DE102012206356A1 - A method of controlling an internal combustion engine having an engine and an exhaust turbocharger and having a transmission, control device and internal combustion engine - Google Patents

Abstract

The invention relates to a method for controlling an internal combustion engine 1000 with an engine, an exhaust turbocharger having a base exhaust gas turbocharger and a switching exhaust gas turbocharger for the engine, wherein a gear ratio of the transmission is switched depending on a limit value of a speed parameter. According to the invention, a vitality signal indicative of the vitality reserve of the internal combustion engine is signaled and a downshift limit value of a speed parameter for a gear ratio is maintained, depending on the vitality signal, or lowered to a deceleration limit which is below the downshift limit value.

Description

The invention relates to a method for controlling an internal combustion engine having an engine, an exhaust turbocharger group, which has a base exhaust gas turbocharger and a switching exhaust gas turbocharger for the engine, and with a transmission with a number of gear stages, in particular for the controlled shifting of the transmission and / or for controlled operation of the engine and / or a controlled circuit of the register charging the internal combustion engine. In particular, the base exhaust gas turbocharger has a base compressor for charge air and a base turbine for exhaust gas, wherein the base turbine is designed to drive the base compressor. In particular, the shift exhaust gas turbocharger has a boost compressor for charge air and a shift turbine for exhaust gas, wherein the shift turbine is configured to drive the shift compressor. The invention also relates to a control device and an internal combustion engine. The invention also relates to a control device and an internal combustion engine.

In the case of internal combustion engines, the aim is to achieve as uniform and high a torque characteristic as possible, starting from the idle speed up to high speeds. A means for increasing the torque, in particular in the speed range below a rated speed, is to promote with exhaust gas turbochargers or mechanical superchargers more air into the combustion chamber. However, these systems have in the low speed range, z. B. in the range of about 1500 ^-1 min to 2000 min ^-1 , a pronounced torque weakness. In addition, there are limitations in the dynamics of the engine in the transient driving mode, since during acceleration operations, first the rotor of the turbocharger must be accelerated in order to provide an air mass flow corresponding to the desired value. The torque weakness can still be felt especially when switching a switching turbocharger even after the aforementioned method.

For controlling a register charging of an internal combustion engine, a wide variety of methods are known from the prior art.

DE 103 08 075 B4 discloses a method for controlling exhaust gas turbochargers of an internal combustion engine according to the aforementioned type, which is provided with a first permanently operated exhaust gas turbocharger and a second switchable exhaust gas turbocharger and with a bypass line for passing the exhaust gas flow to the first exhaust gas turbocharger. A first and a second wastegate are provided for controlling an exhaust gas flow, wherein the first wastegate is activated when the rotational speed of the first exhaust gas turbocharger exceeds a limit value. Then it is checked whether an operating variable of the internal combustion engine - for example, the charge air pressure or the exhaust gas flow rate - exceeds a limit. If this is the case, the second wastegate is activated. As a result, the second exhaust gas turbocharger is put into an idling operation. Subsequently, it is checked whether the rotational speed of the second exhaust gas turbocharger exceeds a limit value. If this is the case, the second turbocharger is fully activated. After that both Wastegates will be closed.

This method of register charging control already represents a good approach to improving a register charging response for an internal combustion engine, particularly for transient driving and at low engine speeds. Nevertheless, the rotor of the switching exhaust gas turbocharger must be accelerated here during acceleration processes first to provide a suitable for the further charging of the engine charge air mass flow. The known from the prior art principle of a threshold value control, - d. H. initially to open a switching device for exhaust gas and then open for charge air when the switching exhaust gas turbocharger has reached a fixed or variable predetermined speed - but is only a compromise, the consideration of operating conditions of other components of the engine - especially the engine and the exhaust Turbo Charging Group - must get along. For example, in a downhill and very high engine speed, the situation may arise that despite comparatively low engine torque nevertheless an activation of the switching exhaust gas turbocharger takes place. Even if the operation of the switching exhaust gas turbocharger under air compression occurred above a predetermined speed, would still need in this situation with a power dip, d. H. a drop in the speed in any case of the switching exhaust gas turbocharger and a drop in boost pressure can be expected.

Already at idling speed, the torque of diesel engines reaches 50% of the maximum value relatively large torques. In some road vehicles, the torque curve is limited by an electronic control unit, which reduces the injected fuel quantity and thus the torque in critical operating cases to protect the drive train (transmission, final drive, drive shafts) from overloading or cost reasons with the existing design of the drive train to keep a larger number of identical parts with similar vehicle models. The control electronics of the engine control is networked with other controllers. For the drive of the vehicle are mainly the controls of automated transmissions or automatic transmissions, the brake system, the driving stability control but also the air conditioning relevant. The interfaces for the powertrain-related communication are integrated in the diesel engine control unit in the torque structure. Within the torque structure, the required engine torque is calculated from all torque requests and active limits. At the output of the torque structure, the engine torque of the diesel engine to be set is converted into one or more injection quantities and the respectively associated commencement of injection.

US 5,351,486 A1 discloses a controller capable of shortening the startup time for a shift exhaust gas turbocharger when the instantaneous engine speed is low, so that the torque weakness when switching from an invader to a two-loader operation is reduced. During high accelerations at high engine speeds, one exhaust gas valve opens at once. In addition, the reference of the engine speed and the charge air mass for shifting the switching exhaust gas turbocharger is varied according to a gear shift position of the transmission so that improved two-wheel operation is achieved.

It is desirable to achieve improved switching performance of the exhaust turbocharger and / or transmission. In particular, it is desirable to provide a still further improved method of controlling a transmission of an internal combustion engine having an engine and an exhaust turbocharger and a transmission.

In particular, it is desirable to provide a still further improved method for controlling a register charging of an internal combustion engine having an engine and an exhaust turbocharger group. In particular, during idling operation and / or during load operation (that is to say under air compression), an improved switching behavior of the shift exhaust gas turbocharger is to be achieved.

Overall, there is a problem with highly supercharged engines that are charged in particular with a register charging system when switching operations must be made. These not only adversely affect the driving behavior if necessary but can also lead to a torque weakness of the type described above. The result is a comparatively poor motor connection behavior in supercharger and / or gear shift operations.

DE 199 285 150 A1 discloses a control system for downshifting an automatic transmission in a motor vehicle during a coastdown phase, wherein an electronic transmission control determines its speed gradient from a measured transmission output speed. Subsequently, the switching sequences are realized such that there is a suitable gear for a re-acceleration of the vehicle from slowed down or from a standstill.

DE 44 197 53 A1 provides a control device which has the ability to control the operation such that the gear shift operation for the pedal operation by the driver is suitable for acceleration and deceleration. The pedal operation is monitored in the acceleration under deceleration to compensate for a predetermined shift per unit time of the accelerator pedal such that unnatural pedal operation by the driver can be avoided.

DE 43 252 96 A1 discloses a control system for shifting an automatic transmission using fuzzy logic methods. These are developed in a closed loop in which the fictitious variable "desired performance" and the quantity "driving style" are converted into a physical variable.

DE 41 205 66 A1 discloses a method of controlling an electro-hydraulic actuated transmission of a vehicle equipped with an internal combustion engine with a prevention of upshifts and a reduction of the translation.

De 41 206 03 A1 Provides an upshift prevention with rapid withdrawal of the accelerator pedal in overrun mode. The upshift prevention is canceled if a curve is traversed after a period of time has elapsed after recognizing train operation. At the end of the upshift prevention is a gradual adjustment of the gear to the specification of the shift map.

None of the aforementioned transmission controls provides for a communication of the individual components of an internal combustion engine with each other, in particular it can be seen that no sufficient communication between the engine, the transmission and / or a turbocharger is provided. In particular, gearshift operations take place without consideration of engine characteristics. The consequence is that at Driving - especially in highly-turbocharged engines - frequent switching operations occur under high load, which can also arise as pendulum circuits. Especially in heavy commercial vehicles and military vehicles where low-displacement engines and automatic transmissions are used, this represents a significant problem, since the load requirement may not be reliably met due to pendulum circuits.

It is desirable to improve the switching operation of the transmission and / or the turbocharger by a better communication behavior with the engine of the internal combustion engine.

At this point, the invention begins, whose task is to provide an improved method and apparatus by means of which an improved control of a transmission and / or a turbocharger of an internal combustion engine with an engine and an exhaust turbocharger and a transmission is possible, in particular an improvement of the gear shift and / or the turbocharger group.

Regarding the method, the object is achieved by the invention with a method of the type mentioned, in the present invention, the features of the characterizing part of claim 1 are provided.

Regarding the device, the object is achieved by the invention with a control device of claim 20.

Regarding the device, the object is achieved by the invention with an internal combustion engine of claim 21.

In a method of controlling an internal combustion engine having an engine, an exhaust turbocharger group having a base exhaust gas turbocharger and a switching exhaust gas turbocharger for the engine, wherein the switching exhaust gas turbocharger is adapted to be operated in addition to the base exhaust gas turbocharger, and with a transmission with a number of gear stages, it is provided that a gear stage of the transmission is switched depending on a limit value of a speed parameter. The invention is based on the consideration that the problem of pendulum switching in a transmission as well as the possibly poor motor connection behavior in gear shift operations in high load operation at highly supercharged and low-loss engines, inter alia, arises that a transmission upshift characteristic - ie a characteristic for controlling the Transition from a low gear to a higher gear - and a gear-return characteristic - ie a characteristic to go from a higher gear to a lower gear - comparatively close to each other. Such characteristics are stored regularly in the transmission control unit and determine the switching of a gear ratio of the transmission depending on a limit value of a speed parameter, in particular a motor and / or a transmission speed. Although an engine control unit basically has access to the transmission control unit; However, a communication between the transmission control unit and the engine control unit is still improved to allow improved motor connection behavior, in particular when switching the transmission and / or the charger switching.

The invention has recognized that it is advantageous if a vitality signal indicative of the vitality reserve of the internal combustion engine is signaled, in particular signaled on the motor side. The invention provides that a downshift limit of a speed parameter for a gear ratio - depending on the vitality signal - maintained or lowered to a deceleration limit, which is below the downshift limit. An influence of the downshift limit value of the aforementioned type is advantageously carried out on the transmission side.

The concept of the invention thus provides for a comparatively close connection of a motor control with a transmission control. In particular, a vitality reserve of the internal combustion engine of the transmission control is made known, for. B. via a data bus, and considered in the characteristic for switching behavior. The vitality reserve on which the vitality signal is based is determined, in particular, on the engine and / or on the turbo-charging group, or corresponding operating parameters can be determined on the engine side and / or by the turbo-supercharging group, e.g. B. over a data construction, are made available.

In an automatic transmission operation, it is regularly necessary to make a downshift always early; if, for example, when driving uphill or other speed-reducing load requirements, sufficient torque should still be available. The invention has nevertheless recognized that this measure can be dispensable, z. B. in the event that the internal combustion engine still has sufficient vitality reserve, in particular the engine and / or the turbo-charging group have the vitality reserve influencing operating parameters that are sufficiently high. The concept of the invention allows, in the event that the engine's vitality reserve is indicated, particularly when an engine and / or turbo-charging group operating parameter is above a vitality limit indicative of a sufficient vitality reserve, a downshift from a present gear stage to a lower gear stage is delayed can be. In particular, a delay can be achieved in that, for example, a shift takes place only at a lower rotational speed of the engine or a lower transmission-side rotational speed; which consequently leads to a delay of the switch-back process. In this respect, "delaying" is not necessarily time-based, but merely expresses the concept of driving the internal combustion engine in a higher gear ratio as long as sufficient vitality values are available. In simple terms, an engine-side vitality signal is given that reflects the operating condition or performance of the engine and / or turbo-supercharger. This vitality signal can be evaluated on the transmission side and a downshift of the can - in the above sense - be delayed if the vital signs of the internal combustion engine are still sufficiently good.

This measure has the advantage that vitality reserves of the engine are used in an improved manner, which proves to be advantageous, in particular, during full-load operation. In particular, a distance between characteristic curves in an internal combustion engine is increased by the measure according to the invention, which determine the upshifting behavior on the one hand and the switchback behavior on the other hand, in particular on the transmission and / or on the transmission control. Thus, the risk of commutation is largely lowered or completely avoided. In particular, this relates to the danger of pendulum gears of the transmission between a higher and a lower gear. Basically, however, the tendency to pendulum switching and generally the number of unnecessary switching operations is reduced; Advantageously, the concept leads to an increase in the usable speed band for automatic transmission. The concept works in a particularly advantageous manner in dynamic driving conditions of the internal combustion engine and supports them.

Advantageous developments of the invention can be found in the dependent claims and specify in particular advantageous ways to realize the above-described concept within the scope of the problem and with regard to further advantages.

Pendulum circuits also result in changed charging loads, so that, in the worst case, pendulum switching can also occur in the case of a charging circuit, which can worsen the situation of motor connection behavior even further. In a particularly preferred embodiment of the invention, a characteristic curve improving the switching behavior of the exhaust gas turbocharger group is accordingly proposed. Overall, an improved switching behavior of the transmission and additionally, in particular the exhaust gas turbocharger group can be achieved.

Gear shifting points and / or supercharger switching points of the exhaust gas turbocharging group are preferably made as a function of a performance of the engine at the respective operating point. This leads to a consideration of the dynamic engine behavior to the switching action of the transmission and / or a supercharger of the exhaust turbocharger.

In a particularly preferred embodiment, it is provided that in a characteristic field for a gear stage two operating parameters influencing the vitality reserve of the internal combustion engine are determined, wherein a first operating parameter, an operating parameter of the engine and a second operating parameter is an operating parameter of the turbocharger.

A first operating parameter influencing the vitality reserve of the internal combustion engine is preferably an engine speed. The second operating parameter influencing the vitality reserve of the internal combustion engine is preferably a supercharging pressure, in particular a charge air pressure. This has the advantageous consequence that when a vitality signal indicates that a vitality reserve of the engine is present, a gear stage circuit of the transmission can be delayed or can be moved to lower vitality values. This may be the case when an engine speed is above a vitality limit of engine speed and the boost pressure is above another boost limit vitality value.

Preferably, an improved switching behavior of the turbocharger is achieved by the operation of a switching exhaust gas turbocharger is activated in idle depending on the values of a first parameter group of operating parameters, which consists of the Betriebssparameteren a speed of the base exhaust gas turbocharger, a speed of the engine and another load-determining Operating parameters of the engine. This is preferably an injection quantity of the engine with regard to the supercharger switching operation.

It has proven particularly useful for a delayed switching operation of the transmission to consider a three-dimensional characteristic field of vitality signal, engine speed and boost pressure and additionally for the switching operation of the switching exhaust gas turbocharger said three-dimensional characteristic of a speed of the exhaust gas turbocharger, a speed of the engine and an injection quantity of the engine to be considered. In both three-dimensional characteristic curves, a vitality- or load-indicating operating parameter of the internal combustion engine, in particular of the engine and the turbocharger group, is taken into account - in the transmission switching part the supercharging pressure and in the supercharger switching case an injection quantity - in addition to a speed parameter.

In particular, it has proven to be advantageous that a gear ratio of the transmission is signaled and a downshift limit of a speed parameter for the signaled gear ratio is maintained or lowered to a deceleration limit that is below the downshift limit, the downshift limit and / or the deceleration limit are dependent on the gear ratio. As a result, a transition stage-specific delayed switch-back behavior can be established.

By "delayed switchback behavior" is meant herein the effect achieved by lowering a switchback threshold to a delay limit. This may include a time delay of the downshift, but this does not necessarily occur. This ultimately depends on the particular operating point of the engine taking into account the dynamic engine behavior.

Preferably, the downshift threshold and / or the deceleration threshold of the speed parameter for a gear ratio of the transmission is a transmission-side transmission speed. Basically, an engine speed can be used. In particular, the deceleration limit is a minimum achievable speed of a gear. In other words, a deceleration limit that is well below the downshift limit has been found to be advantageous in that at the minimum feasible speed and gear ratio of the transmission, the torque to be applied is just equal to the feasible motor torque; So a stalling of the engine in the gear stage is barely prevented. This reduction of the downshift limit value to the deceleration limit value can be accepted if the vitality reserves of the engine are sufficiently high.

In particular, it has proved to be advantageous that a reduction of the downshift limit value to a deceleration limit value is only performed for a third or higher gear stage, ie. H. only for a downshift from a third to a second gear or from a fourth to a third gear or from a fifth to a fourth gear or from a sixth to a fifth gear. The minimum possible engine speed is preferably in the range between 2,400 and 2,900 revolutions per minute.

In the context of a preferred development, the vitality signal is designed to indicate that a vitality reserve of the engine is either present or not present. Preferably, the vitality signal for this purpose is a digital signal having at least two states, wherein a first state indicates that a vitality reserve of the engine is present and a second state indicates that a vitality reserve of the engine is not present. In the context of a further improvement, it is provided that the evaluation of the vitality signal, in particular on the transmission side, can take place by means of a 2-bit logic.

The 2-bit logic comprises in particular the evaluation states: 0 0 Downshift enabled (not vital); this also in case of failure of a data bus; 0 1 Delay downshift (vital); 1 0 Signaling not used; 1 1 Signaling not available.

In a 2-bit logic, such as e.g. also mentioned above, in addition to the mere indication of a positive or negative vitality signal, that a vitality signal is not available or can not or should not be used. This can also take into account conditions in manual mode or take account of error conditions that must not be neglected.

It is preferred that two operating parameters influencing the vitality reserve of the internal combustion engine are provided by the internal combustion engine, in particular by the engine on the engine side and / or by the turbo-charging group, be signaled to a data bus. These can be evaluated on the transmission side generating the vitality signal. In particular, it is provided that a three-dimensional characteristic field of vitality signal, engine speed and supercharging pressure is stored in an electronic transmission control module.

In order to avoid unnecessarily jeopardizing low-torque operating ranges of a motor by a switch-back delay of the aforementioned type, it has proved to be advantageous that the switch-back delay is preferably used in a range of a torque increase or is limited to the range of a torque increase. In particular, it may be provided that a switch-back delay in a range of an engine speed above 2,000 rpm, in particular up to 3,100 rpm, is allowed. In particular, it has proved to be advantageous that a switch-back delay in a range of a supercharging pressure between 2 bar to 3.1 bar is permitted or limited to this range of supercharging pressure. This advantageously ensures that the vitality test always takes place in a supercharging pressure range in which, with a comparatively high degree of probability, it can be assumed that it leads to a sufficient reserve of vitality. Advantageously characterized low-pressure areas of the engine or the turbocharger are excluded from the outset. Overall, the system is more reliable and more effective for the switch-back delay.

Preferably, a switch-back delay is implemented by means of a parameter characteristic which is a function of an accelerator pedal position as a function of a transmission-side gearbox rotational speed or engine rotational speed. In particular, a switch-back delay is permitted even above a lowered parameter characteristic characteristic of a lowered switch-back threshold. In particular, the approval is carried out rather than above a normal downshift characteristic characteristic parameter curve (KD), wherein the lowered parameter characteristic (KD0) at lower speeds than the normal parameter characteristic (KD).

A switch-back delay thus preferably takes place only above a lowered parameter characteristic characteristic of a lowered switch-back threshold, wherein the parameter characteristic curve is a function of an accelerator pedal representation as a function of a transmission-side transmission speed or engine speed. In other words, this can limit the switch-back delay to certain upper accelerator pedal positions above a certain kick-down point. For example, the lowered parameter characteristic curve can run above a first minimum accelerator pedal position (eg 90%) in an upper rpm range and the normal parameter characteristic curve can run above a second minimum accelerator pedal position (eg 80%). Accelerator pedal position (90%) is greater than the second minimum accelerator pedal position (80%). This ensures that even the desire of a high load requirement can be served for which the concept proves to be particularly advantageous.

Advantageously, a downshift from a higher gear to a lower gear is then not delayed - that is released - when a defect is detected, especially if a Datenbusdefekt and / or sensor defect, especially for a boost pressure sensor and / or a speed sensor is detected. In the case of a data bus defect and / or sensor defect or other defect, a preferred development therefore provides that a switch-back delay is released, ie. H. not used. As a result, occasionally occurring system errors will not have an effect on the driving behavior, so that the concept of further training can not adversely affect the method, especially in high-load operation.

In particular, it is provided that a base exhaust gas turbocharger having a base compressor for charge air and a base turbine for exhaust gas, wherein the base turbine is adapted to drive the base compressor, and

• – der Schalt-Abgasturbolader ausgebildet ist, zusätzlich zum Basis-Abgasturbolader betrieben zu werden, wobei:
• – der Betrieb des Basis-Abgasturboladers und/oder Schalt-Abgasturboladers, insbesondere des Schalt-Abgasturboladers, der Abgas-Turboaufladegruppe in Abhängigkeit der Werte wenigstens einer Parametergruppe von wenigstens zwei Betriebsparametern geschaltet wird, insbesondere aktiviert und/oder deaktiviert wird.

the switching exhaust gas turbocharger having a switching compressor for charge air and a switching turbine for exhaust gas, wherein the switching turbine is adapted to drive the switching compressor, and wherein

• - The switching exhaust gas turbocharger is designed to be operated in addition to the base exhaust gas turbocharger, wherein:
• - The operation of the base exhaust gas turbocharger and / or switching exhaust gas turbocharger, in particular the switching exhaust gas turbocharger, the exhaust turbocharger is switched depending on the values of at least one parameter group of at least two operating parameters, in particular activated and / or deactivated.

The term "switching" in this case includes "activate" and - for reverse control direction - also "disable".

• – Betreiben des Basis-Abgasturboladers mit sich ändernden Drehzahlen (nATL1);
• – Erkennen eines Grenzwerts einer ersten Parameterkennlinie, insbesondere einer Grenzwertdrehzahl (GW-nATL1) des Basis-Abgasturboladers und/oder einer Grenzwertdrehzahl (GW-nMOT) des Motors;
• – Betreiben des Schalt-Abgasturbolader im Leerlauf unter Führung von Abgas über die Schalt-Turbine ohne Führung von Ladeluft über den Schalt-Verdichter;
• – Erkennen eines Grenzwerts einer zweiten Parameterkennlinie
• – Betreiben des Schalt-Abgasturboladers unter Luftverdichtung unter Führung von Abgas über die Schalt-Turbine und Führung von Ladeluft über den Schalt-Verdichter. Die Schaltung zunächst in den Leerlaufbetrieb und anschließend in den Lastbetrieb der Turboaufladegruppe hat sich bewährt zum Senken der Drehmomentschwäche.

Within the scope of a particularly preferred development, the steps are provided:

• - Operating the base exhaust gas turbocharger with changing speeds (nATL1);
• Detecting a limit value of a first parameter characteristic, in particular a limit value speed (GW-nATL1) of the base exhaust-gas turbocharger and / or a limit-speed (GW-nMOT) of the engine;
• - Operating the switching exhaust gas turbocharger in idle under the guidance of exhaust gas via the switching turbine without guidance of charge air via the switching compressor;
• - Detecting a limit value of a second parameter characteristic
• - Operating the switching exhaust gas turbocharger under air compression under the guidance of exhaust gas via the switching turbine and guiding charge air via the switching compressor. The circuit first in the idle mode and then in the load operation of the turbocharger group has been proven to reduce the torque weakness.

The development is based on the consideration that previously known approaches the threshold value control - for example, to achieve a maximum boost speed or activation of the switching exhaust gas turbocharger only above a threshold speed of the exhaust gas turbocharger - basically positive effects to avoid power drops and / or torque weaknesses in the switching process from the base turbocharger to the shift turbocharger show. Nevertheless, the training has recognized that such and other approaches naturally - even if they work with characteristics or maps - make rigid or very restrictive specifications; so z. B. if only the operating condition of the zuzuschaltenden exhaust gas turbocharger is taken into account in order to regulate the switching behavior. Thus, as recognized by the training, current load conditions and speed conditions of other components of the internal combustion engine, in particular the engine and / or the exhaust turbocharger remain unconsidered, although these may be decisive for a shift without power degradation.

In a particularly preferred embodiment, it is provided that the base exhaust gas turbocharger and / or switching exhaust gas turbocharger is switched depending on the signaled operating mode of the transmission wherein the first and / or second parameter characteristic is dependent on an operating mode of the transmission, in particular z. B. of a gear or a Hochschaltsperre od. Like.

The development is based on the consideration that hitherto the switching operation of the turbocharger, in particular during idling operation and / or during load operation (that is, under air compression) of the switching charger without sufficient consideration z. B. a selected gear ratio or a translation limit. The development has recognized in particular on the one hand, that in the lower gear different performance requirements on the engine occur than in higher gear ratios. On the other hand, the further development has recognized that this can lead to a conflict of objectives with regard to the tuning of the loader switch.

The concept of the development proposes in an improving manner that the operation of the base exhaust gas turbocharger and / or switching exhaust gas turbocharger of the exhaust gas turbocharger takes place depending on the values of at least one parameter group of at least two operating parameters, in particular activated and / or deactivated. The two operating parameters preferably comprise at least one rotational speed (nATL1) of the base exhaust gas turbocharger and a rotational speed (nMOT) of the engine.

In a particularly preferred development, it is proposed that the operation of the switching exhaust-gas turbocharger be activated at idle as a function of the values of a first parameter group of operating parameters, which consists of the operating parameters: a rotational speed (nATL1) of the basic exhaust-gas turbocharger, a rotational speed (nMOT) of the engine and a load-determining operating parameter of the engine. In other words, the development proposes in a first sub-variant to switch the idling operation of the switching exhaust gas turbocharger depending on both the speed of the base exhaust gas turbocharger and the speed of the engine and also dependent on a load-determining operating parameters of the engine. According to the first sub-variant, this ensures that the idling operation of the switching exhaust gas turbocharger already takes place only at a time at which the speed of the base exhaust gas turbocharger and / or the engine speed is sufficiently high and also the engine has a sufficient load reserve To enable the idling operation of the switching exhaust gas turbocharger in an improved manner. A significant power loss and / or torque weakness of the exhaust turbocharger group is reduced or completely avoided in the switching process. In a particularly preferred development, the load-determining operating parameter of the engine is an injection quantity. Advantageously, it was recognized that the injection quantity allows a particularly realistic determination of the load of the engine, since basically all control efforts on the control of the injection quantity - in addition to injection timing and rail pressure - run out. In principle, a desired or actual value of the injection quantity can be used as the load-determining operating parameter.

Additionally or alternatively, according to a second sub-variant of the development, it is provided that the operation of the switching exhaust gas turbocharger is activated under air compression as a function of the values of a second parameter group of operating parameters, which consists of the operating parameters: a speed (nATL2) of the switching exhaust gas turbocharger Speed (nATL1) of the base turbocharger and a speed (nMOT) of the engine. In other words, the second sub-variant of the inventive concept for activating an air-compressing load operation of the switching exhaust gas turbocharger takes into account both the speed of the switching exhaust gas turbocharger itself and the speed of the base exhaust gas turbocharger and the speed of the engine. This ensures that when activating the load operation of the switching exhaust gas turbocharger not only the speed of the switching exhaust gas turbocharger has increased at idle to a sufficiently high speed, but also takes into account that the switching process supporting speed of the base exhaust gas turbocharger as well the speed of the engine is sufficiently high. Due to the switching operation as a function of all operating parameters of the second parameter group, the load operation of the switching exhaust-gas turbocharger is made possible without appreciable loss of power and / or torque weakness.

Within the scope of a particularly preferred development of the second partial variant, it has been proven that the second parameter group of operating parameters consists of the operating parameters: ratio (Q) of a rotational speed (nATL2) of the shift exhaust gas turbocharger to a rotational speed (nATL1) of the basic exhaust gas turbocharger Speed (nATL1) of the turbocharger and a speed (nMOT) of the engine. Since in this development, the ratio of the rotational speeds of the switching exhaust gas turbocharger and the base exhaust gas turbocharger as an operating parameter enters directly into the second parameter group influencing the switching of the exhaust gas turbocharger, is taken directly into account that the air-compressing activation of the switching exhaust gas turbocharger only at a sufficiently large Ratio of the speed of the switching exhaust gas turbocharger to the speed of the base exhaust gas turbocharger takes place. The dependence of the rotational speeds on one another is thus directly implemented by the ratio of these as operating parameters for the control. Advantageously, the ratio itself is polled cyclically for the control method and stored in a memory, for example in percentages. The ratio can be multiplied by also queried values of the speed of the base exhaust gas turbocharger and the result of the multiplication can be used to determine the triggering of the second Zuschaltignals. With this rule rule, an air-compressing load operation of the switching exhaust gas turbocharger can be switched on virtually without appreciable torque weakness and / or power slump; Nevertheless, the connection process can be comparatively reliably and with still little computational effort and efficiently adjust.

The first and second partial variants of the development can be used independently of one another and preferably in combination with one another to realize an improved control of a register charge, in particular an improved shift behavior of the shift exhaust gas turbocharger. As a result, even in heavy vehicles with high-turbocharged engines and comparatively small cylinder capacity, a significantly improved regulation for a register charge is achieved. The transient dynamic handling even in heavy vehicles, especially heavy commercial vehicles or military vehicles, is significantly improved because the supercharger switching state is adjusted depending on the load condition of the engine and additionally depending on a speed of the engine and / or the speed of the base or switching exhaust gas turbocharger , Overall, a significant reduction of a boost pressure when switching the switching exhaust gas turbocharger is determined in the context of the realization of the development.

It has proven to be preferred that the exhaust gas switching device is formed as an exhaust valve, which can be actuated by the first Zuschaltsignal and / or the charge air switching device is formed as a charge air damper, which is actuated by the second Zuschaltsignal. Basically, valves or the like actuators can be used as a switching device; However, flaps have proven to be comparatively easy to maintain and easy to control.

In the context of a particularly preferred development, at least the base turbine and / or the switching turbine is a turbine with variable turbine geometry. A turbine with variable turbine geometry is designed - suitable in particular for low exhaust gas flows - to counter the flow of a denser cross section and higher flow resistance (closed geometry) and designed - suitable in particular for high exhaust gas flows - the flow a more open cross section and lower flow resistance (open geometry) to oppose; This can be achieved, for example, by adjusting the turbine blades against the flow.

Embodiments of the invention will now be described below with reference to the drawing in comparison with the prior art, which is also partly shown. This is not necessarily to scale the embodiments, but the drawing, where appropriate for explanation, in schematized and / or slightly distorted shape executed. With regard to additions to the teachings directly recognizable from the drawing reference is made to the relevant prior art. It should be noted that various modifications and changes may be made in the form and detail of an embodiment without departing from the general idea of the invention. The features disclosed in the description, in the drawing and in the claims features of the invention may be essential both individually and in any combination for the development of the invention. In addition, all combinations of at least two of the features disclosed in the description, the drawings and / or the claims fall within the scope of the invention. The general idea of the invention is not limited to the exact form or detail of the preferred embodiment shown and described below or limited to an object which would be limited in comparison with the subject matter claimed in the claims. For the given design ranges, values within the stated limits should also be disclosed as limit values and arbitrarily usable and claimable. Further advantages, features and details of the invention will become apparent from the following description of the preferred embodiments and from the drawing; this shows in:

In detail, the drawing shows in:

1 a schematic representation of an internal combustion engine having an engine and an exhaust gas turbocharger group for displaying a Registeraufladung, in which an electronic control device is provided for controlling the internal combustion engine having an electronic charge control module and a module of an electronic transmission control, which present a transmission with associated with six gear ratios;

2 : different characteristics of an accelerator pedal position as a function of a transmission-off speed;

3 : a three-dimensional characteristic field for displaying a vitality signal indicative of the vitality reserve of the engine as a function of two operating parameters influencing the vitality reserve of the internal combustion engine, namely the engine speed (nMOT) and a supercharging pressure, here a charge air pressure (pLL),

1 schematically shows an internal combustion engine 1000 with an exhaust turbocharger group 100 a motor 200 and with a charge management system designed to guide exhaust gas AG and charge air LL 300 and a gearbox 500 , Next shows 1 schematically the availability of signaling on a data bus 430 CAN. To the data bus 430 is an engine control unit 400 as well as an electronic loader control module (ELS) 410 and an electronic transmission control module (EGS) 420 tethered. On the data bus 430 are thus data concerning the supercharger operating state, and the transmission operating state.

In the present case is the engine 200 with an engine block 210 and a V-arrangement of ten cylinders, namely the cylinders A1 to A5 on an A-side A and cylinders B1 to B5 on a B-side B of the engine block 210 , About the exhaust turbocharger group 100 and the charging system 300 Charge air LL can overflow the cylinders on the engine block 210 connected charge air manifold 220A . 220B be supplied. Specifically, charge air LL is in a charge air duct 310 the charge air manifolds 220A . 220B about not shown in detail branch lines. The charge air LL is compressed together with injected fuel of a certain injection quantity qV at each compression phase of the crankshaft in the cylinders and serves to burn the fuel. The combustion products are called exhaust AG via exhaust manifold 230A . 230B back to the charging system 300 issued. The exhaust AG is from the exhaust manifolds 230A . 230B in an exhaust system 320 taken and over the exhaust turbocharger 100 discharged to the environment.

That from the engine 200 generated torque is at the power side via the crankshaft to the transmission 500 passed, the implementation of the other powertrain (transmission, final drive, drive shafts) has six grades.

For controlling the internal combustion engine is a vehicle control (called ECU or ADEC) 400 and a data bus 430 provided in the form of a bus system (CAN). With the vehicle control 400 is over the data bus 430 also an electronic transmission control module 420 and an electronic loader control module 410 connected.

Specifically, the exhaust turbocharger is 100 as a register charge with a first exhaust gas turbocharger in the form of a base exhaust gas turbocharger 110 and a second exhaust gas turbocharger in the form of a switching exhaust gas turbocharger 120 educated. The basic turbocharger 110 has a base compressor 111 for charge air LL and a base turbine 112 with variable turbine geometry VTG1 for exhaust gas AG. The shift turbocharger 120 has a shift compressor 121 and a switching turbine 122 with variable turbine geometry VTG2 for exhaust gas AG. The shift turbocharger 120 is via a switching device 130 in addition to the, basically permanently operated, base turbocharger 110 switchable. The switching device 130 has a charge air switching device provided with a first regulator R1 131 in a switching part line 312 the charge air duct 310 on top of a base cargo air duct 311 branches. In addition, one of the switching turbine 122 associated exhaust switching device 132 with a second regulator R2 in a Abgasschaltteilleitung 322 provided by an exhaust gas pipe 321 branches.

The first and second regulators R1, R2 and variable turbine geometry control elements VTG1, VTG2 are connected to the vehicle control via corresponding control lines 400 via electronic loader control module 410 connected to the electronic charger control ELS. These are appropriate control lines 411 . 412 of the data bus 430 (eg CAN bus or ADEC) between the loader control module 410 and the regulators R1, R2 and the variable turbine geometry position elements VTG1, VTG2, respectively.

In the present case, charge air LL is supplied via a base charge air duct 311 , a base compressor 111 supplied via one of exhaust AG in the base exhaust gas guide 321 powered base turbine 112 is driven. The compressed charge air LL is in a heat exchanger 330 cooled and further in the charge air duct 310 - As previously explained - the charge air manifolds 220A . 220B and the cylinders A1 to A5 and B1 to B5, respectively. The basic turbocharger 110 is operated load-dependent with changing speeds nATL1.

In the connection mode of the exhaust turbocharger group 100 becomes the switching turbocharger 120 initially in idle mode under the leadership of Abgas AG via the switching turbine 122 without guidance of charge air LL via the shift compressor 121 operated as soon as it is detected that a limit of a first parameter characteristic is reached; ie in the acceleration process with increasing speed nATL2 when overcoming the inertia and without additional load, since initially no charge air LL on the shift compressor 121 is compressed. For this opens the switching turbine 122 associated exhaust switching device 132 , The shift turbocharger 120 can thus be accelerated relatively quickly without compressor work and still can - if necessary - exhaust AG are effectively blown off. As the amount of exhaust gas continues to increase, so too will the shift compressor 121 assigned charge air switching device 131 opened and the operation of the switching exhaust gas turbocharger 120 is activated under air compression, ie as load operation, as soon as it is detected that a limit value of a second parameter characteristic has been reached.

Activation of the switching exhaust gas turbocharger 120 - That in this case the opening of a charge air flap to form the charge air switching device 131 and then an exhaust flap to form the exhaust switching device 132 - It is cleanly veneered and only under comparatively low boost pressure loss.

2 shows exemplary and symbolically different characteristics of an accelerator pedal position FP in response to a transmission-off speed, which illustrate an upshift HS, a downshift RS and a delayed downshift RS0. A first characteristic curve FP-HS, which represents an upshifting operation, provides that the accelerator-off speed increases above a kickdown point in the range KD-HS with a greater gradient and then further increases for the further increase of the accelerator pedal position. Qualitatively similar, but in the opposite direction, is a characteristic FP-RS, which describes the accelerator pedal position in a downshift. On the one hand, the downshifting process takes place at lower transmission-side rotational speeds and, on the other hand, the downshift kickdown region KD-RS is arranged at accelerator pedal positions higher than during the upshifting process.

According to the present concept, it has been recognized that the upshift characteristic FP-HS and the downshift characteristic FP-RS are comparatively close to each other, so that in particular in a driving operation at high load - such as in a terrain area with variable high load demand - pendulum switching operations can occur due to a transmission-side speed fluctuates in the kickdown areas KD-HS and KD-RS; In any case, a tendency to shuttle switching operations in these and other situations with comparatively close lying characteristics can not be safely excluded. Disadvantageously, an automatic transmission could constantly switch between a lower gear and a higher gear back and forth, so perform pedal switching operations. This does not just lead to one unfavorable driving behavior but represents a serious limitation when driving under high load, which, if necessary, can lead to the fact that the load request can not be guaranteed in the result.

The basis of 3 In a preferred embodiment realized concept of the invention makes it possible by means of a vitality reserve of the internal combustion engine 1000 indicative vitality signal, that with sufficient vitality reserve of the same, the switch-back characteristic KD-RS is reduced to lower, gearbox-side speeds to a deceleration characteristic KD-RS0, the 2 is shown in dashed lines.

As a result, the rotational speed difference between an upshift HS and a downshift RS0 increases by a sufficient amount, so that pendulum circuits, in particular in a critical kickdown area KD, are practically excluded. In the present case, a downshift limit value of a speed parameter, namely a speed of a gearbox side nAB for a certain gear ratio is maintained as a function of the vitality signal - ie executed according to the downshift characteristic KD-RS - or lowered to a deceleration limit value - ie according to the lowered characteristic KD-RS0 executed. The downshift limit value on the lowered characteristic KD-RS0 is below the downshift limit value of the normal downshift characteristic KD-RS with regard to the transmission-side speed nAB. How out 3 it can be seen, the determination of a vitality signal in dependence on two operating parameters influencing the vitality reserve of the internal combustion engine, namely in the present case an engine speed nMOT and a charge air pressure pLL.

It is ensured that the downshifting behavior is decelerated from a higher gear to a lower gear only for a group of higher gears - namely, a group of gears, which includes the sixth, fifth and fourth gears. Likewise, a downshift can be made only in a group of lower gears - namely, the fifth, fourth, third and second gear ratios here. This ensures that the normal and heavily load-fluctuating dependent driving behavior at the lower gear ratios one, two and the reverse gear stages according to the normal characteristic, d. H. normal reset characteristic KD-RS and the upshift characteristic KD-HS.

Also, it's like going on 3 it can be seen that a switch-back delay is only allowed for an engine speed range between 2,000 rpm and 3,100 rpm; ie a speed range with a sufficient increase in torque. Likewise, a switch-back delay is provided only in a range of a supercharging pressure between 2 bar to 3.1 bar. The lower limits are in 3 symbolically drawn. A limit value characteristic GWKL is also drawn in which, taking motor speed nMOT and charge air values pLL into account, separates a half level of sufficiently good vitality values from a half level of insufficient vitality values. In the latter case, a digital vitality signal is set to 0. In the former case, ie above the limit value line GWKL, the vitality signal can be set to 1.

In addition, in the present case, it is considered that in any case an engine speed should be above nMOTmin = 2,000 rpm and a charge air value should be above pLLmin = 2bar. As a result, a vitality signal for indexing a sufficient vitality reserve of the engine is only in the in 3 hatched area set to a logical "1". If, in such a case, additionally the gear stage six, five, four or three are signaled, a switch-back delay by means of the lowered characteristic KD-RS0 of the 2 be implemented.

An in 3 shown three-dimensional characteristic field can be performed, for example, between engine speeds of 2,000 revolutions per minute and 3,100 revolutions per minute with support points in 100ter steps and in a charge air pressure range between 2 bar and 3.1 bar with support points in 0.1 bar steps are performed. A vitality signal displayed on the Z axis is executed with a digital value of 0 or 1 for all nodes. Overall, this results in a 12 × 12 × 2 matrix as a three-dimensional characteristic field for representing a vitality signal as a function of the engine speed and the charge air pressure.

In the event of a sensor failure such as a failure of a boost pressure sensor or a speed sensor or any other defect in the control, the normal characteristic curve KD-RS and KD-HS must be assumed.

Specifically, the vitality signal is transmitted on a CAN data bus and includes, with further enhancement, a 2-bit value, as follows: 0 0 Downshift enabled (not vital - vitality signal 0) 0 1 Delay downshift (vital - vitality signal 1) 1 0 not used 1 1 not available

In addition, a 1-bit signal may be provided which indicates whether for an internal combustion engine 1000 Vital data are available or if vital data are not available (available 0, not available 1).

• – seitens der Turboaufladevorrichtung auf den CAN-Datenbus gegebene Vitaldaten (pLL) sind vorhanden;
• – eine getriebeseitige Auswertung gemäß 3 sieht vor, dass ein Vitalitätssignal auf 1 signalisiert wird;
• – eine Rückschaltverzögerung ist derart vorgesehen, dass erst bei einer Motordrehzahl nMOT von 2.555 U/min von einer höheren Gangstufe auf eine niedrige Gangstufe betreffend die Gänge sechs, fünf und vier geschaltet wird.

In a particularly simple embodiment, for example, the following can be considered: motor motor data (nMOT) given on the motor side to the CAN data bus;

• - On the part of the turbocharger on the CAN data bus given vital data (pLL) are available;
• - A transmission-side evaluation according to 3 provides that a vitality signal is signaled to 1;
• - A switch-back delay is provided so that only at an engine speed nMOT of 2.555 U / min is switched from a higher gear to a lower gear with respect to the gears six, five and four.

LIST OF REFERENCE NUMBERS

100

 Exhaust Turboaufladegruppe

110

 Basic turbocharger

111

 base compressor

112

 basic turbine

120

 Switching turbocharger

121

 switching compressor

122

 switching turbine

130

 switching device

131

 Charge air switching device

132

 Exhaust switching device

200

 engine

210

 block

220A, 220B

 Ladeluftkrümmer

300

 Loading guide system

310

 Charge air ducting

311

 Base charge air ducting

312

 Exhaust switching device

310

 Charge air ducting

321

 Basic flue

322

 Exhaust switching subline

330

 heat exchangers

400

 vehicle control

410

 Loader control module

411

 control line

412

 control line

420

 Transmission control module

430

 bus

500

 transmission

1000

 Internal combustion engine

A1, B1

 first cylinder

A2, B2

 second cylinder

A3, B3

 third cylinder

A4, B4

 fourth cylinder

AG

 exhaust

FP

 Accelerator pedal position

FP-HS

 representative characteristic

FP-RS

 curve

HS

 Upshift

KD HS

 Kickdown point

KD-RS

 Downshift kickdown range

LL

 charge air

nATL1, nTAL2

 speeds

nMOT

 Engine speed

pLL

 Boost Pressure

qV

 Injection quantity

RS

 regulator

RS0

 delayed downshift

RS1

 first controller

RS2

 second controller

VTG1, VTG2

 turbine geometry

KD-RS0

 Delay Characteristic

GWKL

 Limit curve

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 10308075 B4 [0004]
• US 5351486 A1 [0007]
• DE 199285150 A1 [0011]
• DE 4419753 A1 [0012]
• DE 4325296 A1 [0013]
• DE 4120566 A1 [0014]
• DE 4120303 A1 [0015]

Claims (21)

Method for controlling an internal combustion engine ( 1000 ) with an engine, an exhaust turbocharger group having a base exhaust gas turbocharger and a switching exhaust gas turbocharger for the engine, wherein the switching exhaust gas turbocharger is adapted to be operated in addition to the base exhaust gas turbocharger, and a transmission having a number of Speeds, in particular for the controlled shifting of the transmission and / or for the controlled operation of the engine and / or a controlled circuit of the charging of the internal combustion engine ( 1000 ), wherein - a gear stage of the transmission is switched as a function of a limit value of a speed parameter, characterized in that: - a vitality reserve indicative of the vitality reserve of an internal combustion engine is signaled, and - a downshift limit value of a speed parameter for a gear ratio, depending on the vitality signal , maintained or lowered to a deceleration threshold that is below the switchback threshold. A method according to claim 1, characterized in that the vitality signal is determined as a function of at least two the vitality reserve of the internal combustion engine influencing operating parameters, in particular a first is an operating parameter of the engine and a second is an operating parameter of the turbocharger. A method according to claim 2, characterized in that the two operating parameters influencing the vitality reserve of the internal combustion engine are an engine speed (nMOT) and a supercharging pressure, in particular a charge air pressure (pLL). Method according to one of the preceding claims, characterized in that by means of the vitality signal is displayed whether a vitality reserve of the engine is present or not present, in particular that a vitality reserve of the engine is present when an engine speed is above a vitality limit of the engine speed and the supercharging pressure above a vitality limit of Charge pressure is. Method according to one of the preceding claims, characterized in that a gear stage of the transmission is signaled and the downshift limit value and / or the deceleration limit value are dependent on the gear ratio. Method according to one of the preceding claims, characterized in that the downshift limit value and / or deceleration limit value of the speed parameter, in particular specific for a gear ratio of the transmission, a transmission-side transmission speed or an engine speed. Method according to one of the preceding claims, characterized in that a reduction of the downshift limit value to a deceleration limit value for a third or higher gear is made, in particular limited to a third or higher gear. Method according to one of the preceding claims, characterized in that an operating parameter influencing the vitality reserve of the internal combustion engine is signaled by the engine on the engine side and / or an operating parameter influencing the vitality reserve of the internal combustion engine from the exhaust gas turbocharger to a data bus and evaluated on the transmission side generating the vitality signal. Method according to one of the preceding claims, characterized in that the vitality signal and two operating parameters influencing the vitality reserve of the internal combustion engine are defined within the framework of an at least three-dimensional characteristic field. Method according to one of the preceding claims, characterized in that a switch-back delay in a range of engine speed (nMOT) above 2000 U / min, in particular up to 3100U / min, is allowed. Method according to one of the preceding claims, characterized in that a switch-back delay in a range of a supercharging pressure between 2.0 bar to 3.1 bar is allowed. Method according to one of the preceding claims, characterized in that a switch-back delay is implemented by means of a parameter characteristic which is a function of an accelerator pedal position as a function of a transmission-side gearbox rotational speed or engine rotational speed and a Downshift even above a lowered downshift threshold characterizing lowered parameter characteristic (KD0) is allowed, especially instead of above a normal downshift characterizing parameter characteristic (KD), the lowered parameter characteristic (KD0) runs at lower speeds than the normal parameters Characteristic curve (KD). Method according to one of the preceding claims, characterized in that the lowered parameter characteristic in an upper speed range above a first minimum accelerator pedal position (90%) and the normal parameter characteristic is above a second minimum accelerator pedal position (80%), wherein the first minimum accelerator pedal position (90%) is greater than the second minimum accelerator pedal position (80%). Method according to one of the preceding claims, characterized in that a downshift from a higher gear to a lower gear is then not delayed - that is released - when a defect is detected, in particular a data bus defect and / or sensor defect, in particular for a boost pressure sensor and / or a speed sensor is detected. Method according to one of the preceding claims, characterized in that The base exhaust gas turbocharger has a base compressor for charge air and a base turbine for exhaust gas, wherein the base turbine is designed to drive the base compressor, - The switching exhaust gas turbocharger having a switching compressor for charge air and a switching turbine for exhaust gas, wherein the switching turbine is adapted to drive the switching compressor, and wherein - The switching exhaust gas turbocharger is designed to be operated in addition to the base exhaust gas turbocharger, wherein: - The operation of the base exhaust gas turbocharger and / or switching exhaust gas turbocharger, in particular the switching exhaust gas turbocharger, the exhaust turbocharger is switched depending on the values of at least one parameter group of at least two operating parameters, in particular activated and / or deactivated. Method according to one of claims 1 to 15 further comprising the steps: - Operating the base exhaust gas turbocharger with changing speeds (nATL1); Detecting a limit value of a first parameter characteristic, in particular a limit value speed (GW-nATL1) of the base exhaust-gas turbocharger and / or a limit-speed (GW-nMOT) of the engine; - Operating the switching exhaust gas turbocharger in idle under the guidance of exhaust gas via the switching turbine without guidance of charge air via the switching compressor; - Detecting a limit value of a second parameter characteristic - Operating the switching exhaust gas turbocharger under air compression under the guidance of exhaust gas via the switching turbine and guiding charge air via the switching compressor. Method according to one of the preceding claims, characterized in that an operation of the switching exhaust gas turbocharger is signaled in addition to the base exhaust gas turbocharger. Method according to one of claims 1 to 17, characterized in that the operation of the switching exhaust gas turbocharger is activated in idle depending on the values of a first parameter group of operating parameters, which consists of the operating parameters: a speed (nATL1) of the base exhaust gas turbocharger, a speed (nMOT) of the engine and a load-determining operating parameter of the engine, in particular an injection quantity (qV), in particular a desired or actual value of the injection quantity (qV). Method according to one of claims 1 to 18, characterized in that the operation of the switching exhaust gas turbocharger is activated under air compression as a function of the values of a second parameter group of operating parameters, which consists of the operating parameters: a speed (nATL2) of the switching exhaust gas turbocharger, a speed (nATL1) of the base exhaust gas turbocharger, in particular a ratio thereof, and a rotational speed (nMOT) of the engine. A control device for an internal combustion engine having a control unit, wherein the control unit is configured to control the exhaust gas turbocharger according to one of the methods according to one of claims 1 to 19. An internal combustion engine having an exhaust turbocharger and a control device, wherein the control device is configured to control the exhaust turbocharger according to one of the methods of any one of claims 1 to 19.

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