EP3499011A1 - Procédé et dispositif de commande permettant de déterminer une pression de consigne du collecteur d'admission d'un moteur à combustion interne - Google Patents

Procédé et dispositif de commande permettant de déterminer une pression de consigne du collecteur d'admission d'un moteur à combustion interne Download PDF

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Publication number
EP3499011A1
EP3499011A1 EP18210308.5A EP18210308A EP3499011A1 EP 3499011 A1 EP3499011 A1 EP 3499011A1 EP 18210308 A EP18210308 A EP 18210308A EP 3499011 A1 EP3499011 A1 EP 3499011A1
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EP
European Patent Office
Prior art keywords
intake manifold
manifold pressure
determined
pressure
iterated
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Granted
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EP18210308.5A
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German (de)
English (en)
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EP3499011B1 (fr
Inventor
Sebastian Heinken
Marco Bunjes
Tim Thaler
Benjamin Frank
Daniel Beese
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Volkswagen AG
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Volkswagen AG
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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
    • 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
    • F02D41/1406—Introducing closed-loop corrections characterised by the control or regulation method with use of a optimisation method, e.g. iteration
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1439—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the position of the sensor
    • F02D41/144—Sensor in intake manifold
    • 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
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/1448—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an exhaust gas pressure
    • F02D41/145—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an exhaust gas pressure with determination means using an estimation
    • 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
    • F02D41/18—Circuit arrangements for generating control signals by measuring intake air flow
    • 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
    • F02D2200/0406—Intake manifold pressure
    • F02D2200/0408—Estimation of 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
    • F02D2200/0411—Volumetric efficiency
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/34—Control of exhaust back pressure, e.g. for turbocharged engines

Definitions

  • the invention relates to a method and a control device for determining a desired intake manifold pressure of an internal combustion engine, in particular of a motor vehicle, by means of an iterative method. Furthermore, the invention relates to a method and a control device for determining a desired exhaust gas back pressure of an internal combustion engine, for example a motor vehicle, by means of a fixed point iteration.
  • a target intake manifold pressure that is, a target pressure value in an intake manifold of an internal combustion engine, is usually used to determine target positions of a throttle valve and a turbocharger of the internal combustion engine in order to control the internal combustion engine taking into account the desired positions.
  • the DE 199 44 178 A1 discloses a method for controlling a throttle valve, wherein from a predetermined target air mass flow, a desired intake manifold pressure is determined and based on this, the throttle position is derived.
  • a charge exchange model of the internal combustion engine is typically inverted.
  • inversion of the charge cycle model may be locally inaccurate resulting in slower response and torque nonuniformity of the internal combustion engine of a vehicle and the vehicle itself.
  • the object of the present invention is to provide a method and a control device for determining a nominal intake manifold pressure which at least partially overcome the abovementioned disadvantages.
  • the present invention relates to a method for determining a desired intake manifold pressure of an internal combustion engine by means of an iterative method, wherein for an iterated during the iterative process intake manifold pressure cylinder filling is determined and the target intake manifold pressure is determined depending on the specific cylinder filling.
  • the present invention relates to a control device comprising a processor adapted to carry out a method according to the first aspect or the second aspect.
  • the present invention relates to a method for determining a target intake manifold pressure of an internal combustion engine by means of an iterative method.
  • the target intake manifold pressure is usually a target pressure that should prevail in an intake manifold of an internal combustion engine configured to supply fresh air to a cylinder of the internal combustion engine.
  • a cylinder charge is determined for an iterated intake manifold during the iterative process.
  • the cylinder charge of an internal combustion engine is composed, for example, of different proportions of charge components within the cylinder of the internal combustion engine, such as the fresh air, the residual gas and / or the purged air.
  • the cylinder filling can be represented by so-called swallowing curves of the internal combustion engine.
  • the cylinder charge may be based on a non-invertible charge cycle model and determined as a function of desired camshaft positions, a current actual speed in an actual operating point of the internal combustion engine, a target exhaust backpressure for the iterated intake manifold pressure and the iterated intake manifold pressure.
  • the desired intake manifold pressure is determined depending on the specific cylinder filling. The determination of the target intake manifold pressure will be described in detail below.
  • the target intake manifold pressure can be determined for non-invertible charge exchange models without much effort.
  • the target intake manifold pressure can be determined so very accurately, so that there is a high CO 2 savings potential by low Zündwinkeleingriffe in a close-idle operation, a fast and harmonious torque build-up and torque reduction in dynamics and stable conditions for a leak diagnosis in a pressure line and This results in an early error detection for aggregate protection.
  • the iterative method may be a secant method.
  • two starting points are set and between these starting points a secant is placed.
  • an intersection of the secant with an x-axis, in the present case an axis, which indicates a nominal intake manifold pressure, is determined as iterated, which represents an improved starting value for a subsequent iteration.
  • iterative inversion can also be performed on swallow curves that are not differentiable.
  • a cylinder charge can be determined for a first start intake manifold pressure and a second start intake manifold pressure can be determined by comparing the cylinder charge for the first start intake manifold pressure with a target cylinder charge of the internal combustion engine and the second starting intake manifold pressure as a function of Comparison result between the cylinder filling for the first start intake manifold pressure and the target cylinder filling is determined.
  • r 0 is the cylinder charge for the first start intake manifold pressure and r soll is the target cylinder charge of the internal combustion engine.
  • the values p S2, max and p S2, min can be read from maps.
  • the maps are preferably dependent on a speed and the target cylinder filling, the maps are preferably bedatet so that a search range for the target intake manifold pressure is as small as possible, but the desired target intake manifold pressure is always within the search range. For the second start intake manifold pressure, a cylinder charge can then also be determined.
  • the first starting intake manifold pressure may be an actual intake manifold pressure.
  • the actual intake manifold pressure may be a pressure currently prevailing in the intake manifold, which pressure is preferably measured by means of a pressure sensor in the intake manifold or determined from other measured parameters.
  • the iterated intake manifold pressure may be determined. For this purpose, a dependent on the intake manifold pressure size for the first start intake manifold pressure and for the second start intake manifold pressure above the intake manifold pressure can be applied and a secant by the Saugrohrdruck dependent size at the first start intake manifold pressure and the second start intake manifold pressure are set. The intersection of the secant with the x-axis (intake manifold pressure axis) can then represent the iterated intake manifold pressure (first iterated intake manifold pressure). Similarly, starting from the second start intake manifold pressure and / or the first iterated intake manifold pressure, further iterated intake manifold pressures can be determined.
  • the iterated intake manifold pressure may be further determined depending on the cylinder charge for the first starting intake manifold pressure and the cylinder charge for the second starting intake manifold pressure.
  • the cylinder charge for the first start intake manifold pressure and the cylinder charge for the second start intake manifold pressure can be plotted above the intake manifold pressure and a secant can be applied through the cylinder charge at the first start intake manifold pressure and the cylinder charge at the second start intake manifold pressure.
  • the intersection of the secant with the x-axis (intake manifold pressure axis) can then represent the iterated intake manifold pressure (first iterated intake manifold pressure).
  • Cylinder filling for the first iterated intake manifold pressure are determined, these are applied to the intake manifold pressure, a secant between the cylinder filling at the second start intake manifold pressure and the cylinder filling at the first iterated intake manifold pressure are placed and read the intersection of the secant with the x-axis as a second iterated intake manifold pressure become.
  • further iterated intake manifold pressures can be determined.
  • the iteration by means of the secant method can be terminated, for example, after two or three iteration steps.
  • a maximum number of iteration steps, for example two or three iteration steps, may have been predetermined by an applicator beforehand, for example.
  • the cylinder charge for the iterated intake manifold pressure can be determined as a function of a desired turbocharger speed.
  • the desired turbocharger speed can be determined as a function of the intake manifold pressure underlying the iteration step.
  • the turbocharger speed for determining the cylinder charge for the first startup intake manifold pressure from the first startup intake manifold pressure, the turbocharger speed for determining the cylinder charge for the second startup intake manifold pressure from the second startup intake manifold pressure, and the turbocharger speed for determining the cylinder charge for the first iterated intake manifold pressure are determined by the first iterated intake manifold pressure.
  • the turbocharger speed for determining the cylinder charge for a further iterated manifold pressure may depend on the particular further iterated manifold pressure.
  • the cylinder charge for the iterated intake manifold pressure can be determined as a function of a target exhaust backpressure, wherein the desired exhaust back pressure can be determined as a function of the intake manifold pressure underlying the iteration step.
  • the desired exhaust back pressure for determining the cylinder charge for the first start intake manifold pressure from the first start intake manifold pressure the target exhaust back pressure for determining the cylinder charge for the second intake manifold pressure from the second start intake manifold pressure from the second start intake manifold pressure
  • the target exhaust backpressure Determining the cylinder fill for the first iterated manifold pressure from the first iterated manifold pressure.
  • the desired exhaust back pressures for determining the cylinder charge for a depend on further iterated intake manifold pressure of the respective further iterated intake manifold pressure.
  • the target exhaust backpressure can continue to be determined as a function of the desired turbocharger rotational speed determined in the corresponding step.
  • the target exhaust gas back pressure is thus unknown and is determined during the course of the method, in particular during each calculation step or iteration step.
  • a desired exhaust gas back pressure is also determined for determining the cylinder charge for the first start intake manifold pressure and for the second start intake manifold pressure.
  • the swallow curves for the target camshaft positions, the target exhaust backpressure and the current rotational speed are to be inverted in order to calculate a desired intake manifold pressure from the desired charge.
  • the target camshaft positions are preferably known and can be determined, for example, from speed and torque-dependent maps and / or from speed and fill-dependent maps.
  • ⁇ Abg is the isentropic exponent of the exhaust gas.
  • the desired exhaust back pressure may be determined by an iterative method.
  • the iterative method for determining the desired exhaust back pressure may be a fixed point iteration.
  • the exhaust backpressure may preferably be determined repeatedly on the basis of equation (3).
  • a starting exhaust back pressure may be the first starting intake manifold pressure, the second starting intake manifold pressure, or the iterated intake manifold pressure.
  • the starting exhaust back pressure In determining the desired exhaust backpressure used to determine the cylinder charge for the first starting intake manifold pressure, the starting exhaust back pressure may be the first starting intake manifold pressure.
  • the desired exhaust backpressure used to determine the cylinder charge for the second starting intake manifold pressure the starting exhaust back pressure may be the second starting intake manifold pressure.
  • the starting exhaust backpressure In determining the desired exhaust backpressure used to determine the cylinder fill for the first iterated startup intake manifold pressure, the starting exhaust backpressure may be the first iterated manifold pressure.
  • further iterated intake manifold pressures may be used as the starting exhaust backpressure in determining the respective desired exhaust back pressures.
  • a reduced exhaust mass flow and VTG drive duty cycle (VTG - variable turbine geometry) of a turbocharger may be determined with VTG and, depending thereon, the subsequent iterated exhaust backpressure determined.
  • the VTG drive duty cycle can be determined by means of the reduced mass flow.
  • a reduced mass flow can be determined repeatedly based on the reduced mass flow, based on the reduced mass flow, and a VTG drive duty cycle (VTG control) can be determined, and finally the iterated exhaust backpressure can be calculated.
  • a stationary pre-control characteristic map can be evaluated, which is preferably dependent on the underlying exhaust backpressure and the reduced mass flow.
  • a setting of a wastegate actuator of a turbocharger with wastegate actuator can be determined and taken into account in the determination of the subsequent iterated exhaust backpressure.
  • the procedure is preferably analogous to that in a turbocharger with VTG.
  • the iteration by means of the fixed point iteration can be terminated, for example, after two or three iteration steps. That is, initially, a start value calculation for the starting exhaust back pressure, for example, the current intake manifold pressure (actual intake manifold pressure) is performed and then followed by two or three iteration steps. A maximum number of iteration steps may have been previously determined, for example, by an applicator.
  • a desired exhaust gas back pressure in a stationary state assumes the value of an actual exhaust backpressure
  • the desired exhaust gas back pressure can be superimposed stationary.
  • the actual exhaust backpressure can then be an exhaust gas backpressure measured by means of a sensor.
  • the stationary blending leads to an increase in accuracy.
  • the exhaust back pressure in each calculation step or iteration step can be calculated via the equation (3) and a reduced mass flow can be determined.
  • a reduced mass flow can be determined.
  • the exhaust backpressure may be determined from a desired pressure for a turbine and a power balance of the turbine and a compressor. This is a simplification compared to the evaluation of equation (3), but leads to less accurate results.
  • the present invention is characterized by the type of iterative calculation of the charge cycle model in combination with the inversion of the approximately linear engine slip characteristic, wherein a setpoint calculation of the exhaust gas back pressure is to be performed in a destination.
  • no directional derivations of the charge exchange model are necessary, which are used in conventional methods.
  • the quadratic approximation can give the equation (3) above.
  • the desired exhaust back pressure may correspond to the iterated exhaust back pressure after two or three iterations.
  • the invention relates to a control device for an internal combustion engine having a processor which is adapted to carry out a method for determining a target intake manifold pressure of an internal combustion engine by means of an iterative method, wherein for an iterated during the iterative process intake manifold pressure cylinder filling is determined and the target intake manifold pressure is determined as a function of the specific cylinder charge.
  • the processor is configured to carry out the above-described method for determining a nominal intake manifold pressure.
  • the control device may be, for example, a motor controller.
  • the control device may further comprise a data memory for storing maps, calculation rules, iteration instructions, specified parameters and / or the like.
  • the control device can have a signal input for receiving data, for example measurement data or other data, and a signal output for outputting control signals to the internal combustion engine, in particular the controllable components of the internal combustion engine.
  • the invention relates to a control device for an internal combustion engine having a processor, which is adapted to carry out a method for determining a desired exhaust gas back pressure, as described above.
  • FIG. 1 schematically an internal combustion engine is shown.
  • a cylinder 1 has a combustion chamber 10, in which the combustion of fuel takes place, which is injected via an injection valve 11.
  • the cylinder 1 is coupled via an inlet valve 12 to a suction pipe 13, from which fresh air enters the combustion chamber 10 through the inlet valve 12.
  • the cylinder 1 is coupled via an exhaust valve 14 with an exhaust manifold 15, is passed through the exhaust gas or residual gas from the combustion chamber 10 in the exhaust manifold 15.
  • a cylinder piston 16 which is driven by a crankshaft (not shown).
  • a suction pipe pressure sensor 2 In the suction pipe 13 directly in front of the inlet valve 12, there is arranged a suction pipe pressure sensor 2, which is designed to detect a suction pipe pressure.
  • an exhaust back pressure sensor 3 is arranged, which is adapted to detect an exhaust back pressure.
  • the cylinder 1 is shown at a time when the intake valve 12 and the exhaust valve 14 are opened and there is a valve overlap.
  • Fig. 2 shows a schematic representation of a control device 4 for carrying out a method for determining a target intake manifold pressure.
  • the control device 4 has a processor 40, which is connected to a signal input 41 for receiving data and a signal output 42 for outputting control commands to the internal combustion engine. Furthermore, the control device 4 has a data memory 43, which is provided for storing maps, calculation instructions, iteration instructions, specified parameters and the like.
  • the processor 40 is configured to A method for determining a desired intake manifold pressure, as described below with reference to Fig. 3 to Fig. 6 is described to execute.
  • Fig. 3 shows a flowchart of a method 5 for determining a target intake manifold pressure.
  • a first start intake manifold pressure is first determined.
  • an actual intake manifold pressure is measured by means of the intake manifold pressure sensor, which serves as the first start intake manifold pressure.
  • a cylinder charge is determined for the first start intake manifold pressure.
  • a desired turbocharger speed is determined depending on the first start intake manifold pressure.
  • a target exhaust backpressure is determined at 61. The calculation of the target exhaust back pressure will be described below with reference to FIG Fig. 6 described in detail.
  • the cylinder filling is determined at 62 as a function of the first start intake manifold pressure and the desired exhaust backpressure.
  • a second start intake manifold pressure is determined.
  • the cylinder charge for the first start intake manifold pressure is compared with a target cylinder charge of the internal combustion engine and depending on the comparison result according to equation (2) above from a map that defines a search range, an upper limit p S2, max or a lower limit p S2 , min set as the second start intake manifold pressure.
  • a cylinder charge for the second start intake manifold pressure is determined.
  • the determination of the cylinder charge for the second start intake manifold pressure is analogous to determining the cylinder charge for the first start intake manifold pressure.
  • a first manifold pressure iterate is determined by a secant method. For this, as in Fig. 5 The cylinder charge r ps2 for the first start intake pipe pressure p s1 and the cylinder charge r ps2 for the second start intake pipe pressure p s2 are plotted against the intake pipe pressure p (x-axis) and a secant S1 is placed between the cylinder charges r ps1 , r ps2 , An intersection of the secant S1 with the x-axis represents the first intake manifold pressure iterated p l1 .
  • a cylinder charge is determined for the particular first intake manifold pressure iterate.
  • the determination of the cylinder charge for the first intake manifold pressure iterated is analogous to determining the cylinder charge for the first start intake manifold pressure.
  • the last determined manifold pressure iterate is output as the target manifold pressure.
  • steps 54 through 56 are repeated.
  • a second intake pipe pressure iterate is determined by, as in Fig. 5 2
  • a secant S2 is set by the cylinder charge r ps2 for the second start intake manifold pressure and the cylinder charge r pl1 for the first intake manifold pressure iterate , and an intersection with the x axis is set as the second intake manifold pressure iterate p l2 .
  • the cylinder charge is then determined for the second intake manifold pressure iterate and at 56 it is determined whether or not the iteration can be aborted.
  • the filling for the second intake manifold pressure iterated can be compared with the charge for the first intake manifold pressure iterated and it can be decided as a function of the comparison result whether the iteration can be aborted or not. If the iteration can not be aborted, steps 54 through 56 are repeated analogously for further manifold pressure iterates.
  • the iteration is repeated a maximum of two times and then aborted.
  • the maximum number of iterations can be set in advance.
  • the target exhaust back pressure for determining a charge to each of the intake manifold start pressures and the intake pipe pressure iterated is determined according to the target exhaust gas back pressure determining method 7.
  • the starting exhaust back pressure is the intake manifold pressure which is assumed in the respective step of the method 5 for determining the target intake manifold pressure. That is, in step 51 of the method 5, the starting exhaust back pressure the first start intake manifold pressure, the second intake manifold start pressure in step 53, and the intake manifold pressure iterated in step 55 in step 55.
  • a reduced mass flow is determined depending on the starting exhaust backpressure.
  • a VTG drive duty cycle or an actuator setting of a wastegate turbocharger is then determined in response to the starting intake manifold pressure and the reduced mass flow.
  • Step 71 to 73 each represent an iteration step of a fixed-point iteration.
  • the last determined exhaust backpressure iterate is output as the target exhaust back pressure.
  • steps 71-74 are repeated.
  • a reduced exhaust gas mass flow, a VTG drive duty cycle or an adjustment of an actuator of a turbocharger with wastegate and a further exhaust gas backpressure iterated are determined as a function of the exhaust back pressure iterated.
  • the exhaust back pressure in each calculation step 51, 53, 54 of method 5 will be calculated via equation (3) above and a reduced mass flow determined according to equation (4) above. From this, the VTG drive duty cycle or the setting of the turbocharger with wastegate is determined.
  • the desired exhaust backpressure in each calculation step 51, 53, 54 of the method 5 is determined from a setpoint pressure according to a turbine and a power balance of the turbine and a compressor.

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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)
  • Combined Controls Of Internal Combustion Engines (AREA)
EP18210308.5A 2017-12-13 2018-12-05 Procédé et dispositif de commande permettant de déterminer une pression de consigne du collecteur d'admission d'un moteur à combustion interne Active EP3499011B1 (fr)

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DE102017222593.9A DE102017222593A1 (de) 2017-12-13 2017-12-13 Verfahren und Steuervorrichtung zum Bestimmen eines Soll-Saugrohrdrucks einer Verbrennungskraftmaschine

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EP3499011B1 EP3499011B1 (fr) 2024-06-05

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US (1) US11208965B2 (fr)
EP (1) EP3499011B1 (fr)
KR (1) KR102095336B1 (fr)
CN (1) CN109944708B (fr)
DE (1) DE102017222593A1 (fr)

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DE102019214703A1 (de) * 2019-09-25 2021-03-25 Volkswagen Aktiengesellschaft Hybridfahrzeug mit Verbrennungsmotor mit Vorkammerzündvorrichtung
DE102019132770B3 (de) * 2019-12-03 2021-01-14 Schaeffler Technologies AG & Co. KG Zweiflutige Pumpeneinheit und Verfahren zur Steuerung dieser
CN111287856A (zh) * 2020-02-22 2020-06-16 东风汽车集团有限公司 废气涡轮增压发动机目标进气压力的确定方法，控制方法及存储介质

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CN109944708A (zh) 2019-06-28
CN109944708B (zh) 2022-01-25
KR102095336B1 (ko) 2020-03-31
DE102017222593A1 (de) 2019-06-13
US11208965B2 (en) 2021-12-28
US20190178186A1 (en) 2019-06-13
KR20190070865A (ko) 2019-06-21

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