EP3924608A1 - Procédé pour faire fonctionner un turbocompresseur - Google Patents

Procédé pour faire fonctionner un turbocompresseur

Info

Publication number
EP3924608A1
EP3924608A1 EP20704226.8A EP20704226A EP3924608A1 EP 3924608 A1 EP3924608 A1 EP 3924608A1 EP 20704226 A EP20704226 A EP 20704226A EP 3924608 A1 EP3924608 A1 EP 3924608A1
Authority
EP
European Patent Office
Prior art keywords
speed
atl
control
boost pressure
internal combustion
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.)
Pending
Application number
EP20704226.8A
Other languages
German (de)
English (en)
Inventor
Sebastian Heinken
Sebastian Keich
Florian Frese
Javier Bartolome
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Volkswagen AG
Original Assignee
Volkswagen AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Volkswagen AG filed Critical Volkswagen AG
Publication of EP3924608A1 publication Critical patent/EP3924608A1/fr
Pending legal-status Critical Current

Links

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
    • F02D41/0002—Controlling intake air
    • F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N5/00—Exhaust or silencing apparatus combined or associated with devices profiting from exhaust energy
    • F01N5/04—Exhaust or silencing apparatus combined or associated with devices profiting from exhaust energy the devices using kinetic energy
    • 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
    • F02B37/10—Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump at least one pump being alternatively or simultaneously driven by exhaust and other drive, e.g. by pressurised fluid from a reservoir or an engine-driven 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
    • 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
    • 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
    • F02B39/16—Other safety measures for, or other control of, pumps
    • 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
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • 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
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/045—Detection of accelerating or decelerating state
    • 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
    • F02B39/16—Other safety measures for, or other control of, pumps
    • F02B2039/162—Control of pump parameters to improve safety thereof
    • F02B2039/168—Control of pump parameters to improve safety thereof the rotational speed of pump or exhaust drive being limited
    • 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
    • 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
    • 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 invention relates to a method for operating an exhaust gas turbocharger, in particular for monitoring its speed.
  • the invention also relates to a control device, an internal combustion engine and a motor vehicle.
  • Motor vehicle sector known to supply cylinders of internal combustion engines with air at overpressure for the combustion of fuel.
  • Turbochargers and compressors for example, are known for providing the air with excess pressure.
  • Turbochargers have a compressor and they can have their own drive for the
  • a compressor e.g. an electric motor
  • the exhaust gas driving a turbine which is operatively connected / coupled to the compressor via a shaft.
  • the latter are also called
  • Exhaust gas turbocharger (ATL) called.
  • DE 10 2018 106 780 A1 it is known from DE 10 2018 106 780 A1, for example, that an ATL can additionally have an electric drive in order to increase and reduce a rotational speed of the ATL. In particular, a speed can thereby be reduced if a lower boost pressure is required or an excess boost pressure is to be prevented.
  • DE 10 2006 000 237 A1 also describes a turbocharger with an engine, the engine being controlled on the basis of a deceleration characteristic of an actual discharge energy that is applied to a turbine of the turbocharger in order to prevent overshoot
  • sensor devices such as a turbocharger speed sensor, are primarily used in motorsport or sports cars.
  • the robustness against turbocharger damage can be achieved through a virtual speed range of the
  • Turbocharger can be achieved, which serves as a reserve for the above effects. This means that the turbocharger is not operated at its maximum possible upper speed limit. As a result, the turbocharger nominally loses performance, because the engine speed limitation through the virtual engine speed range limits the boost pressure build-up accordingly.
  • an actuator of the turbocharger e.g. a
  • VGT variable turbine geometry
  • the object of the present invention is to provide a method which at least partially overcomes the above-mentioned disadvantages.
  • the present disclosure provides a method for operating an exhaust gas turbocharger (ETC) of an internal combustion engine, the ETC being operatively connected to an electrical machine and a speed of the ETL being adjustable via the electrical machine.
  • the procedure includes:
  • control, setting, activation, control, regulation encompass both controls in the actual sense (without
  • the turbocharger is operatively connected to the electrical machine insofar as it can act on a speed of the turbocharger, such as in the case of electrically assisted exhaust gas turbochargers.
  • the electrical machine is therefore coupled to the turbocharger, in particular directly, and can be operated as a motor or generator.
  • the electric machine can build up or reduce the turbocharger speed in motor operation by means of a torque it generates and
  • Generator operation for example as a recuperation brake, can reduce the turbocharger speed.
  • the internal combustion engine can be operated in at least two operating states, on the one hand in the stationary state, in particular a full-load operating state, and in one
  • the operating state of the internal combustion engine is generally determined / recorded using various operating variables of the internal combustion engine and using operating variables of components associated with it, such as the exhaust gas turbocharger.
  • the ETC upper speed limit corresponds to a maximum permissible ETC speed that the ETC may not exceed in the long term due to component properties in order to avoid component damage such as Avoid flow of components of the ATL, especially its rotating parts.
  • the ETC actual speed is reduced by means of the electrical machine, in particular through its engine operation.
  • the determined operating state of the internal combustion engine is decisive for the intervention of the electrical machine in the turbocharger speed. Because depending on whether a steady or dynamic operating state is present, the electrical machine is operated or adjusted accordingly. In other words, depending on the operating status, a different (control) control acts on the electrical machine. Furthermore, the electric machine only intervenes in order to reduce an ATL speed.
  • the electrical machine can be controlled via a first control when the steady operating state is present, and via a second
  • control can also mean (on) control.
  • the electrical machine can thus be adapted to the respective
  • the first control can have a first control component and a second
  • the first and second control components can act as a function of the actual charging speed and a hysteresis behavior of the turbocharging actual speed.
  • the electrical machine can additionally be operated in a comparatively differentiated manner for the steady-state operating state.
  • the upper speed limit of the ETC can be a reference variable for the first and second control components.
  • the electric machine can be operated as a function of a mass inertia of the ATL and / or an inertia of a boost pressure build-up.
  • the inertia of the boost pressure build-up results, for example, from delays in the gas path
  • intervention by the electrical machine can be set comparatively more precisely in order to compensate for a speed overshoot.
  • the electrical machine is a
  • Intervention duration and / or an intervention intensity i.e. reduction of the ETC speed by the electrical machine
  • Boost pressure build-up can be taken into account by means of maps. These maps (or also Characteristic curves) can be determined empirically on the test bench or by mathematical models, for example.
  • the dynamic operating state of the internal combustion engine can be present or determined when a boost pressure control deviation is greater than a predetermined minimum pressure difference and a predicted boost pressure control deviation is greater than a predetermined limit pressure.
  • the boost pressure control deviation corresponds to a difference between the setpoint and actual boost pressure, the setpoint boost pressure being used to implement the driver's request (i.e. to achieve a setpoint engine torque) and can therefore also be derived from the driver's request.
  • the actual boost pressure is usually about in the air line of the
  • the boost pressure control deviation must exceed the predetermined minimum pressure difference. This is necessary in order to distinguish oneself from comparatively low boost pressure control deviations that can also occur in the steady-state operating state of the internal combustion engine during the regulation of the boost pressure.
  • a further condition for the existence of the dynamic operating state can be that a predicted boost pressure control deviation exceeds a predetermined limit pressure, the exceeding of the limit pressure representing an overshoot of the boost pressure (above the target boost pressure). If both conditions are met, the dynamic operating state is
  • the steady-state operating state of the internal combustion engine can exist or be determined if the boost pressure control deviation is smaller than the predetermined minimum pressure difference and / or the predicted boost pressure control deviation is smaller than the predetermined limit pressure.
  • the predicted boost pressure control deviation can be determined as a function of the boost pressure gradient.
  • the boost pressure gradient is the change in the actual boost pressure over time.
  • the kinetics of the turbocharger can be derived from the boost pressure gradient, especially taking into account the inertia.
  • the turbocharger actual speed can be recorded via the electrical machine. Due to the availability of the electrical machine and the associated sensors, in particular the speed measurement, it is possible to determine the speed of rotation of the ETL and its changes to capture precisely. As a result, the electrical machine for regulating the speed of the turbocharger can be set comparatively more precisely.
  • the ETC can have an adjusting arrangement, in particular a variable one
  • the open limit position means that the setting arrangement is set in such a way that the flow cross-section for the exhaust gas is maximally large with a variable turbine geometry and the valve of the wastegate is maximally open in order to divert as much exhaust gas as possible around the turbine.
  • the present disclosure provides a control device for an ATL for an internal combustion engine, the control device being set up to carry out the method according to one of the preceding claims.
  • the present disclosure provides an internal combustion engine having an ATL and a control device according to the second aspect.
  • the present disclosure provides a motor vehicle having an internal combustion engine according to the third aspect.
  • Fig. 1 schematically shows an embodiment of a motor vehicle with a
  • 3a-c schematically shows the stationary speed control, a speed control by means of an electrical machine and a thermodynamic control
  • 5a, 5b are schematic curves for a boost pressure, for speeds of the
  • Exhaust gas turbocharger and for an actuator of the exhaust gas turbocharger. 1 shows a motor vehicle 1 with an engine 3 (internal combustion engine) and a charging system 9 in the form of an exhaust gas turbocharger (ATL) which is controlled by a control device 21.
  • the control device 21 is designed as an engine control unit.
  • the present invention is not limited to any particular type of engine. It can be an internal combustion engine, for example as a gasoline engine or as
  • Diesel engine can be designed.
  • the engine 3 comprises one or more cylinders 4, one of which is shown here.
  • the cylinders 4 are supplied with charged (combustion) air by the ATL 9.
  • the turbocharger 9 comprises a compressor 13 which is driven or operated via a shaft 14 by a turbine (exhaust gas turbine) 15 with variable turbine geometry (VTG).
  • the turbine 15 is thus operatively connected / coupled to the compressor 13 via the shaft 14.
  • the compressor 13 is arranged in an air line 5 to the engine 3 and the turbine 15 is arranged in an exhaust line 7, which discharges exhaust gas from the cylinder 4.
  • the compressor 13 can thus be operated with exhaust gas from the engine 3 in that the turbine 15 is supplied with the exhaust gas from the engine 3 and is thus driven.
  • the ATL 9 is coupled to the control device 21.
  • the VTG can be adjusted using an adjustment mechanism 17.
  • a wastegate 19 is provided. Via the adjustment mechanism 17 (and / or via the VTG
  • Wastegate 19 is the exhaust gas fed to turbine 15 and, accordingly, an output of compressor 13 can be set.
  • a multi-stage charged unit can also be provided.
  • several ATL 9 can also be provided.
  • the ATL 9 also has an electrical machine 11.
  • the electric machine 11 has a function as a motor and as a generator and is coupled / operatively connected to the shaft 14 of the ATL 9.
  • the electrical machine 11 is designed to measure a speed of the ATL 9.
  • the speed of the turbocharger 9 can mean a speed of the shaft 14, a speed of the compressor 13 and / or a speed of the turbine 15.
  • the electrical machine 11 can be designed to apply a torque to the ATL 9
  • a speed signal of the ATL 9 detected by the electrical machine 11 is from the
  • the electrical machine 11 can be integrated with the shaft 14. This is achieved, for example, in that a rotor (not shown) of the electrical machine 11 is formed as part of the shaft 14, a stator (not shown) of the electrical machine 11 being arranged in a fixed position around the part of the shaft 14 that is designed as a rotor is.
  • FIGS. 2a and 2b show a stationary or a dynamic speed control 30, 50 for the turbocharger 9 of the engine 3.
  • the stationary speed control 30 acts in a stationary operating state of the engine 3 and the dynamic speed control 50 in a dynamic operating state of the engine 3.
  • an ETC actual speed n A -n_, ist, an ETL maximum speed n A -n_, max i.e. a maximum permissible ETL speed, in particular with regard to component damage
  • n ATL a maximum permissible ETL speed, in particular with regard to component damage
  • U A TL, S O II, ECU represent input variables for the stationary speed control 30.
  • Some input variables go directly into the stationary speed control 30, such as the ETC actual speed n A -n_, is or are processed / offset beforehand, e.g. the maximum permissible ETL speed n A -n_, max and the reserve speed band n A - n_, res.
  • a setpoint torque M EM, s oii, stat to be generated by the electrical machine 11 and a setpoint for the actuator of the ATL 9 U A TL, S O II can be obtained from the stationary speed control 30
  • the speed range of the turbocharger 9 is thus blocked off with regard to its rotational speed, in particular towards the top.
  • an intervention signal Ltat.i is derived from block 29. Otherwise, a “non-intervention” signal Ltat.o emerges from block 29.
  • Ltat, i and Ltat.o are used to determine whether a Speed control (EM control) 40 (described later) by means of the electrical machine 11 takes effect or not.
  • Compressor pi is used as input variables for dynamic speed control 60.
  • the boost pressure actual value p2 , ist and the actual pressure upstream of the compressor pi can be detected, for example, by appropriately arranged pressure sensors (not shown).
  • other variables, from which the pressure values pi , ist and p2 , ist can be derived can be detected by corresponding sensors (not shown) so that the
  • Control device 21 can determine the pressure values pi , ist and p 2, ist . Depending on whether the dynamic speed control 60 takes effect or not, either a determined setpoint torque MEM, s oii, dy n or a motor zero torque M 0 (of the electrical machine 11) emerges as an output variable from the dynamic speed control 60.
  • the dynamic control 60 will be described in detail later.
  • the stationary speed control 30 also has an activation block 31, in which it is determined whether the EM control 40 takes effect.
  • the activation block 31 engages / is called if the intervention signal L tat .i is received in the stationary speed control 30.
  • the activation block 31 includes a two-point controller 35 to a
  • the two-point controller 35 has the ETC actual speed n AT U st as an input variable.
  • An upper switching point of the two-point controller 35 is the TC maximum speed n ATL .m ax and a lower switching point is a difference between the TC maximum speed n ATL .m ax and a predetermined switching difference An hys .
  • the switching point is determined at the summation point 33 by subtracting the predetermined switching difference An hys from the TC maximum speed n ATL .m ax .
  • the switching differential An hys is chosen so that it is smaller than the reserve speed band n ATL, r es .
  • the two-point controller 35 outputs a signal I hys, i when the ETC actual speed n A TL, ist exceeds the upper switching point and a signal I hys, o when the ETC actual speed n A TL is below the lower switching point. If the signal I hys, i is output, the EM control 40 takes effect. If, on the other hand, the signal I hys, o is output, the thermodynamic control 50 takes effect .
  • the EM control 40 is shown in detail in FIG. 3b.
  • an ATL speed control deviation An ATL is determined by subtracting the ATL actual speed n AT U st from the ATL maximum speed n ATL .m ax .
  • the ETL speed control deviation is DPATI. regulated away (ie regulated to a value of essentially “zero”) by the controller 43 outputting an EM manipulated variable UEM that sets a torque generated by the electrical machine 11.
  • the EM manipulated variable UEM is passed on to block 45, which contains a torque MEM that is dependent on the EM manipulated variable UEM and is to be generated by the electrical machine 11.
  • U indicates.
  • the EM manipulated variable UEM is determined by the controller 43 in such a way that a MEM. U is positive. The electrical machine 11 is thus operated in such a way that the ETC speed is built up. If the ETC speed control deviation Dh A ti . is negative, a negative MEM results accordingly. U , with which the turbocharger speed is reduced.
  • thermodynamic control 50 is shown in FIG. 3c. As mentioned above, the thermodynamic control 50 takes effect when the variable I hys.o is output from the two-point switch 35. Furthermore, the thermodynamic control 50 takes effect if the “non-intervention signal L tat .o was previously output from block 29.
  • an ETL actuator setpoint value UATL.SOII is determined on the basis of the actuator setpoint value UATL.SOII, ECU determined by the control device 21 and the ATL speed control deviation Dh A ti_.
  • the actuator setpoint value UATL.SOII, ECU determined by the control device 21 can be derived, for example, from a driver's request. in the
  • the driver's request is implemented by a corresponding torque from the engine 3, which in turn requires a setpoint boost pressure p 2, s oii .
  • the actuator setpoint value U A TL, SON, ECU determined by the control device 21 sets the ETC 9 such that this setpoint boost pressure P2 , s oii is reached, but regardless of an ETC speed.
  • This actuator setpoint value UATL.SOII, ECU thus functions as a pre-control value for the thermodynamic control 50.
  • a controller 55 for example a PI controller, regulates this TC speed control deviation An ATL away by determining a controller-based TC actuator setpoint value U ATi, s oii, Reg .
  • this controller-based ETL actuator setpoint value UATL, S O II, Reg is offset against the actuator setpoint value UATL, S O II, ECU determined by the control device 21.
  • the ETC actuator setpoint value UATL.S O II which represents the output variable of the thermodynamic control 50, is determined at the summation point 53.
  • the feedforward value ie the actuator setpoint determined by the control device 21 U A TL, S O N, ECU corrected by a factor, so that an ATL actual speed n A TL , is the maximum TC speed n A TL , max is tracked.
  • the feedforward control value UATL.S O II, ECU is reduced by an offset (decrement) in order to mitigate an overshoot of the ETC speed n ATL .m ax as much as possible and the ATL actual speed n ATL .i st to the ATL maximum speed n ATL .m ax to be set.
  • thermodynamic control 50 runs parallel to the EM control 40, with the former or the latter taking effect depending on the ETC speed, ie its output variable is used to control the speed of the ETC 9.
  • the EM control 40 intervenes when the signal lh ys, i is generated and the thermodynamic control 50 when one of the signals Ltat.o and lh ys, o is generated.
  • a highly dynamic “switchover” between EM control 40 and thermodynamic control 50 is thus possible.
  • the dynamic speed control 60 of the ETC 9 is shown in detail in FIG. 4. in the
  • a target pressure ratio p2i , s oii is formed via the compressor 13 by dividing the target boost pressure p 2, soii by the actual pressure upstream of the compressor 13 pi , is t.
  • the incoming actual boost pressure p 2 is differentiated and a boost pressure gradient P2 , grad of the actual boost pressure p 2, is t is output.
  • block 63 can be designed, for example, as a DT1 element.
  • Boost pressure build-up for example due to an inertia of the pre-compressed air located in the air line 5, the inertia of the turbocharger 9 and / or a run-up of the turbocharger 9 can be taken into account and predicted.
  • an intervention duration ⁇ EM and the setpoint torque M EM, s oii, dyn of the electrical machine 11 can be determined by means of the boost pressure gradient P2 , grad via characteristic maps 65, 87.
  • the intervention duration ⁇ EM indicates how long the electrical machine 11 generates the target torque M EM, s oii, dyn or, in other words, how long a torque intervention by the electrical machine 11 takes place to influence the ETC speed.
  • the characteristic map 87 is created by means of empirically determined data on the test bench, so that a mass inertia of the turbocharger 9, in particular its rotating equipment, can be taken into account and the acceleration of the turbocharger 9 or the turbocharger speed can be predicted.
  • the setpoint torque M E M , soii , d y n can be determined, which must act on the ETC 9 so that the maximum ETC speed n A -n_, max is not exceeded.
  • the setpoint torque M E M , soii , d y n via a
  • the boost pressure control deviation Dr2 is formed in the summation point 73 by subtracting the actual boost pressure p2 , act from the setpoint boost pressure p2 , s oii .
  • the boost pressure control deviation Ap 2 is in block 75 with a
  • the engine 3 is operating dynamically when the boost pressure control deviation Dr2 exceeds the minimum pressure difference Ap2 , min , which is usually between 450 and 550 mbar, for example 500 mbar. Other values or value ranges are also possible for the minimum pressure difference Ap2 , min .
  • Boost pressure gradient p 2 gra d applied / summed.
  • a predicted boost pressure p 2 , pre d emerges from the summation point 67.
  • the predicted boost pressure p 2 , pre d is subtracted from the target boost pressure p 2 , So n, so that a predicted boost pressure control deviation Ap 2 , pr ed is determined.
  • block 71 it is checked whether the predicted boost pressure control deviation Ap 2 , pr ed is determined.
  • Boost pressure control deviation Ap 2 pre d exceeds the limit pressure p 2 , üm for boost pressure overshoots. So that the dynamic speed control 60 outputs an intervention signal I dyn, i , two conditions must be met. It must be evident from block 71 that the predicted boost pressure control deviation Ap2 , red is greater than the limit pressure p2 , üm for
  • Boost pressure control deviation Dr2 is greater than the minimum pressure difference Ap2, min . If both conditions are met, a block 77 outputs the intervention signal I dyn, i and otherwise the “non-intervention” signal I dyn, o.
  • block 71 When the block 71 outputs the intervention signal I dyn, i , this is forwarded to block 79, which also records the intervention duration t E M on the input side. In block 79 it is determined whether the intervention signal I dyn , i is output by block 77 within the intervention duration t E M. If so, the block 79 outputs the intervention signal l dyn, i again and otherwise the "non-intervention" signal l dyn, o ⁇
  • the electrical machine 11 If the intervention signal I dyn, i emerges from the dynamic speed control, the electrical machine 11 is operated in such a way as to generate the corresponding setpoint torque M EM, s oii, dyn and thus to act on the ETC speed. If, however, the “non-intervention” signal I dyn, o emerges, the motor zero torque Mo is output and the electrical machine 11 is not operated. In other words, the electrical machine 11 does not act on the turbocharger speed.
  • the stationary speed control 30 which runs parallel to the dynamic control 60, takes effect again.
  • the parallel sequence of the stationary control 30 and the dynamic control 60 enables a highly dynamic “switching” between them by means of the signals l dyn, i , l dyn, o.
  • FIG. 5a shows curves for the setpoint and actual boost pressure p2 , s oii , P2 , ist and for the set and actual turbo- turbo speed n ATL .s oii , n A -ru st during the stationary operating state of the engine 3.
  • the courses are plotted over time.
  • the target boost pressure p 2 , soii is represented by a horizontal line, around which the course of the actual boost pressure p 2 , i s t fluctuates, in particular essentially in a wave-like manner.
  • the actual boost pressure p 2 is essentially regulated.
  • the course of the actual turbocharger speed n AT L also fluctuates and in particular is essentially wave-like.
  • the maximum permissible ETC speed n ATL.max and the reserve speed band n ATL.Res are shown.
  • FIG. 5a shows curves in which the above-mentioned stationary speed control 30 does not yet intervene and, above all, illustrates in which time segments the EM control 40 or thermodynamic regulation 50 should take effect. Such time segments can, for example, be in the tenths of a second range.
  • thermodynamic is the thermodynamic
  • Control 50 is active when the actual ATL speed is below the reserve speed band n ATL.Res . On the other hand, if the actual ETC speed n ATL st is above the reserve speed band n ATL.Res . On the other hand, if the actual ETC speed n ATL st is above the reserve speed band n ATL.Res . On the other hand, if the actual ETC speed n ATL st is above the
  • 5b shows curves for the setpoint and actual boost pressure p2.soii, P2, ist and for the setpoint and actual turbo- turbo speed n ATL .s oii , n ATL .i st during the dynamic operating state of the engine 3 Furthermore, a profile of the setpoint torque M EM .s oii.dyn to be generated by the electrical machine 11 is shown.
  • the setpoint torque M E M , soii , dyn therefore increases in order to act on the turbocharger actual speed n A TL in such a way that it does not exceed the maximum turbocharger speed n ATL, max when the turbocharger is started up.
  • electrical machine block e.g. PI controller
  • Block e.g. PI controller
  • Block e.g. DT link

Abstract

L'invention concerne un procédé pour faire fonctionner un turbocompresseur (ATL) d'un moteur à combustion interne, le turbocompresseur étant en liaison fonctionnelle avec une machine électrique et une vitesse du turbocompresseur pouvant être réglée par l'intermédiaire de la machine électrique. Le procédé comprend une détermination d'un état de fonctionnement stationnaire ou dynamique du moteur à combustion interne et une réduction de la vitesse réelle du turbocompresseur par l'intermédiaire de la machine électrique pour le maintien d'une limite supérieure de vitesse du turbocompresseur, la machine électrique fonctionnant en fonction de l'état de fonctionnement du moteur à combustion interne.
EP20704226.8A 2019-02-12 2020-02-04 Procédé pour faire fonctionner un turbocompresseur Pending EP3924608A1 (fr)

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DE102019201788.6A DE102019201788A1 (de) 2019-02-12 2019-02-12 Verfahren zum Betreiben eines Abgasturboladers
PCT/EP2020/052658 WO2020164948A1 (fr) 2019-02-12 2020-02-04 Procédé pour faire fonctionner un turbocompresseur

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EP3924608A1 true EP3924608A1 (fr) 2021-12-22

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CN (1) CN113383152B (fr)
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US20220364499A1 (en) * 2021-05-14 2022-11-17 Garrett Transportation I Inc. Electric boost device control for turbocharger
DE102021124449A1 (de) 2021-09-21 2023-03-23 Rolls-Royce Solutions GmbH Turbolader-Anordnung, Steuervorrichtung für eine solche Turbolader-Anordnung, Brennkraftmaschine mit einer solchen Turbolader-Anordnung und Verfahren zum Betreiben einer solchen Brennkraftmaschine
CN115405410B (zh) * 2022-08-11 2024-04-16 长城汽车股份有限公司 增压器的控制方法、装置、车辆及存储介质

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WO2020164948A1 (fr) 2020-08-20
CN113383152A (zh) 2021-09-10
DE102019201788A1 (de) 2020-08-13
CN113383152B (zh) 2023-06-27

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