WO2008140393A1 - A method of controlling an engine having a vtg turbo charger i - Google Patents

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

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Publication number
WO2008140393A1
WO2008140393A1 PCT/SE2008/050464 SE2008050464W WO2008140393A1 WO 2008140393 A1 WO2008140393 A1 WO 2008140393A1 SE 2008050464 W SE2008050464 W SE 2008050464W WO 2008140393 A1 WO2008140393 A1 WO 2008140393A1
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WO
WIPO (PCT)
Prior art keywords
gas pressure
demand
pressure mode
higher torque
engine
Prior art date
Application number
PCT/SE2008/050464
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.)
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Publication date
Application filed by Scania Cv Ab (Publ) filed Critical Scania Cv Ab (Publ)
Priority to DE112008001307.1T priority Critical patent/DE112008001307B4/en
Publication of WO2008140393A1 publication Critical patent/WO2008140393A1/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
    • F02D41/02—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
    • 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
    • F02B37/22—Control of the pumps by varying cross-section of exhaust passages or air passages, e.g. by throttling turbine inlets or outlets or by varying effective number of guide conduits
    • 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
    • F02D41/0002—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
    • F02D41/04—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
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0047—Controlling exhaust gas recirculation [EGR]
    • F02D41/005—Controlling exhaust gas recirculation [EGR] according to engine operating conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
    • F02M26/05—High pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust system upstream of the turbine and reintroduced into the intake system downstream of the compressor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/09—Constructional details, e.g. structural combinations of EGR systems and supercharger systems; Arrangement of the EGR and supercharger systems with respect to the engine
    • F02M26/10—Constructional details, e.g. structural combinations of EGR systems and supercharger systems; Arrangement of the EGR and supercharger systems with respect to the engine having means to increase the pressure difference between the exhaust and intake system, e.g. venturis, variable geometry turbines, check valves using pressure pulsations or throttles in the air intake or exhaust system
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the present invention relates to 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.
  • the control unit controlling the engine is adapted to predict a future need for a high torque.
  • the control unit controlling the engine increases the pressure upstream the VTG by closing the VTG to a more closed position for the same engine speed, thereby enabling a higher power to be generated by the turbine of the VTG so that when a demand for a higher torque is signaled to the control unit, the compressor of the turbo charger can generate a high turbo pressure substantially instantly and thereby improve the response to the increased demand for torque.
  • a particular control mode is used to control the engine to have a higher charge gas pressure when the control unit determines that a condition is met.
  • the control mode with higher charge gas pressure can for example be triggered by a high fuel injection for a period of time followed by a low fuel injection.
  • Another event that may be used to trigger the mode with higher charge gas pressure is the fuel injection rate increase. If the fuel injection rate increase exceeds a threshold value the mode is triggered. If any such condition is met the electronic control unit (ECU) switches control mode to control where the VTG is more closed but where the engine is running at the same engine speed.
  • the engine can respond quicker when there is a demand for a higher torque.
  • control mode with a higher charge gas pressure is exit when the mode has been triggered for a predetermined time; hereby the amount of extra fuel required for maintaining the higher charge gas pressure is reduced.
  • electronic control unit is adapted to detect a demand for a high torque. 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 turbine power, while at the same time not exceeding any emission requirements.
  • - 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.
  • 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 first step 201 the ECU is set to control the engine in accordance with a first, regular, control mode.
  • 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.
  • 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)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Supercharger (AREA)

Abstract

In order to obtain improved performance, the control unit controlling an engine provided with Variable Turbine Geometry (VTG) is adapted to predict (203) a future need for a high torque. In response to determining that there will be a demand for a high torque in the near future, the control unit controlling (205) the engine increases charge gas pressure by closing the VTG to a more closed position for the same engine speed, thereby enabling a higher power to be generated by the turbine of the VTG so that when a demand for a higher torque is signaled to the control unit, the compressor of the turbo charger can generate a high turbo pressure instantly and thereby improve the response to the increased demand for torque.

Description

A METHOD OF CONTROLLING AN ENGINE HAVING A VTG TURBO CHARGER I
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 predict a future need for a high torque. In response to determining that there will be a demand for a high torque in the near future, the control unit controlling the engine increases the pressure upstream the VTG by closing the VTG to a more closed position for the same engine speed, thereby enabling a higher power to be generated by the turbine of the VTG so that when a demand for a higher torque is signaled to the control unit, the compressor of the turbo charger can generate a high turbo pressure substantially instantly and thereby improve the response to the increased demand for torque.
In one embodiment a particular control mode is used to control the engine to have a higher charge gas pressure when the control unit determines that a condition is met. The control mode with higher charge gas pressure can for example be triggered by a high fuel injection for a period of time followed by a low fuel injection. Another event that may be used to trigger the mode with higher charge gas pressure is the fuel injection rate increase. If the fuel injection rate increase exceeds a threshold value the mode is triggered. If any such condition is met the electronic control unit (ECU) switches control mode to control where the VTG is more closed but where the engine is running at the same engine speed. Hereby the engine can respond quicker when there is a demand for a higher torque.
In one embodiment the control mode with a higher charge gas pressure is exit when the mode has been triggered for a predetermined time; hereby the amount of extra fuel required for maintaining the higher charge gas pressure is reduced. In another embodiment the electronic control unit is adapted to detect a demand for a high torque. 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 turbine power, while at the same time not exceeding any emission requirements.
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 from the engine and other signals provided from other parts of a motor vehicle in which the engine is located 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. In a first step 201 the ECU is set to control the engine in accordance with a first, regular, control mode. 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 the third 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: - predicting (203) a future demand for a higher torque, and
- entering (205) 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 a prediction of a future demand for a higher torque while maintaining substantially the same engine speed.
2. The method according to claim 1, characterized by the step of predicting a future demand for a higher torque when a high fuel injection for a period of time is followed by a low fuel injection.
3. The method according to claim 1, characterized by the step of predicting a future demand for a higher torque when the fuel injection rate increases above a predetermined threshold value.
4. The method according to any of claims 1 - 3, characterized by the step of exiting the high charger gas pressure mode upon detection of a predetermined event.
5. The method according to claim 4, characterized by the step of 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.
6. The method according to claim 4, characterized by the step of exiting the high charger gas pressure mode when the mode has been triggered for a predetermined time.
7. A system for controlling a combustion engine (100) for powering a motor vehicle (10), the engine comprising a turbocharger with a Variable Geometry Turbine (103), characterized by:
- means (106) for predicting a future demand for a higher torque, - means (106) for entering a high charger gas pressure mode in response to a predicted future higher torque demand, and
- means (106) for closing the Variable Geometry Turbine to generate a higher turbo charger gas pressure while maintaining the same engine speed when in said high charger gas pressure mode.
8. The system according to claim 7, characterized by means for predicting a future demand for a higher torque when a high fuel injection for a period of time is followed by a low fuel injection.
9. The system according to claim 7, characterized by means for predicting a future demand for a higher torque when the fuel injection rate increases above some predetermined threshold value.
10. The system according to any of claims 7 - 9, characterized by means for exiting the high charger gas pressure mode upon detection of a predetermined event.
11. The system according to claim 10, characterized by means 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.
12. The system according to claim 10, characterized by means for exiting the high charger gas pressure mode when the mode has been triggered for a predetermined time.
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:
- obtaining a prediction of a future demand for a higher torque, and - entering a high charger gas pressure mode in which the Variable Geometry Turbine is controlled to close in for generating a higher turbo charger gas pressure in response to a prediction of a future demand for a higher torque while maintaining the same engine speed.
14. The computer program product according to claim 13, characterized by program segments for predicting a future demand for a higher torque when a high fuel injection for a period of time is followed by a low fuel injection.
15. The computer program product according to claim 14, characterized by program segments for predicting a future demand for a higher torque when the fuel injection rate increases above some predetermined threshold value.
16. The computer program product according to any of claims 13 - 15, characterized by program segments for exiting the high charger gas pressure mode upon detection of a predetermined event.
17. The computer program product according to claim 16, 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.
18. The computer program product according to claim 16, characterized by program segments for exiting the high charger gas pressure mode when the mode has been triggered for a predetermined time.
19. A digital storage medium (108) having the computer program product according to any of claims 13 - 18 stored thereon.
PCT/SE2008/050464 2007-05-16 2008-04-22 A method of controlling an engine having a vtg turbo charger i WO2008140393A1 (en)

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EP2388462A3 (en) * 2010-05-18 2015-01-28 Deere & Company Method of operating a variable geometry turbine
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CN105134391A (en) * 2014-06-03 2015-12-09 通用汽车环球科技运作有限责任公司 Turbine expansion ratio estimation for model-based boost control
EP3636894A1 (en) * 2018-10-08 2020-04-15 Volkswagen AG Method for controlling the charging pressure of a combustion engine

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EP2388462A3 (en) * 2010-05-18 2015-01-28 Deere & Company Method of operating a variable geometry turbine
GB2502805A (en) * 2012-06-07 2013-12-11 Jaguar Land Rover Ltd Internal combustion engine inlet charge compression boost in readiness for raised demand
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Also Published As

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DE112008001307B4 (en) 2022-07-14
SE531171C2 (en) 2009-01-13
SE0701208L (en) 2008-11-17
DE112008001307T5 (en) 2010-04-22

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