Classifications

• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D41/00—Electrical control of supply of combustible mixture or its constituents
  • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
  • F02D41/0047—Controlling exhaust gas recirculation [EGR]
  • F02D41/0065—Specific aspects of external EGR control
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
  • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
  • F02B37/12—Control of the pumps
  • F02B37/18—Control of the pumps by bypassing exhaust from the inlet to the outlet of turbine or to the atmosphere
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
  • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
  • F02B37/12—Control of the pumps
  • F02B37/24—Control of the pumps by using pumps or turbines with adjustable guide vanes
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D23/00—Controlling engines characterised by their being supercharged
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D41/00—Electrical control of supply of combustible mixture or its constituents
  • F02D41/0002—Controlling intake air
  • F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D41/00—Electrical control of supply of combustible mixture or its constituents
  • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
  • F02D41/0047—Controlling exhaust gas recirculation [EGR]
  • F02D41/005—Controlling exhaust gas recirculation [EGR] according to engine operating conditions
  • F02D41/0052—Feedback control of engine parameters, e.g. for control of air/fuel ratio or intake air amount
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
  • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
  • F02B29/04—Cooling of air intake supply
  • F02B29/0406—Layout of the intake air cooling or coolant circuit
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D41/00—Electrical control of supply of combustible mixture or its constituents
  • F02D41/02—Circuit arrangements for generating control signals
  • F02D41/14—Introducing closed-loop corrections
  • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
  • F02D2041/1413—Controller structures or design
  • F02D2041/1418—Several control loops, either as alternatives or simultaneous
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D41/00—Electrical control of supply of combustible mixture or its constituents
  • F02D41/02—Circuit arrangements for generating control signals
  • F02D41/14—Introducing closed-loop corrections
  • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
  • F02D2041/1413—Controller structures or design
  • F02D2041/1427—Decoupling, i.e. using a feedback such that one output is controlled by only one input
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D41/00—Electrical control of supply of combustible mixture or its constituents
  • F02D41/02—Circuit arrangements for generating control signals
  • F02D41/14—Introducing closed-loop corrections
  • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
  • F02D2041/1413—Controller structures or design
  • F02D2041/1432—Controller structures or design the system including a filter, e.g. a low pass or high pass filter
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
  • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
  • F02M26/02—EGR systems specially adapted for supercharged engines
  • F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
  • F02M26/05—High pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust system upstream of the turbine and reintroduced into the intake system downstream of the compressor
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
  • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
  • F02M26/02—EGR systems specially adapted for supercharged engines
  • F02M26/09—Constructional details, e.g. structural combinations of EGR systems and supercharger systems; Arrangement of the EGR and supercharger systems with respect to the engine
  • F02M26/10—Constructional details, e.g. structural combinations of EGR systems and supercharger systems; Arrangement of the EGR and supercharger systems with respect to the engine having means to increase the pressure difference between the exhaust and intake system, e.g. venturis, variable geometry turbines, check valves using pressure pulsations or throttles in the air intake or exhaust system
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
  • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
  • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
  • F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
  • F02M26/23—Layout, e.g. schematics
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
  • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
  • F02M26/45—Sensors specially adapted for EGR systems
  • F02M26/48—EGR valve position sensors
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/10—Internal combustion engine [ICE] based vehicles
  • Y02T10/12—Improving ICE efficiencies
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/10—Internal combustion engine [ICE] based vehicles
  • Y02T10/40—Engine management systems

Definitions

• the invention relates to a device for controlling an internal combustion engine.
• the object of the invention is to provide a device for controlling an internal combustion engine, which enables low-emission operation of the internal combustion engine.
• the problem is solved by the features of independent Pa ⁇ tent fries.
• the invention is characterized by a device for controlling an internal combustion engine with an exhaust gas turbocharger, which comprises an exhaust gas turbocharger actuator, and with an exhaust gas recirculation device comprising an exhaust gas recirculation valve.
• the control device comprises an exhaust-gas turbocharger precontrol which determines a pilot-control manipulated variable exhaust backpressure as a function of at least one operating variable of the internal combustion engine.
• Operating variables include both measured variables and any quantities derived therefrom.
• an exhaust gas turbocharger controller is provided, which determines a control actuating variable exhaust backpressure as a function of a desired boost pressure and an actual boost pressure.
• an exhaust gas recirculation feedforward control which determines a pilot control manipulated variable exhaust gas recirculation mass flow as a function of at least one operating variable of the internal combustion engine.
• An exhaust gas recirculation regulator is provided, which determines a control manipulated variable exhaust gas recirculation mass flow depending on a desired air mass flow and an actual air mass flow.
• the apparatus further comprises a first decoupling unit, which determines a decoupling mass flow in an exhaust tract downstream of an exhaust gas recirculation branch of the exhaust gas recirculation device, depending on the pilot control manipulated variable exhaust gas recirculation mass flow and the control manipulated variable exhaust gas recirculation mass flow.
• the device further comprises a second decoupling unit, which determines a decoupling exhaust gas counterpressure, specifically as a function of the pilot control variable exhaust back pressure and the control variable exhaust backpressure.
• a first conversion unit is provided, which determines an actuating signal for the exhaust gas turbocharger actuator as a function of the pilot control actuating variable exhaust gas backpressure, the control actuating variable exhaust back pressure and the decoupling mass flow.
• a second conversion unit which generates an actuating signal for the exhaust gas recirculation valve as a function of the pilot control manipulated variable exhaust gas recirculation mass flow, the gel manipulated variable exhaust gas recirculation mass flow and the decoupling exhaust back pressure determined.
• the invention thus makes use of the realization that by the choice of input and output variables in practice a particularly reliable and precise decoupling of the exhaust turbocharger ⁇ and the exhaust gas recirculation device is easily possible decoupling units.
• the turbocharger and the exhaust gas recirculation device can so ⁇ probably the boost pressure can be precisely adjusted very and the air mass flow or the exhaust gas recirculation mass flow easily even with a simultaneous operation.
• a precise setting of a desired torque to be output by the internal combustion engine can thus also be achieved.
• an estimation unit which comprises a physical model of the internal combustion engine, which is designed to Ermit ⁇ means of estimating the mass flow in the exhaust tract downstream of the exhaust gas recirculation branch, depending on at least one operating variable of the internal combustion engine, and is further configured to determine an estimated value of the ex ⁇ gas back pressure, depending for determining the decoupling mass flow depending on the estimated value of the mass flow in the exhaust gas tract ⁇ downstream of at least is one operating variable of the internal combustion engine, wherein the first decoupling unit being ⁇ forms Windmine the exhaust gas recirculation branch and / or the second decoupling unit is adapted for determining a function of the decoupling exhaust gas back pressure of the estimated value of Abgasge ⁇ quietly rucks.
• the decoupling mass flow and / or the decoupling exhaust back pressure can be determined even more precisely, and thus also the target charge pressure and the desired air mass flow can be set even more accurately.
• the first decoupling unit comprises a high-pass filter, with ⁇ means of which the sum of the pilot control Stell supportiven- Abgasschreib GmbHmassenstroms and the crizstell supportiven- Abgasschreibschenmassenstroms is filtered.
• the first Entkopp ⁇ is development unit designed to determine a function of the filtered summation signal of the actuating variable exhaust gas recirculation mass flow to decision-coupling mass flow.
• the knowledge is utilized, that the estimated values of the mass flow, the ermit means of the physical model of the internal combustion engine are telt ⁇ , outside a high-frequency range are very precise.
• the sum signal interventions of Ab ⁇ gas recirculation which are imminent, very precise. It is so easy to predict actuator movements and thus to respond almost instantaneously and thus to allow a very precise adjustment of the target boost pressure.
• the first decision ⁇ formed coupling unit determines the decoupling mass flow depending on the filtered sum signal of the manipulated variable exhaust-gas recirculation mass flow, weighted with a predetermined weighting factor. In this way, an even more precise adjustment of the desired charge pressure can be ensured by a suitable choice of the weighting factor.
• the second decoupling unit comprises a high-pass filter, with ⁇ of which the sum of the pilot control Stelluban- exhaust backpressure and the control manipulated variable Abgasarnatess ge ⁇ filtered, and the second decoupling unit is formed, depending on the filtered sum signal of the manipulated variable exhaust back pressure to determine the decoupling exhaust back pressure.
• the knowledge is used that the determined by means of the physical model of the internal combustion engine Estimation of the mass flow in the exhaust tract downstream of the exhaust gas recirculation branch outside a high-frequency range is very precise. Furthermore, the knowledge is used that the sum signal of the manipulated variable exhaust backpressure interventions of Ab ⁇ gas turbocharger actuator, which are particularly imminent ⁇ very accurately maps and thus a nearly delay ⁇ free reaction of the exhaust gas recirculation valve to an engagement of the exhaust gas turbocharger actuator easily possible is. In this way, thus, the desired air mass flow can be adjusted extremely precisely.
• the second decoupling unit is designed to determine the decoupling exhaust back pressure as a function of the filtered sum signal of the manipulated variable exhaust back pressure, weighted with a predetermined weighting factor. In this way, an even more precise adjustment of the desired air mass flow can be ensured by a suitable choice of the weighting factor.
• the exhaust gas turbocharger comprises a turbine with variable turbine geometry, a turbine geometry actuator and a waste gate valve.
• the first conversion unit is designed to generate an actuating signal for the turbine geometry actuator in the sense of varying the free flow cross section of the turbine and for generating an actuating signal for the wastegate valve.
• the sum signal manipulated variable-exhaust back pressure is converted up to a threshold value by variation of the free flow cross-section with closed waste gate valve. From the threshold value, the sum signal manipulated variable-exhaust back pressure is varied by varying an opening degree of the waste gate valve, while maintaining the free flow cross section of the turbine.
• the charging comprises series-connected first and second tur ⁇ bine, each associated with a waste gate valve or a variable turbine geometry as an actuator.
• the conversion ⁇ unit is configured to generate a first actuator for the actuator of the first turbine and for generating a second control signal for the actuator of the second turbine.
• the sum signal manipulated variable-exhaust back pressure is converted up to a threshold value by variation of the first actuator at a fixed position of the second actuator. From the first threshold value, the sum signal manipulated variable-exhaust back pressure is converted by variation of the second actuator at a fixed position of the first actuator. In this way, a very precise setting of the desired exhaust backpressure by means of the exhaust ⁇ turbocharger is possible.
• FIG. 2 is a block diagram of the control device
• FIG. 3 shows a more detailed illustration of individual blocks of the block diagram according to FIG. 2,
• Figure 4 is a modified internal combustion engine.
• An internal combustion engine (FIG. 1) comprises an intake tract 1, an engine block 2, a cylinder head and an exhaust tract 4.
• the intake tract 1 can communicate with the ambient air via an air filter 5.
• the intake tract 1 further comprises a Compressor 7 of an exhaust gas turbocharger, further comprising a charge air cooler 9, a throttle valve 11, a collector 13 and suction pipes 15 which extend from the collector 13 to cylinders in the engine block 2.
• the engine block comprises a crankshaft, which is coupled via a Pleu ⁇ elstange with the piston of the respective cylinder.
• the cylinder head includes a valvetrain with gas inlet and exhaust valves. Further, the cylinder head includes injectors 18 associated with the respective cylinders.
• the exhaust tract 4 comprises a turbine, which is part of the exhaust turbo ⁇ loader.
• the turbine 20 is associated with an exhaust gas turbocharger actuator 22.
• the exhaust gas turbocharger actuator 22 may also be assigned directly to the compressor 7.
• the exhaust gas turbocharger actuator may be, for example, a turbine geometry actuator, if the turbine 20 has a variable turbine geometry ⁇ . However, it may also be a wastegate valve disposed in bypass to the turbine 20. It may also be arranged in a bypass to the compressor 11.
• the exhaust tract 4 further comprises an exhaust gas catalytic converter 24 and / or a particle filter. In addition, it preferably includes a muffler 26.
• a branch 28 of an exhaust gas recirculation line 30 is formed in the exhaust tract 4.
• the exhaust-gas guide device is formed for recirculating exhaust gases which are discharged to the respective combustion process of each cylinder of the internal combustion engine in the exhaust gas duct 4, to ⁇ back into the collector. 13 Further, a control device 34 is provided, which are assigned sensors which detect different measurement variables and each ⁇ wells determine the value of the measurand.
• the control device 34 determines dependent on at least one of the measured variables manipulated variables, which are then converted into one or more actuating signals for controlling the actuators of the internal combustion engine by means of corresponding Stel ⁇ lantriebe.
• the control device 34 may also be referred to as a device for controlling the internal combustion engine.
• the sensors are a pedal position sensor 36, which detects an accelerator pedal position of an accelerator pedal 38, an air mass sensor 40, which detects an air mass flow in the intake tract 1, a first temperature sensor 44, which detects an intake air temperature, a boost pressure sensor 46, which detects a boost pressure, a crankshaft angle sensor 48 , which detects a crankshaft angle, which is then assigned a speed.
• Fer ⁇ ner is a second temperature sensor 50 is provided, which detects a coolant temperature of the internal combustion engine.
• an exhaust gas turbocharger sensor 52 is provided, for example, a position of the variable turbine geometry or a position or opening degree of the waste gate valve ⁇ he holds.
• an exhaust gas recirculation valve sensor 54 that detects a position or an opening degree of the exhaust gas recirculation valve is provided.
• any subset of said sensors may be present or there may be additional sensors present.
• the actuators are designed, for example, as the throttle flap 11, the intercooler 9, the exhaust gas turbocharger actuator 22, the exhaust gas recirculation valve 33, the cooling device 32 or the injection valve 18.
• the dung relevant to the OF INVENTION ⁇ functions of the control device 34 are illustrated with reference to the block diagram of FIG. 2 However, the control device 34 preferably also includes further functions in connection with the control of the internal combustion engine.
• a block Bl includes an exhaust gas turbocharger feedforward control.
• the exhaust-gas turbocharger precontrol is designed to determine a pre-control manipulated variable exhaust backpressure PRE_SG_PEXH as a function of at least one operating variable BG of the internal combustion engine.
• Operating variables include not only the measured variables but also derived from these variables.
• the feedforward control may comprise, for example, one or more characteristic fields.
• a block B3 includes a turbocharger controller, which is preferably a P, PI or a PID controller and the control difference as a difference between a target supercharging pressure and ei BP_SP ⁇ nes actual boost pressure BP_AV is supplied.
• the output of block B3 is a control manipulated variable exhaust back pressure FB_SG_PEXH.
• a block B5 comprises an exhaust gas recirculation control, which is designed to determine a pilot control manipulated variable exhaust gas recirculation mass flow PRE_SG_EGR depending on at least one operating variable BG.
• the block B5 preferably comprises at least one characteristic map.
• a block B7 comprises an exhaust gas recirculation regulator, which is formed for example as a P, PI or PID controller whose control ⁇ difference a difference between a target air mass flow in the on ⁇ suction tract and an actual air mass flow MAF_AV is.
• the off ⁇ output variable of the block B7 is a control-manipulated variable exhaust gas recirculation mass flow FB_SG_EGR.
• a block B9 which comprises a first decoupling unit.
• the first decoupling unit is designed to with a decoupling mass flow MF_DEC in the exhaust tract 4 downstream of the branch 28 of the exhaust gas recirculation line 30 depending on the pilot control variable EGR flow PRE_SG_EGR and the control variable EGR flow FB_SG_EGR.
• the first decoupling unit may include a predetermined correction value to grasp ⁇ which is multiplicatively combined with the sum of the manipulated variable Vor Kunststoffungs- exhaust gas recirculation mass flow PRE_SG_EGR and the control manipulated variable exhaust-gas recirculation mass flow FB_SG_EGR.
• the correction value is preferably predetermined by suitable experiments such that a corresponding decoupling takes place.
• a block BlI which comprises a second decoupling unit.
• the second decoupling unit is ⁇ forms to determine a decoupling exhaust gas back pressure PEXH_DEC and depending on the pilot control actuating variable exhaust gas back pressure PRE_SG_PEXH and the control-manipulated variable exhaust backpressure FB_SG_PEXH.
• this also includes a correction value, which is preferably multiplicatively linked to the sum of the pilot control manipulated variable exhaust back pressure PRE_SG_PEXH and the control manipulated variable exhaust back pressure FB_SG_PEXH.
• the correction value is appropriately selected, and for example, by simulations or experiments it ⁇ averages, and such that a decoupling of the exhaust gas recirculation is carried out means of the exhaust gas turbocharger.
• a block B13 includes a first conversion unit, the out ⁇ forms is for determining at least one control signal Abgasturbolader- ATL_S_SIG. It preferably comprises a block B15 with an inverse physical model of the exhaust side part of the charge. The model is designed so that by means of the sum of the pilot control manipulated variable exhaust backpressure PRE_SG_PEXH and the control manipulated variable Abgasussi horrs FB_SG_PEXH, the decoupling mass flow MF_DEC and preferably at least one wei ⁇ nic operating variable BG of the internal combustion engine an input signal for a block B17 is determined.
• the inverse physical model comprises at least one characteristic map, preferably also a plurality, by means of which, for example, a desired position or position of the exhaust gas turbocharger actuator 22 can be determined.
• the at least one operating variable for example, a Druckver ⁇ ratio after and before the turbine 20 and / or the pressure upstream of the turbine 20 and / or an exhaust temperature and / or a rotational speed of the turbine.
• the block B17 comprises a position control loop for the exhaust gas turbo ⁇ actuator, which is designed to determine the Abgastur ⁇ bolader control signal ATL_S_SIG, depending on the predetermined by the block B15 target position of the exhaust gas turbocharger actuator 22 and preferably depending on the Exhaust gas turbocharger sensor 52 detected actual position or position of the exhaust gas turbocharger actuator 22.
• the position of the Abgasturbola ⁇ the actuator for example, a free flow cross section ⁇ the turbine 20 can be adjusted or an opening ⁇ degree of the waste gate valve.
• a block B19 includes a second conversion unit, the out ⁇ forms is for determining an exhaust gas recirculation valve control signal S_SIG_EGR, depending on the pilot control actuating variable exhaust-gas recirculation mass flow PRE_SG_EGR, the control-manipulated variable exhaust-gas recirculation mass flow FB_SG_EGR, the decoupling exhaust backpressure PEXH_DEC and preferably at least one of Be ⁇ drive size BG of the internal combustion engine.
• the block B19 preferably comprises a block B21 which comprises an inverse physical model of the exhaust gas recirculation device.
• a position of the exhaust gas recirculation valve to be set or an opening degree of the exhaust gas recirculation valve 33 to be set can be determined.
• the model preferably comprises at least one characteristic map and is dependent on the pilot control variable Exhaust gas recirculation mass flow PRE_SG_EGR, the crizstell essentialn- exhaust gas recirculation mass flow FB_SB_EGR, the decoupling exhaust back pressure PEXH_DEC and preferably at least one Be ⁇ drive variable, for example, a pressure ratio of the pressure downstream and upstream of the exhaust gas recirculation valve 33 and / or the temperature of the gas upstream of the exhaust gas recirculation valve 33.
• the second conversion unit B19 further comprises a block B23, which comprises a position control loop for the exhaust gas recirculation valve 33, where ⁇ in the controller of the block B23, the difference of the block B21, for example, predetermined opening degree of Abgasgur ⁇ guide valve and that detected by the exhaust gas recirculation valve sensor 54 Opening degree is supplied.
• the output of block B23 is then the exhaust gas recirculation setpoint signal S_SIG_EGR.
• a throttle-valve signal S_SIG_THR to SET len ⁇ an opening degree of the throttle valve 11 to be adjusted is provided.
• a block B25 which comprises an estimated size unit.
• the estimated value unit includes a physi ⁇ ULTRASONIC model of the internal combustion engine. It is adapted to convey He ⁇ various operating variables of the internal combustion engine and, among other estimates of MF_EST of the mass flow in the exhaust tract 4 downstream of the branch 28 of the exhaust gas recirculation line 30 and estimated values PEXH_EST the exhaust back pressure. It preferably comprises a dynamic physical model of the intake tract, the gas exchange in the cylinders and the Brennvor ⁇ gangs and / or the exhaust tract 4 and / or the Abgaslessness Kunststoffein- direction 30.
• the first decoupling unit of the block B9 is then designed to determine the decoupling mass flow MF_DEC depending on the pilot control manipulated variable exhaust gas recirculation mass flow PRE_SG_EGR, the control manipulated variable exhaust gas recirculation mass flow FB_SG_EGR and the estimated value MF_EST of the mass flow in the off ⁇ gas Consumer 4 downstream of the branch 28th
• the first decoupling unit comprises a first high-pass filter 58 which high-pass filters the sum of the pilot control actuating variable exhaust-gas recirculation mass flow PRE_SG_EGR and the control-manipulated variable exhaust-gas recirculation mass flow FB_SG_EGR, and indeed preferably, the ne ⁇ gative sum, and so a filtered Summensig ⁇ nal SUM_FIL_SG_EGR of the manipulated variable Exhaust gas recirculation mass flow he ⁇ mediates.
• the corner frequency of the high pass filter is preferably set ge ⁇ suitable. The corner frequency depends inter alia preferably on the reaction time of the exhaust gas recirculation valve 33 and thus the exhaust gas recirculation device. It may be particularly advantageous if the high-pass filter also filters out very high frequencies, which represent only interference frequencies of the signal. In this case, it is designed as a bandpass filter and also parameterized suitable.
• the filtered sum signal SUM_FIL_SG_EGR of the manipulated variable exhaust-gas recirculation mass flow is preferably weighted by a weighting ⁇ weighting factor is WF and then additively with the estimated value MF_EST of the mass flow in the exhaust tract 4 downstream of the Ab ⁇ branching linked 28 for decoupling mass flow MF_DEC.
• the weighting factor may also be suitably specified, such. B. by experiments or simulations.
• the parameters of the high-pass filter 58 and the band pass filter can be additionally dependent also on ⁇ of at least one operating variable BG.
• the second decoupling unit is furthermore designed such that it additionally determines the decoupling exhaust gas counterpressure PEXH_DEC as a function of the estimated value PEXH_EST of the exhaust counterpressure.
• It includes for this purpose preferably also a further high-pass filter 59, which is designed to filter the pilot control actuating variable exhaust backpressure PRE_SG_PEXH and the control-manipulated variable backpressure FB_SG_PEXH specifically preferably their sum and determines as a filtered sum signal SUM_FIL_SG_PEXH of controlling variable ⁇ SEN exhaust gas back pressure.
• the Eckfre ⁇ is also frequency of the high pass filter suitably predetermined, prior ⁇ Trains t by appropriate tests or simulations.
• the gefil ⁇ shouldered SUM_FIL_SG_PEXH sum signal of the manipulated variable exhaust back pressure is then preferably weighted with the weighting factor WF.
• the weighting factor may also differ in value from that of block B9.
• the so weighted sum filtered signal SUM_FIL_SG_PEXH the exhaust back pressure is then additively linked with the estimated value of the ex PEXH_EST ⁇ gas back pressure and thus the decoupling exhaust backpressure P_EXH_DEC determined.
• the estimated value of the exhaust back pressure PEXH_EST can easily be ⁇ he continues.
• a pressure sensor for detecting the exhaust backpressure may also be provided.
• the detected exhaust gas counterpressure can then be an input variable of the second decoupling unit as an alternative to the estimated value PEXH_EST of the exhaust backpressure.
• the exhaust gas turbocharger for example, two exhaust gas turbocharger actuators 22 are assigned, which may be, for example, the Turbi ⁇ nengeometrie actuator and the waste gate valve, it is preferably first ensured in block B15 that to exceed a predetermined mass flow threshold THD by the decoupling mass flow MF_DEC initially only the control signal of the turbine geometry actuator is varied in the sense of varying the free flow cross section of Turbi ⁇ ne 20 and only when a threshold THD is exceeded, a control signal for the waste gate valve in the sense of varying an opening degree of Waste gate valve is generated, while maintaining the present when exceeding the threshold value free flow cross section of the turbine 20, which depends on the position of the turbine geometry.
• the internal combustion engine with respect to the exhaust gas turbocharger and a stage circuit of two turbines 60, 62 include associated with first actuator and second actuator such as waste gate valves 64, 66, as shown in Figure 4.
• first actuator and second actuator such as waste gate valves 64, 66, as shown in Figure 4.
• a block B27 is then preferably provided, which is designed in accordance with the block B17 and which is designed to generate an actuating signal S_SIG_WG2 for, for example, the second wastegate valve 66.
• the block B17 is then designed to generate an actuating signal S_SIG_WG1 for for example, the first waste-gate valve 64.
• the control signal S_SIG_WG1 varies for driving the first waste-gate valve 64, and only after exceeding the smoldering ⁇ lenhongs THD while maintaining the opening degree of first waste gate valve 64, the control signal S_SIG_WG2 for controlling the second wastegate valve 66 varies.

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

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• 2005
  • 2005-04-05 DE DE102005015609A patent/DE102005015609B4/de not_active Expired - Fee Related
• 2006
  • 2006-03-28 EP EP06725368A patent/EP1815117A1/de not_active Withdrawn
  • 2006-03-28 WO PCT/EP2006/061107 patent/WO2006106058A1/de not_active Application Discontinuation
  • 2006-03-28 CN CN2006800028462A patent/CN101107435B/zh not_active Expired - Fee Related
  • 2006-03-28 US US11/814,233 patent/US7770392B2/en not_active Expired - Fee Related

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