational safety of the exhaust gas turbocharger.
  • According to the invention is this a method for controlling an exhaust gas turbocharger for one by means of a Compressor supercharged internal combustion engine provided in which for a current operating point of the compressor or the internal combustion engine a allowed Maximum speed the exhaust gas turbocharger in dependence a current exhaust gas temperature of the internal combustion engine specified becomes. Allowed Maximum speeds of the exhaust gas turbocharger are dependent on exhaust gas temperatures represented by a limit line. The turbocharger can in his actual, maximum possible speed range be operated, the performance of the exhaust gas turbocharger and the Internal combustion engine with consideration of a thermal and a mechanical Safety limit can be increased. The full load consumption and the emissions of the internal combustion engine can be reduced, as a higher Exhaust gas temperature permitted at low and medium engine speeds can be achieved, whereby a combustion air ratio λ with a value of 1 achievable is.
  • In An embodiment of the method according to claim 2 is dependent a speed difference of the exhaust gas turbocharger from the maximum permissible speed and a current exhaust gas turbocharger speed is determined, and a current operating point of the compressor or the internal combustion engine a correction factor determined. This leads to an improvement of control quality a control loop.
  • In a further embodiment of the method according to claim 3 is preferably a virtual, presettable operating point of the compressor or the internal combustion engine determined as a product of the correction factor and a virtual, predetermined operating point of the compressor or the internal combustion engine.
  • In a further embodiment of the method according to claim 4 is For fast speed control a wastegate or a variable Turbine geometry or an axial slide of a turbine of the exhaust gas turbocharger dependent on regulated by the virtual, specified operating point.
  • Further Features and advantages of the invention will become apparent from the claims and the following description in conjunction with the drawings.
  • there demonstrate:
  • 1 a schematic representation of a control and control unit of an internal combustion engine with an exhaust gas turbocharger,
  • 2 an example of a map of a compressor,
  • 3 a schematic representation of a limit line allowable maximum speeds of an exhaust gas turbocharger as a function of exhaust gas temperatures of an internal combustion engine and
  • 4 a schematic representation of the structure of the inventive control of the exhaust gas turbocharger.
  • In 1 is a schematic representation of a control and control unit of an internal combustion engine 1 with an exhaust gas turbocharger 2 shown. The internal combustion engine 1 , a gasoline or a diesel engine, is with the exhaust gas turbocharger 2 and a control unit 3 fitted. In this control unit 3 become operating points BP of the internal combustion engine 1 and / or a compressor, not shown, of the exhaust gas turbocharger 2 regulated or controlled. The internal combustion engine 1 and the turbocharger 2 are connected to each other via pipes, not shown. The internal combustion engine 1 and the turbocharger 2 Although not mechanical, but thermodynamically coupled with each other.
  • In 2 is an example of a map of the compressor, not shown, of the exhaust gas turbocharger 2 the internal combustion engine 1 represented, on a abscissa of the map, a corrected air mass flow mL_korr and on an ordinate of the map, a pressure ratio πV are plotted. The pressure ratio πV results from a division of a boost pressure at a compressor output of the compressor by a suction pressure at a compressor inlet of the compressor, wherein the pressures contain pressure losses.
  • The corrected air mass flow mL_korr of the map represents an air mass flow mL conveyed by the compressor, which is multiplied by a correction factor KORR_1. The correction factor KORR_1 results from the equation
    Figure 00060001
    where T t1 denotes a total temperature upstream of the compressor and P t1 a total pressure upstream of the compressor.
  • Of the usable map area is to the left, towards small air mass flows through the so-called surge limit P limited. The surge limit P of the compressor should not be exceeded during operation. Too small air mass flows it dissolves flow of guide vanes of the compressor. The delivery process becomes unstable. The air flows backwards the compressor until a stable pressure ratio is restored. The pressure builds up again. The process is repeated in quick succession. This creates a noise the so-called pumping noise. The surge limit P of the compressor is shown in dashed lines.
  • Solid, diamond-shaped lines set constant speeds nATL_korr of the compressor or exhaust gas turbocharger 2 The rotational speeds nATL are corrected in the same way as the air mass flows mL and are multiplied by a correction factor KORR_2. The correction factor KORR_2 results from the equation
    Figure 00060002
  • The correction factors KORR_1 and KORR_2 reduce the values of the air mass flow and the rotational speeds to values which are independent of the intake temperature T t1 and the intake pressure p t1 at the time of the measurement. They normalize the characteristic map, as a result of which this characteristic map can also be used for other intake temperatures T t1 and intake pressures p t1 .
  • Efficiencies η V of the compressor are represented by thin, solid lines. A dotted line represents a maximum efficiency at a corrected air mass flow mL_korr and a pressure ratio πV in the compressor map.
  • Furthermore, an engine intake line M is registered. This indicates in dependence on an engine speed and a load, which air mass flow mL_korr of the internal combustion engine 1 at egg a certain pressure ratio πV of the compressor is needed. In the example shown, the required air mass flow mL_korr increases with increasing engine speed and increasing load. The pressure ratio πV also increases with increasing engine speed and load, but decreases again at very high engine speeds and very high load.
  • Thus, in a known map of the compressor and known engine intake line M in the operation of the internal combustion engine 1 in each case to an operating point of the internal combustion engine 1 optimal virtual operating point BP_soll of the compressor can be predetermined. This means that a control method of the exhaust gas turbocharger 2 depending on operating points of the compressor, the control quality of the method further improved.
  • 3 shows a schematic representation of a limit line TAB_nATL a maximum permissible speed of the exhaust gas turbocharger 2 as a function of an exhaust gas temperature TAB of the internal combustion engine 1 ,
  • The turbocharger 2 has a thermal and a mechanical load limit. The thermal load limit represents a maximum temperature TAB_max of the gas flowing through a turbine, in the case of the internal combustion engine 1 a maximum temperature TAB_max of the exhaust gas, which should not be exceeded. Exceeding this maximum temperature TAB_max leads to material damage to the turbine, for example to so-called "hot spots", which are punctual damage to turbine blades.
  • The mechanical load limit is a maximum speed nATL_max_max of the exhaust gas turbocharger 2 specified. Exceeding this maximum speed nATL_max_max leads to a mechanical destruction of the exhaust gas turbocharger 2 due to the very high centrifugal forces.
  • The maximum speed nATL_max_soll is dependent on the exhaust gas temperature TAB of the internal combustion engine 1 , The higher this exhaust gas temperature TAB, the lower the maximum permissible speed nATL_max_soll. Usually, a limit speed nATL_max_H for the operation of the exhaust gas turbocharger so far 2 specified as the maximum permissible speed nATL_max_soll, which was determined as a function of the permissible maximum temperature TAB_max. In the 3 hatched area shows the usually unused temperature and speed range of an exhaust gas turbocharger 2 , In the regulation of the exhaust gas turbocharger 2 TAB of the internal combustion engine is added to each exhaust gas temperature by means of the limit value line TAB_nATL 1 a maximum speed nATL_max_soll determined and specified for operation. This maximum speed nATL_max_max is at least as large as the limit speed nATL_max_H. At an exhaust gas temperature TAB, which is lower than the maximum temperature TAB_max, the exhaust gas turbocharger 2 be operated at a speed nATL_max_soll that is greater than the speed nATL_max_H. This higher speed nATL_max_soll of the exhaust gas turbocharger 2 gives an increase in performance of the exhaust gas turbocharger 2 ,
  • By determining the maximum permissible speed nATL_max_soll as a function of the exhaust gas temperature TAB of the internal combustion engine 1 the thermal operating limit is also monitored. In the case of a short-term occurrence of exhaust gas temperatures TAB, which are greater than the maximum permissible maximum temperature TAB_max, the determination of the maximum permissible speed nATL_max_soll by means of the limit value line TAB_nATL of the exhaust gas turbocharger 2 operated in a short-term permissible operating range.
  • Operating the exhaust gas turbocharger 2 along the dashed line shown with a distance A to the illustrated limit line TAB_nATL is also possible.
  • The been drained Maximum speeds nATL_max_soll can also in the form of value pairs or in the form of a map or as a function of dependence the exhaust gas temperature TAB be shown.
  • The 4 shows a schematic representation of a structure for the inventive control of the exhaust gas turbocharger 2 in the control and control unit 3 is embedded.
  • Starting point for the regulation of the exhaust gas turbocharger 2 are three state variables of a current operating state of the internal combustion engine 1 and a current operating state of the exhaust gas turbocharger 2 ,
  • The first state variable is a current exhaust gas temperature TAB_act of the exhaust gas of the internal combustion engine 1 , It results from the current operating state of the internal combustion engine 1 , The current exhaust gas temperature TAB_act can be determined via a simulation or a measurement.
  • The second state variable is a current pressure ratio πV_act on the compressor in the current operating state of the exhaust gas turbocharger 2 , This pressure ratio πV_ist is determined as the quotient of a current pressure p t2 after the compressor to a current pressure p t1 before the compressor.
  • The third state variable required for control is that drawn by the compressor current air mass flow mL_ist. This air mass flow mL_ist is converted by means of the explained conversion to a corrected air mass flow mL_korr_ist.
  • The air mass flow mL, the pressures p t1 and p t2 and the temperature T t1 are measured by means of sensors and, if necessary, corrected by means of suitable models. Likewise, the air mass flow mL, the pressures p t1 and p t2 and the temperature Tt1 could also be simulated.
  • The exhaust gas temperature TAB_act becomes a first block 4 fed. In this block 4 is the in 3 displayed limit line TAB_nATL stored. The limit value line TAB_nATL is in the form of pairs of values, one pair being formed by an exhaust gas temperature TAB and a maximum rotational speed nATL_max_soll permissible for this exhaust gas temperature. The limit line TAB_nATL could also be in the form of a function.
  • The exhaust gas temperature TAB_ist is in the in 4 represented block 4 compared with the stored exhaust gas temperatures TAB. From this comparison, a maximum permissible speed nATL_max_soll belonging to the exhaust-gas temperature TAB_act is determined.
  • The compressor pressure ratio πV_ist and the air mass flow mL_korr_ist become one block 5 fed. In this block 5 is stored a map K1, which the in 2 illustrated map of the compressor represents. The compressor pressure ratio πV_ist and the air mass flow mL_korr_ist characterize a single, specific exhaust-gas turbocharger rotational speed, which can be determined from the characteristic map K1, and which is present in the in 4 represented block 5 is determined with the aid of the compressor pressure ratio πV_ist and the air mass flow mL_korr_ist. The current, uncorrected speed of the turbocharger 2 nATL_ist is determined by multiplying the exhaust gas turbocharger speed nATL_korr_ist by the reciprocal of the correction factor KORR_2.
  • The output variables nATL_max_soll and nATL_ist from block 4 and block 5 be in a block 6 subtracts and the differential speed ΔnATL a block 7 fed: ΔnATL = nATL_max_set - nATL_ist.
  • The block 7 is fed as a second input an operating point BP_ist the compressor, which is determined from the corrected air mass flow mL_korr_ist and the compressor pressure ratio πV_ist as follows:
    Figure 00110001
  • If the permissible maximum speed nATL_max_soll is less than the current exhaust gas turbocharger speed nATL_ist, it must be avoided to avoid damaging the turbocharger 2 the exhaust gas turbocharger speed can be reduced. In order to improve the control quality an appropriate speed reduction of the exhaust gas turbocharger 2 can be performed in block 7 a correction factor FAK as a function of the exhaust gas turbocharger speed difference ΔnATL and the current operating point BP_act of the compressor is determined from a characteristic map K2. The map K2 represents a dependence of the correction factor FAK of different differential speeds .DELTA.nATL at different operating points of the compressor. Depending on the current operating point BP_ist and differential speed .DELTA.nATL results in a correction factor FAK between 0 and 1. The larger the differential speed .DELTA.nATL, the smaller is the correction factor FAK. If, for example, the correction factor FAK is determined to be 0.95, the virtual, predetermined operating point BP_setpoint must be reduced by 5%.
  • Of the Correction factor FAK gives a percentage change of a virtual, predetermined Operating point BP_setpoint of the compressor. This virtual, given Operating point BP_soll describes a virtual operating point of the compressor from which, the current, real, operating point BP_ist of the compressor results.
  • In a block 8th the virtual, predetermined operating point BP_soll of the compressor is multiplied by the correction factor FAK. The output size from block 8th is a virtual, prespecified operating point BP_reg of the compressor. Depending on the determined virtual, to be specified operating point BP_reg, a wastegate of a turbine of the exhaust gas turbocharger 2 be adjusted for rapid speed reduction by blowing off exhaust gas in front of the turbine. Similarly, for speed reduction, a turbine cross-sectional area of a variable turbine geometry or a cross-sectional area of an inlet diameter of the turbine could be adjusted by an axial slide.
  • The Procedure is suitable for both Mono turbo engines, as well for Bi-turbo engines. For bi-turbo engines must be the compressor funded Air mass flow mL be halved. The further procedure corresponds the described method.
  • In this embodiment, the control of the exhaust gas turbocharger 2 by means of the current operating point BP_ist of the compressor, the operating point BP_reg of the compressor to be specified and the predetermined operating point BP_soll of the compressor performed.
  • Likewise, an operating point of the internal combustion engine could also 1 be used for regulation. The map of the compressor in block 1 is retained. The map K2 in block 7 would dependencies of the differential speed .DELTA.nATL of corresponding, used for control operating characteristics of the internal combustion engine 1 exhibit. The virtual, predetermined operating point BP_soll and the virtual operating point BP_reg to be specified would be operating points of operating parameters of the internal combustion engine 1 ,

Claims (6)

  1. Method for regulating an exhaust-gas turbocharger for an internal combustion engine charged by means of a compressor, the method comprising a speed limitation, characterized in that for a current operating point (BP_act) of the compressor or of the internal combustion engine ( 1 ) a permissible maximum speed (nATL_max_soll) of the exhaust gas turbocharger ( 2 ) as a function of a current exhaust gas temperature (TAB_ist) of the internal combustion engine ( 1 ) is given.
  2. A method according to claim 1, characterized in that in dependence on a speed difference (ΔnATL), which is determined from the maximum permissible speed (nATL_max_soll) and a current exhaust gas turbocharger speed (nATL_ist), and the current operating point (BP_ist) of the compressor or the internal combustion engine ( 1 ) a correction factor (FAK) is determined.
  3. Method according to claim 2, characterized in that a virtual, prespecified operating point (BP_reg) of the compressor or of the internal combustion engine ( 1 ) as a product of the correction factor (FAK) and a virtual, predetermined operating point (BP_soll) of the compressor or of the internal combustion engine ( 1 ) is determined.
  4. Method according to Claim 3, characterized in that a wastegate or a variable turbine geometry or an axial slide of a turbine of the exhaust gas turbocharger (FIG. 2) is dependent on the virtual operating point (BP_reg) to be preset (BP_reg). 2 ) is regulated.
  5. Method according to one of claims 1 to 4, characterized that the current operating point (BP_ist) is a quotient of a current air mass flow (mL_korr_ist) and a current pressure ratio (ΠV_ist) is determined.
  6. Method according to one of claims 1 to 4, characterized that the current operating point (BP_soll) as a quotient of a current air mass flow (mL_korr_soll) and a current pressure ratio (ΠV_soll) is determined.
DE200510016392 2005-04-09 2005-04-09 Regulating process for exhaust gas supercharger involves taking reliable maximum revs figure as actual operating point of compressor or engine Expired - Fee Related DE102005016392B3 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE200510016392 DE102005016392B3 (en) 2005-04-09 2005-04-09 Regulating process for exhaust gas supercharger involves taking reliable maximum revs figure as actual operating point of compressor or engine

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE200510016392 DE102005016392B3 (en) 2005-04-09 2005-04-09 Regulating process for exhaust gas supercharger involves taking reliable maximum revs figure as actual operating point of compressor or engine
PCT/EP2006/003215 WO2006108580A1 (en) 2005-04-09 2006-04-07 Method for adjusting an exhaust gas turbocharger

Publications (1)

Publication Number Publication Date
DE102005016392B3 true DE102005016392B3 (en) 2006-09-07

Family

ID=36609571

Family Applications (1)

Application Number Title Priority Date Filing Date
DE200510016392 Expired - Fee Related DE102005016392B3 (en) 2005-04-09 2005-04-09 Regulating process for exhaust gas supercharger involves taking reliable maximum revs figure as actual operating point of compressor or engine

Country Status (2)

Country Link
DE (1) DE102005016392B3 (en)
WO (1) WO2006108580A1 (en)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102008005800A1 (en) * 2008-01-24 2009-07-30 Ford Global Technologies, LLC, Dearborn Method for boost pressure limitation in internal combustion engine provided with turbocharger system, involves presetting boost pressure reference value for limiting boost pressure depending on variable characteristic for air mass flow
CN104712450A (en) * 2013-12-11 2015-06-17 通用电气公司 System and program product for controlling exhaust gas temperature of engine system
DE102009043207B4 (en) * 2008-10-01 2018-05-09 GM Global Technology Operations LLC (n. d. Ges. d. Staates Delaware) Engine control module and method of protecting a turbine from temperature damage

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4571945A (en) * 1981-07-01 1986-02-25 Aisin Seiki Kabushiki Kaisha Turbocharger control device with optical turbocharger shaft speed sensing
DE2823255C2 (en) * 1978-05-27 1986-07-17 Robert Bosch Gmbh, 7000 Stuttgart, De
DE19924274A1 (en) * 1998-05-27 1999-12-02 Cummins Engine Co Inc Turbocharger control system for use in an internal combustion engine e.g. in a motor vehicle
DE10134543A1 (en) * 2001-07-16 2003-02-13 Siemens Ag Process for the detection of faults in an exhaust gas turbocharger
DE10320978B3 (en) * 2003-05-09 2005-01-13 Siemens Ag Monitoring bi-turbocharger revolution rate involves determining value representing engine exhaust gas composition, determining first charger revolution rate depending on first exhaust gas value

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10145038A1 (en) * 2001-09-13 2003-04-03 Bosch Gmbh Robert Method and device for operating at least one supercharger of an internal combustion engine
DE10160469A1 (en) * 2001-12-08 2003-06-18 Daimler Chrysler Ag Limiting combustion engine exhaust gas turbocharger revolution rate involves estimating actual charger revolution rate, comparing with threshold, limiting/reduce rate if threshold exceeded
US6557347B1 (en) * 2002-10-31 2003-05-06 General Electric Co. Methods and apparatus for controlling peak firing pressure for turbo-charged diesel engines

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2823255C2 (en) * 1978-05-27 1986-07-17 Robert Bosch Gmbh, 7000 Stuttgart, De
US4571945A (en) * 1981-07-01 1986-02-25 Aisin Seiki Kabushiki Kaisha Turbocharger control device with optical turbocharger shaft speed sensing
DE19924274A1 (en) * 1998-05-27 1999-12-02 Cummins Engine Co Inc Turbocharger control system for use in an internal combustion engine e.g. in a motor vehicle
DE10134543A1 (en) * 2001-07-16 2003-02-13 Siemens Ag Process for the detection of faults in an exhaust gas turbocharger
DE10320978B3 (en) * 2003-05-09 2005-01-13 Siemens Ag Monitoring bi-turbocharger revolution rate involves determining value representing engine exhaust gas composition, determining first charger revolution rate depending on first exhaust gas value

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102008005800A1 (en) * 2008-01-24 2009-07-30 Ford Global Technologies, LLC, Dearborn Method for boost pressure limitation in internal combustion engine provided with turbocharger system, involves presetting boost pressure reference value for limiting boost pressure depending on variable characteristic for air mass flow
DE102008005800B4 (en) * 2008-01-24 2009-09-10 Ford Global Technologies, LLC, Dearborn Method and device for boost pressure limitation in a combustion engine equipped with a turbocharger system
DE102009043207B4 (en) * 2008-10-01 2018-05-09 GM Global Technology Operations LLC (n. d. Ges. d. Staates Delaware) Engine control module and method of protecting a turbine from temperature damage
CN104712450A (en) * 2013-12-11 2015-06-17 通用电气公司 System and program product for controlling exhaust gas temperature of engine system
EP2884082A1 (en) * 2013-12-11 2015-06-17 General Electric Company System and program product for controlling exhaust gas temperature of engine system
US9850841B2 (en) 2013-12-11 2017-12-26 General Electric Company System and program product for controlling exhaust gas temperature of engine system
CN104712450B (en) * 2013-12-11 2020-01-17 通用电气公司 System and method for controlling exhaust gas temperature of an engine system

Also Published As

Publication number Publication date
WO2006108580A1 (en) 2006-10-19

Similar Documents

Publication Publication Date Title
EP2767701B1 (en) Air charge system and method for an internal combustion engine
US9366178B2 (en) Method and system for exhaust gas recirculation
JP5665804B2 (en) Exhaust gas recirculation control method in compression ignition engine system with turbocharger
DE102012223772B4 (en) Control device for internal combustion engine and method for controlling an internal combustion engine
US8630787B2 (en) Controlling exhaust gas recirculation in a turbocharged engine system
CN1840876B (en) Control apparatus for internal combustion engine and control method for the same
US6785604B2 (en) Diagnostic systems for turbocharged engines
US9140216B2 (en) Supercharged turbocompound hybrid engine apparatus
DE10202146B4 (en) Method for controlling an electrically driven compressor
DE102010021432B4 (en) Mode transition system for a sequential two-stage turbocharger
US7735320B2 (en) Dual stage turbocharger control system
EP2014894B1 (en) A control method for a turbocharger supercharged internal combustion engine
CN1896471B (en) A method and device for controlling the speed of rotation of a turbosupercharger in an internal-combustion engine
US6779344B2 (en) Control system and method for turbocharged throttled engine
CN1749539B (en) Method and apparatus for actively turbocharging an engine
EP0856097B1 (en) Arrangement for recognizing differences in rpm between two exhaust gas turbochargers
EP1425501B1 (en) Air cooling system for electric assisted turbocharger
JP4741678B2 (en) Diesel engine with supercharger
US8601813B2 (en) Controlling exhaust gas recirculation in a turbocharged engine system
US6295816B1 (en) Turbo-charged engine combustion chamber pressure protection apparatus and method
JP6294646B2 (en) Turbo compound system controller
DE10320056B4 (en) Method and device for controlling the boost pressure of an internal combustion engine
JP5433009B2 (en) Wastegate control system and method
US8307645B2 (en) Apparatus and method for avoidance of turbocharger surge on locomotive diesel engines
US10267216B2 (en) Control device for internal combustion engine

Legal Events

Date Code Title Description
8100 Publication of the examined application without publication of unexamined application
8364 No opposition during term of opposition
8327 Change in the person/name/address of the patent owner

Owner name: DAIMLERCHRYSLER AG, 70327 STUTTGART, DE

8327 Change in the person/name/address of the patent owner

Owner name: DAIMLER AG, 70327 STUTTGART, DE

8320 Willingness to grant licenses declared (paragraph 23)
8339 Ceased/non-payment of the annual fee