EP2925987A1 - Method for controlling a double-supercharged combustion engine - Google Patents
Method for controlling a double-supercharged combustion engineInfo
- Publication number
- EP2925987A1 EP2925987A1 EP13789874.8A EP13789874A EP2925987A1 EP 2925987 A1 EP2925987 A1 EP 2925987A1 EP 13789874 A EP13789874 A EP 13789874A EP 2925987 A1 EP2925987 A1 EP 2925987A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- pressure
- compressor
- supercharging
- avcpr
- positive displacement
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Withdrawn
Links
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/04—Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- 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
-
- 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
- F02B29/0412—Multiple heat exchangers arranged in parallel or in series
-
- 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
- F02B29/0418—Layout of the intake air cooling or coolant circuit the intake air cooler having a bypass or multiple flow paths within the heat exchanger to vary the effective heat transfer surface
-
- 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
- F02B37/16—Control of the pumps by bypassing charging air
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/12—Control of the pumps
- F02B37/24—Control of the pumps by using pumps or turbines with adjustable guide vanes
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
- F02B39/02—Drives of pumps; Varying pump drive gear ratio
- F02B39/04—Mechanical drives; Variable-gear-ratio drives
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D23/00—Controlling engines characterised by their being supercharged
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- 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
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- 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
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
- F02B39/02—Drives of pumps; Varying pump drive gear ratio
- F02B39/08—Non-mechanical drives, e.g. fluid drives having variable gear ratio
- F02B39/10—Non-mechanical drives, e.g. fluid drives having variable gear ratio electric
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/04—Engine intake system parameters
- F02D2200/0402—Engine intake system parameters the parameter being determined by using a model of the engine intake or its components
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/04—Engine intake system parameters
- F02D2200/0406—Intake manifold pressure
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/04—Engine intake system parameters
- F02D2200/0414—Air temperature
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
- F02D29/06—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving electric generators
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- 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
- F02M26/06—Low pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust downstream of the turbocharger turbine and reintroduced into the intake system upstream of the compressor
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- 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
Definitions
- the present invention relates to the field of control of thermal engines, in particular for thermal engines equipped with a double supercharging.
- a supercharging of an engine is called increasing the amount of air and fuel mixture in the engine cylinders relative to normal operation.
- the supercharging, and a fortiori the double supercharging can increase the efficiency of a heat engine without changing its speed.
- the engine torque depends on the angle formed between the connecting rod and the crankshaft, the pressure of the gases inside the cylinder, called Effective Mean Pressure (or PME) and the quantity fuel introduced.
- PME Effective Mean Pressure
- the gaseous mixture is compressed at the intake of the engine (essentially comprising air and optionally flue gases).
- This compression can be achieved by the compressor of a turbocharger which is driven by the exhaust gas by means of a turbine, or compression can be effected by a separate mechanical compressor, which can be driven by the crankshaft of the engine.
- Double supercharging is called when the gas mixture at the intake is compressed twice: for example, a first time by a compressor of the turbocharger and a second time by a mechanical compressor located in the engine intake circuit.
- the mechanical compressor dynamically controlled, compensates for the inertia of the turbocharger.
- the boost pressure In order to control the air pressure at the intake, called the boost pressure, it is possible to modify the behavior of the two compressors.
- a valve called bypass valve, which is placed in parallel with the compressor and deflects the air to the compressor according to its opening which is controlled.
- a controlled clutch is inserted between a gearbox and the mechanical compressor. The clutch allows the activation or deactivation of the mechanical compressor.
- the mechanical compressor is disabled for high engine speeds (the limit speed depends on the drive ratio between the crankshaft and the mechanical compressor).
- VVT variable geometry turbine
- the controlled modification of the geometry causes a change in the speed of rotation of the turbocharger and thus a modification of the compression.
- the supercharging pressure is the result of two variables controlled by the VGT turbine and the bypass valve: the pressure downstream of the turbocharger (that is to say in upstream of the mechanical compressor) and the compression ratio of the mechanical compressor. These two quantities having different response times: the upstream mechanical compressor pressure being slow compared to the compression ratio of the mechanical compressor due to the inertia of the turbocharger, the control of the double supercharging must control the two components so as to ensure speed of response.
- a dual boost control method must then meet the following three objectives:
- Patent EP 1 844 222 B1 describes a heat engine equipped with a double supercharging and a double supercharging control method.
- the engine described in this document comprises an additional valve controlled between the turbocharger and the mechanical compressor, which makes the system more complex to produce and control (the number of actuators to be controlled is higher).
- the control method described in this document does not take into account the physical behavior of the gas flow rates on admission.
- the invention relates on the one hand to a heat engine equipped with a double supercharging, for which a mechanical compressor is driven by an electric motor and on the other hand a method of controlling such a heat engine , in which the electric motor is controlled by determining a rotational speed setpoint of the positive displacement compressor by means of a volume filling model of overeating.
- the use of an electric motor makes it possible to reduce the energy cost of the supercharging and to achieve faster transients at low rotational speeds.
- the model makes it possible to take into account the physical behavior of the gas flows on admission.
- the rotational setpoint of the volumetric compressor makes it possible to control the double supercharging in a fast, robust and optimum energy way.
- the invention relates to a method of controlling a heat engine equipped with a supercharging system, said supercharging system comprising a turbocharger and a positive displacement compressor for compressing a gaseous mixture at the inlet of said heat engine and a bypass circuit arranged in parallel with said positive displacement compressor comprising a bypass controlled valve, said volumetric compressor being driven by an electric motor.
- a supercharging system comprising a turbocharger and a positive displacement compressor for compressing a gaseous mixture at the inlet of said heat engine and a bypass circuit arranged in parallel with said positive displacement compressor comprising a bypass controlled valve, said volumetric compressor being driven by an electric motor.
- said pressure P mral and said supercharging temperature T m are determined by means of sensors respectively of pressure and temperature arranged upstream of the intake manifold of said engine.
- said pressure P AVCPR and said temperature T upstream of said positive displacement compressor are determined by means of respectively pressure and temperature sensors arranged upstream of said positive displacement compressor or by means of an estimator dependent on said pressure P SURAL and said supercharger temperature T sural .
- said filling model is determined by means of a filling equation of said supercharging volume defined by a conservation formula of
- said flow D bp exiting through said bypass valve is determined by a pressure loss relationship at said bypass valve, in particular by an equation of Barré Saint Venant, of the type
- D bp A bp (Bypass) xf (P avpr , P sural , T avcpr ) with A bp ⁇ Bypass) the opening area of the bypass valve and f the flow per unit area defined by a formula of type:
- said filling model is an open-loop filling model which is written by a relationship of the type
- said filling model is a closed-loop filling model which is written by a relationship of the type
- bypass valve may be closed when said electric motor is controlled.
- the invention also relates to a heat engine equipped with a supercharging system, said supercharging system comprising a turbocharger and a positive displacement compressor for compressing a gaseous mixture at the intake of said heat engine and a bypass circuit arranged in parallel with said compressor volumetric device comprising a bypass controlled valve, said volumetric compressor being driven by an electric motor.
- the engine further comprises means for implementing the method as described above.
- said electric motor is powered by a generator placed on the crankshaft of said engine.
- said electric motor is powered by an electric battery.
- the mechanical power of said positive displacement compressor is between 2 and 5 kW.
- FIG. 1 illustrates a heat engine equipped with a double supercharging system according to the invention.
- Figure 2 illustrates the areas of use of a mechanical compressor in a plan speed, torque.
- FIG. 3 illustrates an instrumented thermal engine according to the invention.
- FIGS. 4a) to 4d) illustrate the supercharging pressure, the speed of the positive displacement compressor, the opening of the bypass valve and the opening of the VGT turbine for an open-loop control according to an embodiment of the method according to the invention for a regime of 1000 rpm.
- FIGS. 5a) to 5d) illustrate the supercharging pressure, the speed of the positive displacement compressor, the opening of the bypass valve and the opening of the VGT turbine for an open loop control according to an embodiment of the method according to the invention for a speed of 2500 rpm.
- FIGS. 6a) to 6c) illustrate the supercharging pressure, the speed of the positive displacement compressor and the opening of the bypass valve and the VGT turbine for an open loop control according to an embodiment of the method according to the invention. invention for different regimes: 1000, 1500, 2000, 2500, and 3000 rpm.
- FIGS. 7a) to 7c) illustrate the supercharging pressure, the speed of the positive displacement compressor and the opening of the bypass valve and the VGT turbine for a closed-loop control according to an embodiment of the method according to the invention. invention for different regimes: 1000, 1500, 2000, 2500, and 3000 rpm.
- FIGS. 8a) and 8b) illustrate the supercharging pressure and the mechanical power of the volumetric compressor for a closed-loop control according to an embodiment of the method according to the invention for a speed of 1000 rpm for different maximum mechanical powers.
- FIG. 1 represents a heat engine equipped with a double supercharging according to one embodiment of the invention.
- An engine (1) is equipped with an intake circuit and an exhaust circuit. In the intake circuit are arranged in the direction of air circulation: an air filter (7), the compressor of the turbocharger (2), a first supercharged air cooler (6), a supercharger ( 3) and a second supercharged air cooler (5).
- a bypass circuit In parallel with the mechanical compressor is a bypass circuit, called bypass circuit, comprising a bypass valve (4).
- bypass circuit comprising a bypass valve (4).
- the turbocharger turbine (2) this turbine is variable geometry (VGT).
- the supercharged air coolers (5, 6) are used to cool the air that has been heated during successive compressions.
- the displacement compressor (3) is driven by an electric motor (1 1), the electric motor being controlled to control the boost pressure in order to obtain the required load on the motor (1).
- the electric motor is powered by a generator (12) placed on the crankshaft of the engine (1).
- the electric motor (1 1) is powered by an electric battery (not shown) integrated into the vehicle.
- the drive of the displacement compressor (3) by an electric motor (1 1) allows a faster control of the boost pressure, especially for transient conditions, compared with the control of the bypass valve.
- the engine may include an exhaust gas recirculation circuit (EGR) comprising a cooler (10) and a valve (9), called the EGR valve.
- EGR exhaust gas recirculation circuit
- the flue gases circulating mix with fresh air between the air filter (7) and the compressor of the turbocharger (2).
- the engine (1) as shown comprises four cylinders.
- FIG. 2 shows in a graph of the torque C as a function of the engine speed No different areas of use of the double supercharging.
- zone Z1 for low torques, it is in operation said atmospheric; that is to say the intake pressure is at atmospheric pressure, which corresponds to the conventional operation of the engine without supercharging.
- zone Z2 at low speed, the turbocharger is not sufficient to increase the boost pressure, the bypass valve and the volumetric compressor are used, the VGT actuator then being positioned at the optimum efficiency of the turbomachine .
- the volumetric compressor that is to say we realize the load thanks to the turbocharger via the VGT actuator (zone Z4).
- the displacement compressor is used only for the transient conditions to compensate for the slowness of the turbocharger.
- S denotes a predetermined threshold beyond which the positive displacement compressor is not used, S is determined as a function of the maximum speed allowed by the volumetric compressor (derived from manufacturer data).
- the method according to the invention relates to the control of a heat engine equipped with a double supercharging. To control the heat engine, the following steps are carried out:
- the last step of controlling the bypass valve is an optional step.
- upstream and downstream are defined with respect to the direction of the flow of gases at the inlet and the exhaust.
- the following notations are used:
- ⁇ P apcpr pressure downstream of the positive displacement compressor (3) and upstream of the second supercharged air cooler (5).
- volumetric flow rate of the volumetric compressor (3) • ⁇ : volumetric flow rate of the volumetric compressor (3).
- the volumetric flow rate is obtained from a map, which can be part of the data provided by the supplier of the positive displacement compressor (3).
- K i and K p calibration parameters of the feedback loop for the closed loop embodiment.
- PME average effective pressure, it corresponds to the ratio between the work provided by the engine (1) during a cycle and the displacement of the engine (1).
- the method according to the invention requires the knowledge of physical quantities within the intake circuit. This is the pressure P avcpr and temperature T avcpr upstream of the supercharger (3) and the pressure P sural sural and temperature T of supercharging the engine intake (1). These physical quantities can be measured by means of pressure and temperature sensors or determined by means of estimator.
- FIG. 3 there are four sensors in the intake circuit. Measuring a pressure P and a temperature avcpr avcpr T output from the first supercharged air cooler (6) and measuring a pressure P sural and a temperature T mral boost the output of the second cooler supercharged air (5).
- a pressure P avcpr and a temperature T avcpr are determined by means of an estimator.
- an estimator based on a dynamic model in the volume upstream of the volumetric compressor using the law of conservation of flows and to determine the temperature T avcpr one uses a cartography of supercharged air cooler (6) and the estimated pressure P avcpr .
- Step 2 acquisition of a boost pressure setpoint
- P Pral boost pressure which achieves the behavior (torque) requested to the engine (1).
- This instruction is given by the upper stage of the motor control. It is usually mapped according to the PMI setpoint (Average Pressure Indicated which is the average specific pressure on the piston surface during a double compression-expansion stroke) as well as the engine speed.
- a model for filling the supercharging volume is constructed.
- the boost volume is delimited on the one hand by the engine intake valves and on the other hand by the positive displacement compressor (3) and the bypass valve (4).
- the filling model connects the boost pressure P sural to the rotational speed N cpr of the positive displacement compressor (3).
- the filling model connects the supercharging pressure P mral with the rotational speed N cpr of the positive displacement compressor (3) by means of the pressure P avcpr and the temperature T upstream of the displacement compressor (3) as well as said booster sural temperature T.
- the model of filling reflects the filling of the boost volume and takes into account the physical phenomena involved for this filling.
- the evolution of the pressure downstream of the volumetric compressor is governed by the filling dynamics of the volume located upstream of the valves.
- This dynamic is written by a formula of the type:
- p avcpr P AVCPR / RT AVCPR .
- ⁇ pressure loss is mapped based on the speed N cpr the supercharger and the density of the gas avcpr p.
- the boost pressure dynamics can be written by a formula of the type: sur al
- N cpr and P sural represent the control and the output of the system to be controlled. This relationship is a model for filling the supercharging volume.
- Step 4) Calculation of the speed setpoint of the volumetric compressor
- the speed reference N c s pr of the volumetric compressor (3) is determined.
- the relationship obtained is reversed and applied to the supercharging pressure set P r a .
- the analysis of the system has shown that to limit losses, the bypass valve must remain closed, the pressure is controlled by the speed of rotation of the compressor. The position of the bypass valve is nevertheless used for the determination of the rotational speed control in order to take into account the closing dynamics. Since this system is invertible, the rotational speed control of the compressor for producing a boost pressure setpoint is given by a formula of the type:
- Step 6 By-pass valve control
- the control of the bypass valve (4) of the volumetric compressor (3) becomes an on-off command.
- the latter must be closed when one is in the zone of use of the volumetric compressor (3) and opened otherwise.
- This control is directly related to the pressure difference between the supercharging pressure setpoint PMMI and has pressure measurement P avcpr upstream of the supercharger.
- a threshold supercharging pressure not achieved by the turbocharger alone
- the bypass valve (4) is closed, the bypass valve (4) being open in the opposite case.
- a hysteresis can be added to limit the number of opening and closing of the bypass valve (4).
- the invention also relates to a heat engine equipped with a double supercharging, for which the volumetric compressor is driven by an electric motor.
- This heat engine implements the control method as described above.
- the method according to the invention is suitable for the control of a heat engine, in particular for vehicles and more particularly motor vehicles.
- the heat engine concerned may be a gasoline engine or a diesel engine. Variations of realization
- a loopback is made to determine the speed set point N c s pr of the volumetric compressor, it is called closed-loop control. This makes it possible to reduce the static error between the measured boost pressure and its setpoint.
- loopback (or "feedback") is extracted from the multiplying factor RT sural / V sural . This ratio being quasi-constant, it enters the values of the calibration parameters K p and K i .
- variable-geometry turbocharger VGT (2) can be controlled by means of a determined setpoint with a mapping of the turbocompressor (2).
- FIGS. 4 to 6 correspond to the open-loop control as described in step 4) and FIGS. 7 and 8 correspond to the closed-loop control as described in the variant embodiment.
- FIGS. 4a) to 4d) show a load plug for a speed of 1000 rpm
- FIG. 4a shows the reference supercharging pressure P ral and measured P TM as well as the pressure measured upstream of the volumetric compressor P v vpr.
- FIG. 4 b represents the setpoint and the measurement of the speed N cpr of the volumetric compressor.
- the two figures 4c) and 4d) show the openings of the air actuators, the bypass valve and the VGT (setpoints and measurements). For all the figures, the openings are expressed in%, 0% means that the actuator is closed, while 100% means that the actuator is completely open.
- the torque request occurs at 2 seconds.
- the requested supercharging pressure is then about 2200 mbar.
- the opening of the VGT turbocharger (2) is positioned by a mapping plus a proportional term on the boost pressure error and the VGT closes at the beginning of the transient regime.
- the bypass valve (4) closes completely to allow the use of the positive displacement compressor (3).
- the rotational speed of the positive displacement compressor (3) increases sharply and then drops to a constant value in steady state.
- the significant increase in compressor speed has the effect of accelerating the boost pressure response by offsetting the slowness of the turbocharger (the output of the turbocharger control being the upstream pressure of the positive displacement compressor).
- Figures 5a) to 5d) correspond to Figures 4a) to 4d) for a speed of 2500 rpm (zone Z3 of Figure 2).
- the positive displacement compressor (3) is not necessary to achieve the required load.
- the open loop control according to the invention uses it during a transient regime to accelerate the boost pressure response. It is clearly seen in Figure 5b) that the speed of the positive displacement compressor is initially zero (low load), then increases during the transient, and finally vanishes when the desired supercharging pressure is achieved. This test shows the acceleration of the system obtained using the transient volumetric compressor.
- Figures 6a) to 6c) show couples under torque for different regimes: 1000, 1500, 2000, 2500 and 3000 rpm.
- the figures respectively represent the supercharging pressure P (as well as the mechanical compressor upstream pressure), the speed of the positive displacement compressor and the position of the Bypass bypass valve and the VGT.
- P supercharging pressure
- the speed of the positive displacement compressor and the position of the Bypass bypass valve and the VGT.
- the VGT On the first three load taps (at 1000, 1500 and 2000 rpm), it is located in the area of use of the volumetric compressor (zone Z2 of Figure 2).
- the VGT is positioned in such a way that the efficiency of the turbomachine (2) is optimum and the bypass valve (4) is still closed. It is nevertheless seen that, during the transient, the rotational speed of the volumetric compressor (3) increases to accelerate the system.
- the boost pressure control command will seek to close the bypass valve (4) in transient to accelerate the boost pressure response. At the end of the transient regime, the volumetric compressor (3) is no longer used.
- Figures 7a) to 7c) show couples under torque for different regimes: 1000, 1500, 2000, 2500 and 3000 rpm for closed-loop control.
- the figures respectively represent the supercharging pressure (FIG. 7a), the speed of the displacement compressor (FIG. 7b) and the PME (at the engine output, i.e. taking into account the use of the positive displacement compressor) (FIG. 7c).
- FIGS. 8a) and 8b) show a load tap for a speed of 1000 rpm (zone Z2 of FIG. 2) for different maximum mechanical power of the electric compressor (1 kW, 2 kW, 3 kW, 5 kW and 7 kW). kW). These curves are obtained for the closed loop control.
- Figure 8a) shows the supercharging pressure (setpoint and measurement).
- Figure 8b) shows the mechanical power measured across the volumetric compressor. The torque request occurs at 2 seconds. The requested supercharging pressure is then about 2000 mbar.
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- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
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- General Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Thermal Sciences (AREA)
- Supercharger (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
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FR1203260A FR2998924B1 (en) | 2012-11-30 | 2012-11-30 | METHOD FOR CONTROLLING A THERMAL MOTOR EQUIPPED WITH A DOUBLE SUPER-POWER |
PCT/FR2013/052515 WO2014083248A1 (en) | 2012-11-30 | 2013-10-21 | Method for controlling a double-supercharged combustion engine |
Publications (1)
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EP2925987A1 true EP2925987A1 (en) | 2015-10-07 |
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EP13789874.8A Withdrawn EP2925987A1 (en) | 2012-11-30 | 2013-10-21 | Method for controlling a double-supercharged combustion engine |
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US (1) | US10054038B2 (en) |
EP (1) | EP2925987A1 (en) |
FR (1) | FR2998924B1 (en) |
WO (1) | WO2014083248A1 (en) |
Families Citing this family (16)
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FR2995354B1 (en) * | 2012-09-11 | 2014-09-12 | IFP Energies Nouvelles | METHOD FOR DETERMINING A PRESSURE UPSTREAM OF A COMPRESSOR FOR A MOTOR EQUIPPED WITH A DOUBLE SUPER-POWER |
FR2995355B1 (en) * | 2012-09-11 | 2017-03-10 | Ifp Energies Now | METHOD FOR CONTROLLING A THERMAL MOTOR EQUIPPED WITH A DOUBLE SUPER-POWER |
FR2998924B1 (en) * | 2012-11-30 | 2014-11-21 | IFP Energies Nouvelles | METHOD FOR CONTROLLING A THERMAL MOTOR EQUIPPED WITH A DOUBLE SUPER-POWER |
DE102014003276A1 (en) * | 2014-03-12 | 2015-09-17 | Man Truck & Bus Ag | Internal combustion engine, in particular gas engine, for a motor vehicle |
DE102015103353A1 (en) | 2015-03-06 | 2016-09-08 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | Charging device for an internal combustion engine |
US9890691B2 (en) * | 2015-08-19 | 2018-02-13 | Ford Global Technologies, Llc | Method and system to reduce charge air cooler condensation |
CN108762315B (en) * | 2016-02-19 | 2022-07-12 | 西安大医集团股份有限公司 | Monitoring device and method of closed-loop control system and closed-loop control system |
DE102017200800B4 (en) * | 2017-01-19 | 2018-09-20 | Ford Global Technologies, Llc | Method for operating a supercharged internal combustion engine with intercooling |
EP3561272A1 (en) * | 2018-04-24 | 2019-10-30 | Volkswagen Aktiengesellschaft | Method for operating a combustion engine and combustion engine |
US10760519B2 (en) * | 2018-05-22 | 2020-09-01 | Mazda Motor Corporation | Control device of compression-ignition engine |
CN112424461B (en) * | 2018-06-29 | 2023-06-16 | 沃尔沃卡车集团 | Method for operating a four-stroke internal combustion engine system |
US20200049060A1 (en) * | 2018-08-13 | 2020-02-13 | GM Global Technology Operations LLC | Engine system and method of controlling a turbocharger and turbocharger of an engine system |
FR3085439B1 (en) | 2018-08-30 | 2021-07-16 | Ifp Energies Now | DEVICE AND CONTROL SYSTEM OF AN INTERNAL COMBUSTION ENGINE WITH DOUBLE INTAKE AND SCAN |
FR3085440A1 (en) | 2018-08-30 | 2020-03-06 | IFP Energies Nouvelles | METHOD FOR CONTROLLING AN INTERNAL COMBUSTION ENGINE WITH DUAL INTAKE |
DE102019206450B4 (en) * | 2019-05-06 | 2021-03-04 | Ford Global Technologies, Llc | Engine system |
WO2021032291A1 (en) | 2019-08-20 | 2021-02-25 | Volvo Truck Corporation | A method for operating an internal combustion engine system |
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US6062026A (en) * | 1997-05-30 | 2000-05-16 | Turbodyne Systems, Inc. | Turbocharging systems for internal combustion engines |
DE10124543A1 (en) * | 2001-05-19 | 2002-11-21 | Bosch Gmbh Robert | Controlling electrically operated turbocharger involves forming control signal that drives electrical charger depending on pressure ratio across electrical charger that is to be set |
DE10145038A1 (en) * | 2001-09-13 | 2003-04-03 | Bosch Gmbh Robert | Method and device for operating at least one supercharger of an internal combustion engine |
US6938420B2 (en) * | 2002-08-20 | 2005-09-06 | Nissan Motor Co., Ltd. | Supercharger for internal combustion engine |
US6922995B2 (en) * | 2003-03-27 | 2005-08-02 | Nissan Motor Co., Ltd. | Supercharging device for internal combustion engine |
DE102004003607B4 (en) * | 2004-01-23 | 2009-01-29 | Continental Automotive Gmbh | Method and device for controlling an electrically driven compressor of an internal combustion engine |
DE102005004122A1 (en) | 2005-01-28 | 2006-08-03 | Volkswagen Ag | Dual-charged internal combustion engine, especially for vehicle, has charger pressure outlet connected to intake inlet and to intake pipe via butterfly valves; charge cooler is integrated into intake pipe to give intake/charge cooler module |
DE102006062213B4 (en) * | 2006-12-22 | 2018-07-26 | Robert Bosch Gmbh | Method and device for controlling a charging device of an internal combustion engine in the charging mode |
DE102007022703B3 (en) * | 2007-05-15 | 2008-11-20 | Continental Automotive Gmbh | Method for controlling a supercharged internal combustion engine |
DE102008034323B4 (en) * | 2008-07-23 | 2014-06-26 | Continental Mechanical Components Germany Gmbh | Method and device for determining the pressure before the compressor of a turbocharger for determining the Verchschmmutzungsgrades an air filter, which is arranged in front of the compressor of the turbocharger. |
FR2949140B1 (en) * | 2009-08-13 | 2011-10-14 | Renault Sa | METHOD FOR CONTROLLING A SUPER-POWER SYSTEM OF AN INTERNAL COMBUSTION ENGINE |
DE102010027220B4 (en) * | 2010-07-15 | 2021-05-12 | Volkswagen Ag | Method for starting an internal combustion engine |
KR101234633B1 (en) * | 2010-09-30 | 2013-02-19 | 현대자동차주식회사 | System for correcting turbo lack |
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FR2991725B1 (en) * | 2012-06-11 | 2017-12-15 | Valeo Systemes De Controle Moteur | ASSEMBLY COMPRISING A THERMAL MOTOR AND AN ELECTRIC COMPRESSOR |
FR2995354B1 (en) * | 2012-09-11 | 2014-09-12 | IFP Energies Nouvelles | METHOD FOR DETERMINING A PRESSURE UPSTREAM OF A COMPRESSOR FOR A MOTOR EQUIPPED WITH A DOUBLE SUPER-POWER |
FR2998924B1 (en) * | 2012-11-30 | 2014-11-21 | IFP Energies Nouvelles | METHOD FOR CONTROLLING A THERMAL MOTOR EQUIPPED WITH A DOUBLE SUPER-POWER |
JP6115580B2 (en) * | 2015-02-20 | 2017-04-19 | トヨタ自動車株式会社 | Control device for internal combustion engine |
GB2546488B (en) * | 2016-01-19 | 2020-05-13 | Ford Global Tech Llc | An engine exhaust gas recirculation system with at least one exhaust recirculation treatment device |
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- 2012-11-30 FR FR1203260A patent/FR2998924B1/en not_active Expired - Fee Related
-
2013
- 2013-10-21 WO PCT/FR2013/052515 patent/WO2014083248A1/en active Application Filing
- 2013-10-21 EP EP13789874.8A patent/EP2925987A1/en not_active Withdrawn
- 2013-10-21 US US14/648,448 patent/US10054038B2/en not_active Expired - Fee Related
Non-Patent Citations (1)
Title |
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Also Published As
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US10054038B2 (en) | 2018-08-21 |
FR2998924B1 (en) | 2014-11-21 |
WO2014083248A1 (en) | 2014-06-05 |
US20150315960A1 (en) | 2015-11-05 |
FR2998924A1 (en) | 2014-06-06 |
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