WO2008140392A1 - A method of controlling an egr engine having a vtg turbo charger ii - Google Patents

A method of controlling an egr engine having a vtg turbo charger ii Download PDF

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Publication number
WO2008140392A1
WO2008140392A1 PCT/SE2008/050455 SE2008050455W WO2008140392A1 WO 2008140392 A1 WO2008140392 A1 WO 2008140392A1 SE 2008050455 W SE2008050455 W SE 2008050455W WO 2008140392 A1 WO2008140392 A1 WO 2008140392A1
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WO
WIPO (PCT)
Prior art keywords
gas pressure
demand
controlling
variable geometry
turbine
Prior art date
Application number
PCT/SE2008/050455
Other languages
French (fr)
Inventor
Mats Jennische
Mikael Persson
Original Assignee
Scania Cv Ab (Publ)
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 Scania Cv Ab (Publ) filed Critical Scania Cv Ab (Publ)
Publication of WO2008140392A1 publication Critical patent/WO2008140392A1/en

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0047—Controlling exhaust gas recirculation [EGR]
    • F02D41/0065—Specific aspects of external EGR control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • 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
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/12—Control of the pumps
    • F02B37/24—Control of the pumps by using pumps or turbines with adjustable guide vanes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • 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
    • F02D41/10—Introducing corrections for particular operating conditions for acceleration
    • 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
    • F02D2041/0017—Controlling intake air by simultaneous control of throttle and exhaust gas recirculation
    • 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
    • F02D2041/002—Controlling intake air by simultaneous control of throttle and variable valve actuation
    • 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
    • F02D23/02—Controlling engines characterised by their being supercharged the engines being of fuel-injection type
    • 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
    • F02D41/30—Controlling fuel injection
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the present invention relates to a method and a system for controlling an engine having a Variable Turbine Geometry (VTG) turbo charger.
  • VFG Variable Turbine Geometry
  • VTG Variable Turbine Geometry
  • EGR exhaust Gas Recirculation
  • Other engines for other uses may also be provided with a VTG in combination with EGR.
  • VTG technology and EGR technology facilitates fulfillment of emission requirements for i.a. diesel engines.
  • one important control object when controlling the VTG and the EGR valve is to generate low emissions. In particular it is important to meet emission requirements.
  • Another important control object when controlling an engine having a VTG in combination with EGR is to optimize engine performance so that the engine generates high power at all times and consumes a minimum of fuel.
  • control unit controlling the engine is adapted to controlling a combustion engine with a Variable Geometry Turbine (VTG), such that when determining that a demand for a higher torque exists, the engine is controlled according to a high charger gas pressure mode in which the VTG is closed to generate a higher turbo charger gas.
  • VTG Variable Geometry Turbine
  • the electronic control unit is adapted to detect a demand for a high torque, where upon determination that a condition indicating a demand for a high torque is fulfilled, the electronic control unit (ECU) initiates closing of the VTG to a position providing maximum torque, while at the same time not exceeding any emission requirements.
  • the engine response is maximized and maximum torque is delivered instantly by the engine.
  • - Fig. 1 is a general partial view of an engine including a turbo charger with VTG and EGR.
  • - Fig. 2 is a flow chart illustrating steps performed in a control procedure when switching between different control modes in accordance with a first embodiment.
  • - Fig. 3 is a flow chart illustrating steps performed in a control procedure when switching between different control modes in accordance with a second embodiment.
  • Fig.l selected parts of an engine 100 of a motor vehicle 10 is schematically depicted.
  • the engine depicted in Fig. 1 can for example be designed to be part of a truck or any other heavy vehicle such as a bus or the like.
  • the exemplary engine 100 in Fig. 1 is a diesel engine provided with a turbocharger and having five cylinders 105.
  • the turbo charger is a turbo charger having a Variable Turbine Geometry (VTG).
  • the turbo charger comprises a compressor 102 driven by a turbine 103.
  • the turbine may be of a type having a Variable Turbine Geometry (VTG).
  • the exemplary engine comprises an EGR valve 107.
  • the EGR valve 107 controls the amount of exhaust gas that is re-circulated to the gas inlet of the engine 100.
  • the engine is controlled by a computer in the form of an electronic control unit (ECU) 106.
  • the ECU 106 is connected to the engine to control the engine.
  • sensors provided in association with the engine provide sensor signals to the ECU 106.
  • the ECU 106 exercises control of the engine using some programmed computer instructions or similar means.
  • the programmed computer instructions are provided in the form of a computer program product 110 stored on a readable digital storage medium 108, such as memory card, a Read Only Memory (ROM) a Random Access Memory (RAM), an EPROM, an EEPROM or a flash memory.
  • Fig. 2 a flow chart illustrating steps performed in a control procedure when switching between different control modes in accordance with a first embodiment is shown.
  • a mode switch condition is one or more conditions set to predict a torque demand increase in the near future.
  • Conditions used to predict a torque increase can for example be a high fuel injection for a period of time followed by a low fuel injection.
  • Another condition used to predict a torque demand increase can be if the fuel injection rate increases above some predetermined threshold value. If a torque increase is predicted in step 203, the control procedure proceeds to a third step 205, else the ECU continues to control the engine in the first, regular, control mode.
  • step 205 the ECU starts to generate a higher exhaust gas pressure by closing the VTG to a more closed position, while maintaining the same engine speed.
  • the amount of fuel will have to be increased somewhat to maintain engine speed.
  • the higher the acceptable amount of additional pumping work the more closed a position the VTG is set to.
  • a more closed VTG position will allow for a higher power to be delivered from the turbine to the turbo compressor of the turbo charger, at least within some range.
  • the control system can be set to cause an optimisation the charger pressure in relation to the extra fuel required to maintain the higher charger pressure in accordance with some pre-set control strategy.
  • the EGR is controlled in a closed loop while the VTG can be controlled using mapped values stored in a map or look-up table.
  • the values in the map are then chosen such that charger gas pressure is higher than in the first, regular control mode. To generate the higher charger pressure a higher exhaust gas pressure is needed which will result in a higher pumping work that the engine needs to perform.
  • a condition to exit the high exhaust gas pressure mode is met.
  • the condition used to exit the mode can for example be that the amount of fuel injected is higher than a threshold value or that the amount of fuel injected is higher than a threshold value in combination with an amount of excess of air, for example as measured by an inlet air gas mass flow sensor.
  • the mode with high exhaust gas pressure can also be set to be timed out after some predetermined time in the mode. If an exit condition is met the procedure returns to step 201, where the ECU controls the engine in accordance with the first, regular, control mode. If, on the other hand, no exit condition is met, the ECU continues to control the engine in a mode with a higher charger gas pressure.
  • Fig. 3 a flow chart illustrating steps performed in a control procedure when switching between different control modes in accordance with a second embodiment is shown.
  • a mode switch condition is set to detect a high torque demand.
  • Conditions used to detect a high torque demand can for example be that the amount of injected fuel is limited by the mass flow of air into the cylinders by more than a predetermined value.
  • Another condition that can be used is to compare the torque demand to the existing torque value. If the difference exceeds some predetermined threshold value the condition in step 303 is determined to be fulfilled. If a high torque demand is detected in step 303, the control procedure proceeds to a third step 305, else the ECU continues to control the engine in the first, regular, control mode.
  • the ECU starts to generate a high torque by closing the VTG to a more closed position.
  • a higher charge gas pressure is obtained.
  • more fuel can be injected to the cylinders resulting in a higher torque.
  • the VTG is controlled to a position generating a maximal turbine power. This position is dependent on the current gas mass flow through the turbine.
  • the control system can be adapted to control to the VTG to the position generating the maximal turbine power for each gas mass flow through the turbine. This is obtained by reading the current gas mass flow and control the VTG to the position corresponding to the highest turbine power for that gas mass flow as given by the value of the map stored by the control system.
  • the EGR is controlled in a closed loop while the VTG can be controlled using mapped values stored in a map or look-up table.
  • the values in the map are then chosen such that charger gas pressure is maximized. To generate the maximized charger pressure a higher exhaust gas pressure is needed which will result in a higher pumping work that the engine needs to perform.
  • a condition to exit the high torque mode is met.
  • the condition used to exit the mode can for example be that the amount of fuel injected is equal to the demand for fuel. In addition a pre-condition of air excess can be required to exit the high torque mode, or the amount of fuel injected in combination with an amount of excess of air. If an exit condition is met the procedure returns to step 301, where the ECU controls the engine in accordance with the first, regular, control mode. If, on the other hand, no exit condition is met, the ECU continues to control the engine in a mode with a higher exhaust gas pressure. The higher exhaust gas pressure will then act to support the demand for a high torque.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

In a method and a system for controlling an engine having a Variable Turbine Geometry (VTG) the control unit cont rolling the engine is adapted to controlling the engine such that when determining (303) that a demand for a higher torque exists, the engine is controlled 5 (305) in a high charger gas pressure mode in which the VTG is closed to generate a higher turbo charger gas. Hereby the demand for a higher torque can be met quicker and the engine response is improved.

Description

A METHOD OF CONTROLLING AN EGR ENGINE HAVING A VTG TURBO
CHARGER II
TECHNICAL FIELD
The present invention relates to a method and a system for controlling an engine having a Variable Turbine Geometry (VTG) turbo charger.
BACKGROUND Diesel engines for use in heavy vehicles such as trucks and buses are sometimes provided with a Variable Turbine Geometry (VTG) also termed Variable Geometry Turbocharger or Variable Geometry Turbine (VGT). Such an engine is typically provided with an EGR (Exhaust Gas Recirculation) valve. Other engines for other uses may also be provided with a VTG in combination with EGR. One reason for employing VTG technology and EGR technology is that it facilitates fulfillment of emission requirements for i.a. diesel engines.
In operation one important control object when controlling the VTG and the EGR valve is to generate low emissions. In particular it is important to meet emission requirements. Another important control object when controlling an engine having a VTG in combination with EGR is to optimize engine performance so that the engine generates high power at all times and consumes a minimum of fuel.
There is a constant desire to improve control of engines to optimize performance and at the same time keep fuel consumption to a minimum and not exceed existing emission requirements.
Hence, there exist a need for a method and a system that can provide improved engine performance. SUMMARY
It is an object of the present invention to provide a method and a system that improves engine performance of an engine having a VTG.
It is another object of the present invention to provide a method and a system that improve the engine performance of an engine having a VTG and EGR.
These object and others are obtained by the method, system and computer program product as set out in the appended claims. Thus, in order to obtain improved performance, the control unit controlling the engine is adapted to controlling a combustion engine with a Variable Geometry Turbine (VTG), such that when determining that a demand for a higher torque exists, the engine is controlled according to a high charger gas pressure mode in which the VTG is closed to generate a higher turbo charger gas. Hereby the demand for a higher torque can be met quicker and the engine response is improved.
In another embodiment the electronic control unit is adapted to detect a demand for a high torque, where upon determination that a condition indicating a demand for a high torque is fulfilled, the electronic control unit (ECU) initiates closing of the VTG to a position providing maximum torque, while at the same time not exceeding any emission requirements. Hereby the engine response is maximized and maximum torque is delivered instantly by the engine.
BRIEF DESCRIPTION OF THE DRAWINGS
The present invention will now be described in more detail by way of non-limiting examples and with reference to the accompanying drawings, in which:
- Fig. 1 is a general partial view of an engine including a turbo charger with VTG and EGR. - Fig. 2 is a flow chart illustrating steps performed in a control procedure when switching between different control modes in accordance with a first embodiment. - Fig. 3 is a flow chart illustrating steps performed in a control procedure when switching between different control modes in accordance with a second embodiment.
DETAILED DESCRIPTION In Fig.l selected parts of an engine 100 of a motor vehicle 10 is schematically depicted. The engine depicted in Fig. 1 can for example be designed to be part of a truck or any other heavy vehicle such as a bus or the like. The exemplary engine 100 in Fig. 1 is a diesel engine provided with a turbocharger and having five cylinders 105. The turbo charger is a turbo charger having a Variable Turbine Geometry (VTG). The turbo charger comprises a compressor 102 driven by a turbine 103. As stated above the turbine may be of a type having a Variable Turbine Geometry (VTG).
Furthermore the exemplary engine comprises an EGR valve 107. The EGR valve 107 controls the amount of exhaust gas that is re-circulated to the gas inlet of the engine 100.
The engine is controlled by a computer in the form of an electronic control unit (ECU) 106. The ECU 106 is connected to the engine to control the engine. In addition sensors provided in association with the engine provide sensor signals to the ECU 106. Using the sensor signals, the ECU 106 exercises control of the engine using some programmed computer instructions or similar means. Typically, the programmed computer instructions are provided in the form of a computer program product 110 stored on a readable digital storage medium 108, such as memory card, a Read Only Memory (ROM) a Random Access Memory (RAM), an EPROM, an EEPROM or a flash memory.
In Fig. 2 a flow chart illustrating steps performed in a control procedure when switching between different control modes in accordance with a first embodiment is shown. First in a first step 201 the ECU is set to control the engine in accordance with a first, regular, control method. Next, in a second step 203, the ECU checks if a mode switch condition is fulfilled. The mode switch condition is one or more conditions set to predict a torque demand increase in the near future. Conditions used to predict a torque increase can for example be a high fuel injection for a period of time followed by a low fuel injection. Another condition used to predict a torque demand increase can be if the fuel injection rate increases above some predetermined threshold value. If a torque increase is predicted in step 203, the control procedure proceeds to a third step 205, else the ECU continues to control the engine in the first, regular, control mode.
In step 205, the ECU starts to generate a higher exhaust gas pressure by closing the VTG to a more closed position, while maintaining the same engine speed. As a result of the higher exhaust gas pressure the amount of fuel will have to be increased somewhat to maintain engine speed. The higher the acceptable amount of additional pumping work, the more closed a position the VTG is set to. A more closed VTG position will allow for a higher power to be delivered from the turbine to the turbo compressor of the turbo charger, at least within some range. While in this control mode, the control system can be set to cause an optimisation the charger pressure in relation to the extra fuel required to maintain the higher charger pressure in accordance with some pre-set control strategy.
The EGR is controlled in a closed loop while the VTG can be controlled using mapped values stored in a map or look-up table. The values in the map are then chosen such that charger gas pressure is higher than in the first, regular control mode. To generate the higher charger pressure a higher exhaust gas pressure is needed which will result in a higher pumping work that the engine needs to perform.
Thereupon, in a fourth step 207, the ECU checks if a condition to exit the high exhaust gas pressure mode is met. The condition used to exit the mode can for example be that the amount of fuel injected is higher than a threshold value or that the amount of fuel injected is higher than a threshold value in combination with an amount of excess of air, for example as measured by an inlet air gas mass flow sensor. The mode with high exhaust gas pressure can also be set to be timed out after some predetermined time in the mode. If an exit condition is met the procedure returns to step 201, where the ECU controls the engine in accordance with the first, regular, control mode. If, on the other hand, no exit condition is met, the ECU continues to control the engine in a mode with a higher charger gas pressure.
In Fig. 3 a flow chart illustrating steps performed in a control procedure when switching between different control modes in accordance with a second embodiment is shown. First in a first step 301 the ECU is set to control the engine in accordance with a first, regular, control mode. Next, in a second step 303, the ECU checks if a mode switch condition is fulfilled. The mode switch condition is set to detect a high torque demand. Conditions used to detect a high torque demand can for example be that the amount of injected fuel is limited by the mass flow of air into the cylinders by more than a predetermined value. Another condition that can be used is to compare the torque demand to the existing torque value. If the difference exceeds some predetermined threshold value the condition in step 303 is determined to be fulfilled. If a high torque demand is detected in step 303, the control procedure proceeds to a third step 305, else the ECU continues to control the engine in the first, regular, control mode.
In the third step 305, the ECU starts to generate a high torque by closing the VTG to a more closed position. Thus, by increasing the turbine speed, a higher charge gas pressure is obtained. Hereby more fuel can be injected to the cylinders resulting in a higher torque. In step 305, the VTG is controlled to a position generating a maximal turbine power. This position is dependent on the current gas mass flow through the turbine. By storing values for different modes of operation in a map or a look-up table in the control system, the control system can be adapted to control to the VTG to the position generating the maximal turbine power for each gas mass flow through the turbine. This is obtained by reading the current gas mass flow and control the VTG to the position corresponding to the highest turbine power for that gas mass flow as given by the value of the map stored by the control system.
Hence, the EGR is controlled in a closed loop while the VTG can be controlled using mapped values stored in a map or look-up table. The values in the map are then chosen such that charger gas pressure is maximized. To generate the maximized charger pressure a higher exhaust gas pressure is needed which will result in a higher pumping work that the engine needs to perform.
Thereupon, in a fourth step 307, the ECU checks if a condition to exit the high torque mode is met. The condition used to exit the mode can for example be that the amount of fuel injected is equal to the demand for fuel. In addition a pre-condition of air excess can be required to exit the high torque mode, or the amount of fuel injected in combination with an amount of excess of air. If an exit condition is met the procedure returns to step 301, where the ECU controls the engine in accordance with the first, regular, control mode. If, on the other hand, no exit condition is met, the ECU continues to control the engine in a mode with a higher exhaust gas pressure. The higher exhaust gas pressure will then act to support the demand for a high torque.

Claims

1. A method of controlling a combustion engine (100) for powering a motor vehicle (10), the engine comprising a turbocharger with a Variable Geometry Turbine (103), characterized by the steps of:
- determining (303) that a demand for a higher torque exists, and
- entering (305) a high charger gas pressure mode in which the Variable Geometry Turbine is closed to generate a higher turbo charger gas pressure in response to determining that a demand for a higher torque exists.
2. The method according to claim 1, characterized by the step of: controlling the Variable Geometry Turbine to a position generating a maximal turbine speed.
3. The method according to claim 2, characterized by the step of controlling the Variable Geometry Turbine to the position generating the maximal turbine speed by obtaining the current gas mass flow through the turbine and controlling the Variable Geometry Turbine to position generating the maximal turbo charger gas pressure as given by a map of corresponding values .
4. The method according to any of claims 1 - 3, characterized by the step of determining that a demand for a higher torque exists when the difference between the existing torque demand exceeds the existing torque by a pre-determined threshold value.
5. The method according to any of claims 1 - 4, characterized by the step of exiting the high charger gas pressure mode upon detection of a predetermined event.
6. The method according to claim 5, characterized by the step of exiting the high charger gas pressure mode when the fuel injected is equal to a demand for fuel and/or there is an amount of excess of mass flow of air into the cylinders.
7. A system for controlling a combustion engine (100) comprising a turbocharger with a Variable Geometry Turbine (103) powering a motor vehicle (10), characterized by: - means (106) for determining that a demand for a higher torque exists, and
- means (106) for entering a high charger gas pressure mode in response to determining that a demand for a higher torque exists, and
- means (106) for closing the Variable Geometry Turbine to generate a higher turbine speed, when the engine is controlled in the high charger gas pressure mode.
8. The system according to claim 7, characterized by means for controlling the Variable Geometry Turbine to a position generating a maximal turbine speed when the engine is controlled in the high charger gas pressure mode.
9. The system according to claim 8, characterized in that the means for controlling the Variable Geometry Turbine to the position generating the maximal turbo charger gas pressure are adapted to read the current gas mass flow through the turbine and adapted to control the Variable Geometry Turbine to position generating the maximal turbo charger gas pressure as given by a map of corresponding values.
10. The system according to any of claims 7 - 9, characterized by means for determining that a demand for a higher torque exists when the difference between the existing torque demand exceeds the existing torque by a pre-determined threshold value.
11. The system according to any of claims 7 - 10, characterized by means for exiting the high charger gas pressure mode upon detection of a predetermined event.
12. The system according to claim 11, characterized in that the means for exiting the high charger gas pressure mode are adapted to exit the mode when the fuel injected is equal to the demand for fuel and/or there is an amount of excess of mass flow of air into the cylinders.
13. A computer program product (110) for controlling an internal combustion engine (100) comprising a Variable Geometry Turbine (103) powering a motor vehicle (10), characterized in that the computer program product comprises program segments that when executed on a computer for controlling the internal combustion engine causes the computer to perform the steps of:
- determining or receiving an indication that a demand for a higher torque exists, and - entering a high charger gas pressure mode in which the Variable Geometry Turbine is closed to generate a higher turbo charger gas pressure in response to the indicated demand for a higher torque exists.
14. The computer program product according to claim 13, characterized by program segments for controlling the Variable Geometry Turbine to a position generating a maximal turbo charger gas pressure.
15. The computer program product according to claim 14, characterized by program segments for controlling the Variable Geometry Turbine to the position generating the maximal turbo charger gas pressure by reading the current gas mass flow through the turbine and controlling the Variable Geometry Turbine to position generating the maximal turbo charger gas pressure as given by a map of values.
16. The computer program product according to any of claims 13 - 15, characterized by program segments for determining that a demand for a higher torque exists when the difference between the existing torque demand exceeds the existing torque by a predetermined threshold value.
17. The computer program product according to any of claims 13 - 16, characterized by program segments for exiting the high charger gas pressure mode upon detection of a predetermined event.
18. The computer program product according to claim 17, characterized by program segments for exiting the high charger gas pressure mode when the fuel injected is equal to the demand for fuel and/or there is an amount of excess of mass flow of air into the cylinders.
19. A digital storage medium (108) having the computer program product according to any of claims 13 - 18 stored thereon.
PCT/SE2008/050455 2007-05-16 2008-04-22 A method of controlling an egr engine having a vtg turbo charger ii WO2008140392A1 (en)

Applications Claiming Priority (2)

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SE0701203-2 2007-05-16
SE0701203A SE537304C2 (en) 2007-05-16 2007-05-16 Procedure for controlling an engine with VTG turbocharger

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Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6058707A (en) * 1997-04-12 2000-05-09 Daimler Chrysler Ag Method of controlling the charge air mass flows of an internal combustion engine including an exhaust gas turbocharger with adjustable turbine geometry
EP1302644A1 (en) * 2001-10-15 2003-04-16 Delphi Technologies, Inc. Method for controlling an exhaust-gas turbocharger with a variable turbine geometry
EP1471234A2 (en) * 2003-04-23 2004-10-27 Robert Bosch Gmbh Method and device for operating an internal combustion engine

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6058707A (en) * 1997-04-12 2000-05-09 Daimler Chrysler Ag Method of controlling the charge air mass flows of an internal combustion engine including an exhaust gas turbocharger with adjustable turbine geometry
EP1302644A1 (en) * 2001-10-15 2003-04-16 Delphi Technologies, Inc. Method for controlling an exhaust-gas turbocharger with a variable turbine geometry
EP1471234A2 (en) * 2003-04-23 2004-10-27 Robert Bosch Gmbh Method and device for operating an internal combustion engine

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SE537304C2 (en) 2015-03-31

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