• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a method for operating an internal combustion engine (10) with at least one high-pressure exhaust gas turbine (13b) with variable turbine geometry and a high-pressure turbocharger (13) having at least one low-pressure exhaust gas turbine (14b) with variable turbine geometry and a low-pressure compressor (14a ) in which the high - pressure exhaust gas turbine (13b) and the low - pressure exhaust gas turbine (14b) are successively flowed through by exhaust gas in the exhaust system (12) and the low - pressure compressor (14a) and the High pressure compressor (13a) are successively flowed through by intake air in the intake system (11), and wherein in at least one engine operating region (1, 2, 3, 4) the high pressure exhaust gas turbine (13b) via a first bypass valve (18) having first bypass line (17 ) is bypassed. To increase the engine output and the efficiency, it is provided that in at least one engine operating region (1, 2, 3, 4) one or two actuators from the group variable turbine geometry of the high-pressure exhaust gas turbine (13b), variable turbine geometry of the low-pressure exhaust gas turbine (14b) or first bypass Valve (18) in response to a deviation between at least one actual value (pL1i, pL2i) and at least one setpoint (pL1i, pL2i) of the pressure (pL1, pL2) in the intake line (11a) regulated and the other actuators are piloted.
    公开号:AT516613A4
    申请号:T50359/2015
    申请日:2015-05-05
    公开日:2016-07-15
    发明作者:
    申请人:Avl List Gmbh；
    IPC主号:
    专利说明:

    The invention relates to a method for operating an internal combustion engine having at least one high pressure exhaust gas turbine with variable turbine geometry and a high pressure compressor having high pressure turbocharger and at least one low pressure exhaust gas turbine with variable turbine geometry and a low pressure compressor having low pressure turbocharger, wherein in at least one engine operating range, the high pressure exhaust gas turbine and the low pressure exhaust gas successively of exhaust gas in Exhaust system and the low-pressure compressor and the high-pressure compressor are successively flowed through by intake air in the intake system, and wherein in at least one engine operating region, the high-pressure exhaust gas bypassing a first bypass valve having first bypass line. Furthermore, the invention relates to an internal combustion engine for carrying out the method.
    EP 1 640 598 A1 describes a supercharged internal combustion engine having an intake line for supplying fresh air and an exhaust line for discharging the exhaust gas with at least two exhaust gas turbochargers connected in series, each comprising a turbine arranged in the exhaust line and a compressor arranged in the intake line where a first exhaust gas turbocharger is used as a high-pressure stage and a second exhaust gas turbocharger as a low-pressure stage. The high-pressure exhaust gas turbine having a variable turbine geometry (VTG) can be bypassed via a bypass line and a so-called "wastegate".
    DE 198 53 360 A1 discloses an internal combustion engine with two exhaust gas turbochargers of different sizes, wherein the two exhaust gas turbochargers connected in series and each bypassable via a bypass line have different operating characteristics. The exhaust gas turbine arranged on the low pressure side in the exhaust system has a variable turbine geometry.
    Further similar arrangements are known from the publications DE 103 19 594 Al, DE 199 61 610 Al, DE 10 2008 036 308 Al, DE 10 2008 056 337 Al, DE 10 2009 036 743 Al and DE 10 2012 012 730 Al.
    With exhaust turbochargers connected in series, a high engine output can be provided in a wide speed range.
    The object of the invention is to achieve a further increase in engine performance and efficiency.
    According to the invention, this is achieved by controlling one or two actuators from the variable turbine geometry group of the high-pressure exhaust gas turbine, variable turbine geometry of the low-pressure exhaust gas turbine or first bypass valve as a function of a deviation between at least one actual value and at least one desired value of the pressure in the intake line in at least one engine operating region the other actuators are piloted.
    The actual value of the pressure in the suction line is measured in the inlet system downstream of at least one compressor and the deviation between the actual value and a predetermined setpoint used to regulate one or two of the specified variables in a closed loop - for example by means of a PID controller. The remaining control variables are piloted, for example on the basis of characteristic maps, as a function of at least one engine operating parameter, for example the load and / or the engine speed. In this context, "pilot control" means that the setting of the actuator takes place in an open control circuit, that is to say without feedback of a controlled variable, on the basis of a desired value, for example via a characteristic map as a function of a desired injection quantity or a rotational speed and control has the advantage that with relatively simple control means a high efficiency increase can be achieved.
    In a first engine operating range of the internal combustion engine, the variable turbine geometry of the high-pressure exhaust gas turbine or the variable turbine geometry of the low-pressure exhaust gas turbine can be regulated as a function of the deviation between at least one actual value and at least one desired value of the pressure in the intake line. Alternatively, it can also be provided that in the first engine operating range, the variable turbine geometry of the high-pressure exhaust gas turbine and the variable turbine geometry of the low-pressure exhaust gas turbine are regulated based on at least one ratio between the manipulated variables of the variable turbine geometry of the high-pressure exhaust gas turbine and the variable turbine geometry of the low-pressure exhaust gas turbine, the ratio being the control of the low-pressure exhaust gas turbine and the high-pressure exhaust gas turbine is derived.
    The first engine operating range covers much of the lower and middle speed range between minimum and maximum torque.
    The actual value of the pressure in the suction line can be measured downstream of the high-pressure compressor, that is, for example, in the region of the inlet header. Moreover, it is also possible to use, in addition to this first actual value of the pressure in the intake line, a second actual value of the pressure in the intake line for the regulation, which is measured upstream of the high-pressure compressor in the charge air line of the intake system. In this case, in a first engine operating range, the variable turbine geometry of the high pressure exhaust gas turbine may be controlled as a function of a deviation between a first actual value and a first desired value of the pressure in the intake line and the variable turbine geometry of the low pressure exhaust gas turbine depending on a deviation between a second actual value and a second desired value Pressure in the intake line are regulated, wherein preferably the first actual value downstream of the high pressure compressor and the second actual value of the pressure in the intake line between the low pressure compressor and the high pressure compressor is measured.
    In the first engine operating range, according to the present invention, the first bypass valve for bypassing the high-pressure exhaust gas turbine is completely closed, so that the high-pressure exhaust gas turbine and the low-pressure exhaust gas are flowed through in succession by the entire exhaust gas flow.
    By combining the use of a low-pressure exhaust gas turbocharger and a high-pressure turbocharger combined according to the method of the invention, the operating points in the respective compressor characteristic fields can be largely shifted so that operation is always possible with the best efficiencies. Compared to the known state of the art, there are advantages in the overall efficiency, since losses caused by a wastegate can be completely avoided in the first engine operating range.
    In order to provide a high torque also above the first engine operating range, in particular at higher rotational speeds, the invention further provides that in a second engine operating range, the first bypass valve as a function of the deviation between the actual value and the desired value of the pressure in the intake manifold , preferably the deviation between the first actual value and the first desired value of the pressure in the intake line, wherein preferably the variable turbine geometry of the high-pressure exhaust gas turbine and / or the variable turbine geometry of the low-pressure exhaust gas turbine - in particular via the second actual value of the pressure in the intake line - are precontrolled ,
    The advantage of the first bypass valve is that the high-pressure turbine can be adjusted in its adjustment so that it can work on the one hand in the first engine operating range with the best efficiencies. Since the adjustment range of the high-pressure exhaust gas turbine via the variable geometry to compensate for the boost pressure at high loads and speeds in the second engine operating range is no longer sufficient, a portion of the exhaust stream is bypassed by means of the first bypass valve on the high pressure exhaust gas turbine. The exhaust gas mass flow in the bypass line is advantageously limited to approximately 20% of the total exhaust gas mass flow when the first bypass valve is fully open in order to avoid a drop in the overall efficiency of the supercharging group consisting of both low-pressure turbochargers and high-pressure turbochargers and possibly also an electrically driven compressor.
    By limiting the adjustment range of the VTG high-pressure exhaust gas turbine, within which the high-pressure exhaust gas turbine can be operated with reasonable efficiencies, the use of a first bypass valve (wastegate) is advantageous. The advantage is given in particular with 2-stage charging, especially since the exhaust gas mass flow, which is passed past the high-pressure exhaust gas, is forwarded directly to the low-pressure exhaust gas turbine and thus no energy is lost. The additional flow path over which the first bypass valve, the exhaust back pressure for the internal combustion engine is lowered, which promises advantages in consumption and a lowering of the exhaust gas temperature
    The second engine operating range covers an upper speed range between minimum and maximum torque.
    Furthermore, it can be provided within the scope of the invention that in a third engine operating range the variable turbine geometry of the high-pressure exhaust gas turbine and / or the variable turbine geometry of the low-pressure exhaust gas turbine are regulated as a function of a deviation between at least one actual value and a desired value of the pressure in the intake line. It is also possible to control the variable turbine geometry of the high-pressure exhaust gas turbine and / or the variable turbine geometry of the low-pressure exhaust gas turbine on the basis of at least one ratio between the manipulated variables of the variable turbine geometry of the high-pressure exhaust gas turbine and the variable turbine geometry of the low-pressure exhaust gas, wherein preferably the ratio from the control of Low pressure exhaust gas turbine and the high pressure exhaust gas turbine is derived. The ratios between the manipulated variables of the variable turbine geometry of the high-pressure exhaust gas turbine and the variable turbine geometry of the low-pressure exhaust gas turbine can be stored in a characteristic field as a function of at least one engine operating parameter and retrieved therefrom. The third engine operating range includes operation of the engine at high to maximum engine speeds.
    If two actual values of the pressure in the intake line determined at different places of the charge air line are available, a particularly efficient and precise control of the exhaust gas turbocharger can be achieved if in the third engine operating range the variable turbine geometry of the high-pressure exhaust gas turbine depends on a deviation between at least one first actual value and one The first desired value of the pressure in the intake line is regulated and the variable turbine geometry of the low-pressure exhaust gas turbine is regulated as a function of a deviation between at least one second actual value and a second desired value of the pressure in the intake line, preferably the first actual value downstream of the high-pressure compressor and the second actual value of the pressure in the suction line between the low pressure compressor and the high pressure compressor is measured. In this case, in the third engine operating region, the first bypass valve is opened completely and / or opened pilot-controlled, so that at least part of the exhaust gas flow is conducted past the high-pressure exhaust gas through the first bypass line. For example, about 20% of the total amount of exhaust gas may be bypassed when the first bypass valve is fully opened by the first bypass line and at the high pressure exhaust gas turbine.
    By using one or both VTG exhaust gas turbines for charge pressure control with (partially) opened first bypass valve, analogous to the first
    Engine operating range in the third engine operating range, the operating points in the respective compressor maps are largely shifted so that operation at the best efficiencies is possible without having to leave the range of good efficiencies in one or both VTG exhaust gas turbines. Thus, the consumption of the internal combustion engine improves and it can be a higher performance at a given exhaust gas temperature and peak pressure limit can be achieved.
    It is particularly advantageous if an electrically driven compressor, preferably upstream of the low-pressure compressor, is arranged in the inlet system, its speed in a fourth engine operating range depending on a deviation between an actual value and a nominal value of the pressure in the intake line, preferably as a function of a deviation between the latter first actual value and the first set value of the pressure in the intake line is regulated. The electrically driven compressor is preferably bypassable by a second bypass line, wherein the flow in the second bypass line can be controlled by a second bypass valve arranged therein. In this case, in the fourth engine operating range, the first bypass valve for bypassing the high-pressure exhaust gas turbine is completely closed. The variable turbine geometry of the high-pressure exhaust gas turbine and / or the variable turbine geometry of the low-pressure exhaust gas turbine can in this case be completely closed and / or closed by pilot control. The fourth engine operating range is assigned to a low-speed and medium-high torque range.
    In the first, second and third operating range, the electrically driven compressor is bypassed via a second bypass line having a second bypass line and the electrically driven compressor is deactivated. In the fourth operating range, however, the second bypass valve is closed and the electric drive of the compressor is activated, so that the electrically driven compressor flows through the entire intake air flow.
    The invention will be explained in more detail below with reference to the non-limiting figures. Show it
    Fig. 1 shows schematically an internal combustion engine for carrying out the method according to the invention and Fig. 2 shows a torque / speed diagram of the internal combustion engine.
    1 shows a multi-cylinder internal combustion engine 10 with an intake system 11, an exhaust system 12, a high-pressure exhaust gas turbocharger 13 and a low-pressure exhaust gas turbocharger 14. The high-pressure turbocharger 13 has a high-pressure compressor 13a and a high-pressure exhaust gas turbine 13b with variable turbine geometry. The low-pressure exhaust gas turbocharger 14 has a low-pressure compressor 14a and a low-pressure exhaust gas turbine 14b with variable turbine geometry.
    The low-pressure compressor 14a and the high-pressure compressor 13a are connected in series in the intake passage 11a of the intake system 11, the high-pressure compressor 13a being located downstream of the low-pressure compressor 14a, based on the flow of the intake air. Between the low-pressure compressor 14a and the high-pressure compressor 13a, a first charge air cooler 15 is arranged. A further second charge air cooler 16 is located in the intake line between the high-pressure compressor 13 a and the intake manifold 11 b of the intake system 11.
    In the exhaust line 12a of the exhaust system 12, the high-pressure exhaust gas turbine 13b and the low-pressure exhaust gas turbine 14b are connected in series, wherein - based on the flow of the exhaust gas flow - the Niederdruckabgasturbine 14b downstream of the high-pressure exhaust gas turbine 13b is arranged. The high-pressure exhaust gas turbine 13b can be partially bypassed via a first bypass line 17, wherein the flow of the bypass line can be controlled by a first bypass valve 18 ("wastegate valve") The first bypass valve 18 is designed to be part of the valve in its open position Exhaust gas, for example, about 20%, pass past the high-pressure exhaust gas turbine 13 b.
    In addition to the high-pressure compressor 13a and the low-pressure compressor 14a, an electric motor 19 of electrically driven further compressor 20 can optionally be arranged in the intake line 11a of the intake system 11, the electrically driven compressor 20 in series with the high-pressure compressor 13a and low-pressure compressor in the embodiment shown in FIG 14a, in particular upstream of the low-pressure compressor 14a, based on the flow in the intake line 11a, is arranged upstream of the low-pressure exhaust gas turbine 14a. The electrically driven compressor 20 is bypassed by a second bypass line 21, wherein the flow through the second bypass line 21 via a second bypass valve 22 is controlled.
    For measuring a first actual value pLü of the pressure in the intake line downstream of the high-pressure compressor 13a, a first pressure sensor 23, for example in the region of the inlet header 11b, is provided. Optionally, a second pressure sensor 24 may be provided in the suction line 11a for determining a second actual value pL2i of the pressure in the suction line between the low-pressure compressor 14a and the high-pressure compressor 13a.
    FIG. 2 shows an engine map of the internal combustion engine 10, wherein the rotational speed n is plotted against the torque M. In the map, a first engine operating range 1, a second engine operating range 2, a third engine operating range 3 and a fourth engine operating range 4 are shown.
    The first engine operating region 1 covers a large part of the lower and middle rotational speed range between minimum and maximum torque M. When starting, the internal combustion engine 10 is operated in the operating mode 1 assigned to the first engine operating region 1. The second engine operating region 2 covers an upper rotational speed range between minimum and maximum torque M. The third engine operating region 3 includes the operation of the internal combustion engine 10 at high to maximum rotational speed n. The fourth engine operating region 4 is assigned to a low-speed n and medium-high torque range M in the map shown in FIG.
    Each engine operating area 1, 2, 3, 4 is assigned an operating strategy according to the invention.
    In each operating strategy, one or two of the actuators will become variable turbine geometry of the high pressure exhaust gas turbine 4a, variable turbine geometry of the low pressure exhaust turbine 14b or first bypass valve 18 depending on a deviation between at least one actual value pLu, pL2i and at least one setpoint pLis, pL2i of the pressure pLi, pL2 in the intake pipe 11a in a closed loop - for example by means of a PID controller - regulated. The other actuators, however, are only pre-controlled, so for example on the basis of a map depending on at least one operating parameter of the internal combustion engine 10 - without feedback of a controlled variable - set.
    The setpoint values pLis, Pi_2i for the pressure in the intake line 11a downstream or upstream of the high-pressure compressor 13a can likewise be predefined by characteristic maps as a function of operating parameters of the internal combustion engine 10 and / or load requirements.
    If only one actual value pLii is available for the boost pressure pLi in the intake line 11a, then in the first engine operating range 1 of the internal combustion engine 10 the variable turbine geometry of the high-pressure exhaust gas turbine 13b or the variable turbine geometry of the low-pressure exhaust gas turbine 14b is dependent on the deviation between this actual value pLü and an assigned setpoint value pLis of the pressure pLi in the intake pipe 11a regulated.
    Alternatively, in the first engine operating region 1, the variable turbine geometry of the high-pressure exhaust gas turbine 13b and the variable turbine geometry of the low-pressure exhaust gas turbine 14b may be combined on the basis of the deviation therebetween based on at least a ratio between the variable turbine geometry variable variables of the high-pressure exhaust gas turbine 13b and the variable turbine geometry of the low-pressure exhaust gas turbine 14b Actual value pLü and the associated setpoint pLis of the pressure pLi be controlled in the intake 11a. The ratio can be derived, for example, from the control of the low-pressure exhaust gas turbine 14b and the high-pressure exhaust gas turbine 13b. In other words, the variable turbine geometry of the high-pressure exhaust gas turbine 13b and the variable turbine geometry of the low-pressure exhaust gas turbine 14b can be controlled simultaneously on the basis of the deviation between this actual value pLii and the associated set value pLis of the pressure pLi in the intake pipe 11a, the amount of adjustment in the high-pressure exhaust gas turbine 13b and the low-pressure exhaust gas turbine 14b may be different. This degree of adjustment is determined by the ratio. The ratio can be stored depending on the operating point in a map.
    If actual values pLu, pL2i of pressures pLi, pL2 measured at different locations are available in the intake line 11a, for example both upstream and downstream of the high-pressure compressor 13a, then in a first engine operating region 1 the variable turbine geometry of the high-pressure exhaust gas 13b can be dependent on a deviation between a first actual value pLü and a first desired value pLis of a first pressure pLi in the
    Suction line 11a regulated and the variable turbine geometry of the low-pressure exhaust gas turbine 14b are controlled in response to a deviation between a second actual value pL2i and a second setpoint pL2s a second pressure pL2 in the intake manifold 11a.
    In the first engine operating region 1, the first bypass valve 18 for bypassing the high-pressure exhaust gas turbine 13b is completely closed. Thus, the high-pressure exhaust gas turbine 13b and the low-pressure exhaust gas turbine 14b are successively flowed through by the entire exhaust gas flow.
    In the second engine operating region 2, the first bypass valve 18 is regulated as a function of the deviation between the first actual value pLü and the first desired value pLis of the pressure pLi in the intake line 11a. The variable turbine geometry of the high-pressure exhaust gas turbine 13b and / or the variable turbine geometry of the low-pressure exhaust gas turbine 14b are precontrolled. If a second actual value pL2i is available for a second pressure in the intake line 11a, the pilot control of the variable turbine geometry of the high-pressure exhaust gas turbine 13b and / or the low-pressure exhaust gas turbine 14b can be dependent on the deviation between the second actual value pL2i and a second desired value pL2s of the second pressure pL2 in FIG the suction line 11a take place.
    In the third engine operating region 3, the variable turbine geometry of the high-pressure exhaust gas turbine 13b and / or the variable turbine geometry of the low-pressure exhaust gas turbine 14b are regulated as a function of a deviation between at least one actual value ρα and a desired value pUs of the pressure pLi in the intake line 11a. It is also possible to regulate the variable turbine geometry of the high-pressure exhaust gas turbine 13b and / or the variable turbine geometry of the low-pressure exhaust gas turbine 14b on the basis of at least one ratio between the manipulated variables of the variable turbine geometry of the high-pressure exhaust gas turbine 13b and the variable turbine geometry of the low-pressure exhaust gas turbine 14b. The ratio can again be derived from the control of the low-pressure exhaust gas turbine 14b and the high-pressure exhaust gas turbine 13b. The ratios between the manipulated variables of the variable turbine geometry of the high-pressure exhaust gas turbine 13b and the variable turbine geometry of the low-pressure exhaust gas turbine 14b can be found in a characteristic diagram in FIG
    Dependence of at least one engine operating parameter stored and retrieved therefrom.
    If actual values pLii, Pi_2i are available from two different locations of the intake line 11a pressures pLi, pL2, a particularly efficient and accurate control of the exhaust gas turbochargers 13, 14 can be achieved, if in the third engine operating range 3 the variable turbine geometry of the high-pressure exhaust gas turbine 13b in dependence Deviation between at least a first actual value pLü and a first setpoint value pLis of the first pressure pLi in the suction line 11a and the variable turbine geometry of the low pressure exhaust gas 14b as a function of a deviation between at least one second actual value pL2i and a second setpoint pL2s of the second pressure pL2 in the intake line 11a is regulated.
    In the third engine operating region 3, the first bypass valve 18 is opened completely and / or opened pilot-controlled, so that at least part of the exhaust gas flow is led past the high-pressure exhaust gas turbine 13 b through the first bypass line 17. For example, about 20% of the total amount of exhaust gas may be bypassed when the first bypass valve 18 is fully opened by the first bypass line 17 and the high pressure exhaust gas turbine 13b.
    If the intake system 11 has an electrically driven compressor 20 upstream of the low-pressure compressor 14a, the rotational speed of this compressor 20 can be controlled via the electric motor 19 in the fourth engine operating region 4 as a function of a deviation between, for example, a first actual value pLü and a corresponding desired value pLiis of the pressure in the intake line be managed. In this case, the first bypass valve 18 for bypassing the high-pressure exhaust gas turbine 13b is completely closed. In this case, the variable turbine geometry of the high-pressure exhaust gas turbine 13b and / or the variable turbine geometry of the low-pressure exhaust gas turbine 14b can be completely closed and / or closed in a pilot-controlled manner. This operating strategy can also be used in a transient operating range to realize an "over-boost" function.
    In the first, second and third operating range 1, 2, 3, the electrically driven compressor 20 via the second bypass line and the second open
    Bypass valve bypassed 22 and the electrically driven compressor 20 is deactivated. In the fourth operating region 4, however, the second bypass valve 22 is closed and the electric motor 19 is activated to drive the compressor 20, so that the electrically driven compressor 20 is flowed through by the entire intake air flow.
    The transitions between the operating ranges 1, 2, 3, 4 are defined as follows depending on the rated speed nN: • Transition from 1 -> 2
    At zero load, the transition speed range A between the first 1 and the second operating range 2 lies in the following range: 0.50 * nN <0.65 * nN.
    At full load, the transition speed range B between the first 1 and the second operating range 2 lies in the following range: 0.45 * nN <0.60 * nN. • transition 2 -> 3
    At zero load, the transition speed range C between the second 2 and the third operating range 3 lies in the following range: 0.70 * nN <0.80 * nN.
    At full load, the transition speed range d between the second 2 and the third operating range 3 lies in the following range: 0.65 * nN <0.75 * nN. • transition from 1 -> 4
    The transition 1 -> 4 or return results from the natural boost pressure characteristic of the system without electrically driven compressor 20.
    However, the design is such that at 0.4 * nN the full torque M can be achieved without the assistance of the electrically driven compressor 20.
    权利要求:
    Claims (20)
    [1]
    A method of operating an internal combustion engine (10) having at least one high pressure exhaust gas turbine (13b) having variable turbine geometry and a high pressure compressor (13a) having high pressure exhaust gas turbocharger (13) and at least one low pressure exhaust gas turbine (14b) having variable turbine geometry and a low pressure compressor (14a) Low-pressure exhaust gas turbocharger (14), wherein in at least one engine operating region (1, 2, 3, 4) the high-pressure exhaust gas turbine (13b) and the low-pressure exhaust gas turbine (14b) are successively flowed through by exhaust gas in the exhaust system (12) and the low-pressure compressor (14a) and the high-pressure compressor (14) 13a) are successively flowed through by intake air in the intake system (11), and wherein in at least one engine operating region (1, 2, 3, 4) the high-pressure exhaust gas turbine (13b) is bypassed via a first bypass line (17) having a first bypass valve (18) , characterized in that in at least one engine operating region (1, 2, 3, 4) a or two actuators from the group of variable turbine geometry of the high-pressure exhaust gas turbine (13b), variable turbine geometry of the low-pressure exhaust gas turbine (14b) or first bypass valve (18) as a function of a deviation between at least one actual value (pLü, pL2i) and at least one desired value (pLü, pL2i ) of the pressure (pu, pL2) in the intake pipe (11a) and the other actuators are precontrolled.
    [2]
    2. The method according to claim 1, characterized in that in a first engine operating range (1) the variable turbine geometry of the high-pressure exhaust gas turbine (13b) and / or the variable turbine geometry of the low-pressure exhaust gas turbine (14b) as a function of the deviation between at least one actual value (pLü, pL2i) and at least a desired value (pLis, Pi_2s) of the pressure in the intake pipe (11a) is controlled.
    [3]
    3. The method according to claim 2, characterized in that in the first engine operating range (1) the variable turbine geometry of the high pressure exhaust gas turbine (13b) and / or the variable turbine geometry of the low pressure exhaust gas turbine (14b) based on at least one ratio between the manipulated variables of the variable turbine geometry of the high pressure exhaust gas turbine (13b) and the variable turbine geometry of the low pressure exhaust gas turbine (14b) is controlled, wherein preferably the ratio of the control of the low pressure exhaust gas turbine (14b) and the high pressure exhaust gas turbine (13b) is derived.
    [4]
    4. The method according to claim 2, characterized in that in the first engine operating range (1) the variable turbine geometry of the high-pressure exhaust gas turbine (13b) in response to a deviation between a first actual value (pLü) and a first setpoint value (pLis) of a first pressure (pLi) in the suction line (11a) is controlled and the variable turbine geometry of the low-pressure exhaust gas turbine (14b) is regulated as a function of a deviation between a second actual value (pL2i) and a second desired value (PL2s) of the pressure (pL2) in the intake line (11a), wherein preferably the first actual value (pLii) of the first pressure (pLi) downstream of the high-pressure compressor (13a) and the second actual value (pL2i) of the second pressure (pL2) in the intake passage (11a) between the low-pressure compressor (14a) and the high-pressure compressor (13a) ,
    [5]
    5. The method according to any one of claims 2 to 4, characterized in that in the first engine operating range (1), the first bypass valve (18) for bypassing the Hochdruckabgasturbine (13b) is completely closed, so that the Hochdruckabgasturbine (13b) and the Niederdruckabgasturbine (14b) are successively flowed through by the entire exhaust gas flow.
    [6]
    6. The method according to any one of claims 1 to 5, characterized in that in a second engine operating range (2) the first bypass valve (18) as a function of the deviation between at least one actual value (pLü, pL2i) and the corresponding desired value (pLis, Pi_2s) of the pressure (pLi, pL2) in the intake passage (11a), preferably the deviation between the first actual value (pLii) and the first set value (pLis) of the first pressure (pLi) in the intake passage (11a).
    [7]
    7. The method according to claim 6, characterized in that in the second engine operating range (2) the variable turbine geometry of the high pressure exhaust gas turbine (13b) and / or the variable turbine geometry of the low pressure exhaust gas turbine (14b) preferably via the second actual value (pL2i) of the second pressure (pL2 ) in the suction line (11a) - are precontrolled.
    [8]
    8. The method according to any one of claims 1 to 7, characterized in that in a third engine operating range (3) the variable turbine geometry of the high-pressure exhaust gas turbine (13b) and / or the variable turbine geometry of the low-pressure exhaust gas turbine (14b) in dependence on a deviation between at least one actual value ( pLü, Pli ) and a corresponding desired value (pLis, Pi_2s) of the pressure (pLi, pL2) in the intake line (11a) is regulated.
    [9]
    9. The method according to claim 8, characterized in that in the third engine operating range (3) the variable turbine geometry of the high pressure exhaust gas turbine (13b) and / or the variable turbine geometry of the low pressure exhaust gas turbine (14b) on the basis of at least one ratio between the manipulated variables of the variable turbine geometry of the high pressure exhaust gas turbine (13b) and the variable turbine geometry of the low pressure exhaust gas turbine (14b) is controlled, wherein preferably the ratio of the control of the low pressure exhaust gas turbine (14b) and the high pressure exhaust gas turbine (13b) is derived.
    [10]
    10. The method according to claim 8, characterized in that in the third engine operating range (3) the variable turbine geometry of the high-pressure exhaust gas turbine (13b) as a function of a deviation between at least a first actual value (pLü) and a first desired value (pLis) of the first pressure (pLi) is regulated in the intake line (11a) and the variable turbine geometry of the low-pressure exhaust gas turbine (14b) is regulated as a function of a deviation between at least one second actual value (pL2i) and a second desired value (pL2s) of the second pressure (pL2s) in the intake line (11a), wherein preferably the first actual value (pLii) downstream of the high-pressure compressor (13a) and the second actual value (pL2i) of the second pressure (Pl2) in the intake line (11a) between the low-pressure compressor (14a) and the high-pressure compressor (13a) is measured.
    [11]
    11. The method according to any one of claims 8 to 10, characterized in that in the third engine operating region (3), the first bypass valve (18) is fully opened and / or pilot operated, so that at least a portion of the exhaust gas flow through the first bypass line ( 17) is led past the high-pressure exhaust gas turbine (13b).
    [12]
    12. The method according to any one of claims 3 to 11, characterized in that the ratios between the manipulated variables of the variable turbine geometry of the high-pressure exhaust gas turbine (13b) and the variable turbine geometry of the low-pressure exhaust gas turbine (14b) are stored in a characteristic field as a function of at least one engine operating parameter.
    [13]
    13. The method according to any one of claims 1 to 12, characterized in that in a fourth engine operating range (4) the speed of an inlet system arranged in the electrically driven compressor (20) in dependence on a deviation between at least one actual value (pLü, pL2i) and a corresponding Setpoint (pLü, pL2i), preferably in response to a deviation between the first actual value (pLü) and the first setpoint (Plis) of the first pressure (pLii) in the intake line (11a) is controlled.
    [14]
    14. The method according to claim 13, characterized in that in the fourth engine operating region (4), the first bypass valve (18) for bypassing the Hochdruckabgasturbine (13b) is completely closed.
    [15]
    15. The method according to claim 13 or 14, characterized in that in the fourth engine operating range (4) the variable turbine geometry of the high-pressure exhaust gas turbine (13b) and / or the variable turbine geometry of the low-pressure exhaust gas turbine (14b) are completely closed and / or closed pilot-controlled.
    [16]
    16. The method according to any one of claims 13 to 15, characterized in that in the first, second and third operating range (1, 2, 3) of the electrically driven compressor (20) via a second bypass valve (22) having second bypass line ( 21) is bypassed.
    [17]
    17. The method according to any one of claims 13 to 16, characterized in that in the fourth operating region (4), the second bypass valve (22) is closed, so that the electrically driven compressor (20) is flowed through by the entire intake air flow.
    [18]
    18. Internal combustion engine (10) with at least one high-pressure exhaust gas turbine (13b) with variable turbine geometry and a high-pressure compressor (13a) having a high-pressure exhaust gas turbocharger (13) and at least one low-pressure exhaust gas turbine (14b) with variable turbine geometry and a low-pressure compressor (14a) having a low-pressure exhaust gas turbocharger (14). , wherein in at least one engine operating range (1, 2, 3, 4) the high-pressure exhaust gas turbine (13b) and the low-pressure exhaust gas turbine (14b) successively exhaust gas in the exhaust system (12) are flowed through and the low-pressure compressor (14a) and the high pressure compressor (13a) successively from Intake air in the intake system (11) can be flowed through, and wherein in at least one engine operating region (1, 2, 3, 4) the high-pressure exhaust gas turbine (13b) via a first bypass valve (18) having first bypass line (17) is bypassed, for performing the Method according to one of claims 1 to 17, characterized in that in at least one Engine operating range one or two actuators from the group variable turbine geometry of the high pressure exhaust gas turbine (13b), variable turbine geometry of the low pressure exhaust gas turbine (14b) or first bypass valve (18) in response to a deviation between at least one actual value (pLii, pL2i) and at least one setpoint (pLü , pL2i) of the pressure (pLi, pL2) in the intake pipe (11a) and the other actuators are vorsteuerbar.
    [19]
    19. Internal combustion engine (10) according to claim 18, characterized in that in the inlet system (11) an electrically driven compressor (20), preferably upstream of the low-pressure compressor (14a), is arranged.
    [20]
    20. Internal combustion engine (10) according to claim 19, characterized in that the electrically driven compressor (20) by a second bypass line (21) is bypassable, wherein preferably in the second bypass line (21), a second bypass valve (22) is arranged , 2015 05 05 Fu
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    引用文献:
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    DE19961610A1|1999-12-21|2001-04-05|Daimler Chrysler Ag|Internal combustion engine with two exhaust gas turbochargers for motor vehicle, has control unit that increases/decreases variable geometry turbine cross-section for high/low engine speed|
    DE10319594A1|2003-05-02|2004-11-18|Daimlerchrysler Ag|Turbocharger device and a method for operating a turbocharger device|
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    EP1640583A2|2004-09-27|2006-03-29|BorgWarner Inc.|Multi-stage turbocharging system utilizing VTG turbine stage|
    DE102008036308A1|2008-07-24|2010-02-04|Technische Universität Dresden|Multi-cylinder petrol engine i.e. four-cylinder petrol engine, of motor vehicle, has variable valve controller controlling opening times of exhaust gas valves depending on operating conditions of engine|
    DE102008056337A1|2008-11-07|2010-05-12|Daimler Ag|Internal combustion engine, particularly diesel engine or gasoline engine, has fresh air system, in which intercooler is arranged, and circumventive intercooler bypass is arranged in intercooler of fresh air system|
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    DE102013215574A1|2013-08-07|2015-02-12|Ford Global Technologies, Llc|Charged internal combustion engine with exhaust aftertreatment and method for operating such an internal combustion engine|
    DE102012012730A1|2012-06-26|2014-01-02|Volkswagen Aktiengesellschaft|Combustion engine e.g. diesel combustion engine for motor car, has low pressure exhaust gas recirculation unit which connects exhaust line downstream to turbines with fresh gas line upstream through bypass|DE102018109010A1|2018-04-17|2019-10-17|Man Energy Solutions Se|Device for charging an internal combustion engine|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    ATA50359/2015A|AT516613B1|2015-05-05|2015-05-05|METHOD FOR OPERATING AN INTERNAL COMBUSTION ENGINE|ATA50359/2015A| AT516613B1|2015-05-05|2015-05-05|METHOD FOR OPERATING AN INTERNAL COMBUSTION ENGINE|
    DE102016107870.0A| DE102016107870A1|2015-05-05|2016-04-28|Method for operating an internal combustion engine|
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