WO2017012682A1 - Procédé pour faire fonctionner un moteur à combustion interne, dispositif de commande pour moteur à combustion interne, et moteur à combustion interne - Google Patents

Procédé pour faire fonctionner un moteur à combustion interne, dispositif de commande pour moteur à combustion interne, et moteur à combustion interne Download PDF

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Publication number
WO2017012682A1
WO2017012682A1 PCT/EP2016/000901 EP2016000901W WO2017012682A1 WO 2017012682 A1 WO2017012682 A1 WO 2017012682A1 EP 2016000901 W EP2016000901 W EP 2016000901W WO 2017012682 A1 WO2017012682 A1 WO 2017012682A1
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WIPO (PCT)
Prior art keywords
determined
internal combustion
combustion engine
charge air
compressor
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/EP2016/000901
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German (de)
English (en)
Inventor
Michael Walder
Andreas Flohr
Roland Werner
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Rolls Royce Solutions GmbH
Original Assignee
MTU Friedrichshafen GmbH
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 MTU Friedrichshafen GmbH filed Critical MTU Friedrichshafen GmbH
Publication of WO2017012682A1 publication Critical patent/WO2017012682A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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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
    • F02D41/0002—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
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0402—Engine intake system parameters the parameter being determined by using a model of the engine intake or its components
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0406—Intake manifold pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0414—Air temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/70—Input parameters for engine control said parameters being related to the vehicle exterior
    • F02D2200/703—Atmospheric pressure
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the invention relates to a method for operating an internal combustion engine, a
  • Control device for an internal combustion engine and an internal combustion engine is a control device for an internal combustion engine and an internal combustion engine.
  • Compressor outlet temperature of the charge air and / or to prevent excessive speed it is possible to limit power generation of the internal combustion engine, taking into account pessimistic conditions and conditions of use to a value considered safe.
  • the disadvantage here is that but the performance of the internal combustion engine, in particular their rated power, then can not be fully exploited, even if this would allow the concrete use and environmental conditions in itself. It is also possible to use a temperature sensor and / or a speed sensor, with
  • the invention is based on the object, a method for operating a
  • the object is achieved in particular by providing a method in which a Brennl aftmaschine is operated, which has a compressor, wherein a Intake air temperature of intake air is determined, which is supplied to the compressor. An intake air pressure of the intake air supplied to the compressor is determined. Furthermore, a first charge air pressure of a charge air downstream of the compressor is determined. It is a maximum power for the Brerinkraftmaschine depending on the determined
  • the internal combustion engine is controlled so that it generates at most the determined maximum power. It is possible in this way to limit or reduce the power generation of the internal combustion engine to the determined maximum power, wherein damage to the compressor due to a high charge air temperature and / or too high a speed largely prevented, preferably can be prevented.
  • Maximum power is advantageously set so that too high a temperature of the charge air and / or too high a speed at which / would damage the compressor should be avoided is / will be avoided.
  • Temperature sensor at the outlet of the compressor can be dispensed with, whereby the process is inexpensive and less prone to error feasible.
  • an immediate measurement of the speed of the compressor for example by means of a
  • the maximum power is thus advantageously determined for limiting the temperature of the charge air and / or the rotational speed.
  • the maximum power is exclusively dependent on the determined
  • a “compressor” is understood here and below to mean a device which is set up and provided to compress at least one combustion chamber of the internal combustion engine supplied combustion air or a combustion air-fuel mixture, but preferably pure combustion air without fuel a single-stage or multi-stage compressor or one-stage multi-stage compressor
  • the compressor is formed as part of a compressor, wherein a
  • Compressor of the compressor is preferably driven by a drive device, such as an electric motor.
  • a drive device such as an electric motor.
  • the compressor is designed as part of an exhaust gas turbocharger, wherein a compressor wheel of the compressor is preferably driven by a turbine, in particular by a turbine wheel, which is flowed by exhaust gas of the internal combustion engine.
  • intake air is understood to mean combustion air and / or a combustion air / fuel mixture, but preferably pure combustion air without fuel, which / which is fed to the compressor, preferably drawn by the compressor. but also to pre-compressed air from a previous compressor stage, in particular an upstream compressor.
  • Compressor supplied intake air understood, in particular the temperature of the intake air at the location of the compressor inlet or upstream thereof. It is possible that as
  • Intake air temperature is the ambient temperature of the internal combustion engine is used, or that the intake air temperature is estimated or determined based on the ambient temperature of the internal combustion engine. But it is also possible that a temperature sensor
  • intake air pressure is understood to mean the pressure of the intake air supplied to the compressor at the location of the compressor inlet or upstream of the compressor.
  • certain ambient air pressure is used to determine the intake air pressure, wherein for determining the intake air pressure particularly preferably a dropping over an air filter pressure loss and / or a Ansaug- pressure loss of a Ansaugverrohrung for directing the intake air to the compressor from the ambient pressure becomes.
  • charge air refers to a pressure of the compressed air from the compressor downstream of the compressor, in particular a pressure which prevails immediately upstream of a combustion chamber of the internal combustion engine, with which therefore the charge air
  • Combustion chamber is supplied, in particular a pressure immediately upstream of a
  • Inlet valve of the combustion chamber or a pressure immediately downstream of the compressor, in particular at the compressor outlet. It is possible that these charge air pressures are at least largely identical, in particular if no intercooler is provided. If, however, pressure-loss-producing elements, for example a charge air cooler, are present in the charge air path from the compressor to the at least one combustion chamber, the two charge air pressures described above differ. The first charge air pressure is then
  • Verdi chteraustrittstemperatur or too high a speed is to be feared. It is at the maximum power so in particular an upper limit for the output from the engine power. Accordingly, the internal combustion engine is preferably controlled so that it generates at most the determined maximum power to the compressor before a
  • the maximum power is below Standard conditions coincides with the rated power of the internal combustion engine.
  • the result of the method is preferably a reduced maximum power, which is smaller than the nominal power. The actual output power of the internal combustion engine is thus limited in order to avoid damage or destruction of the compressor.
  • An embodiment of the method is preferred, which is characterized in that the charge air is cooled by means of a charge air cooler, wherein the first charge air pressure of the cooled charge air downstream of the charge air cooler is determined, and wherein a pressure difference which drops across the intercooler, is determined. There is a second charge air pressure to
  • the intercooler including in particular a
  • an internal combustion engine has a pressure sensor for detecting the first charge air pressure downstream of the charge air cooler, wherein no separate pressure sensor for detecting the second charge air pressure upstream of the charge air cooler
  • sensors provided on the internal combustion engine for the method can anyway be used if the second charge air pressure is not measured, but from the first charge air pressure and the pressure difference across the engine
  • the second charge air pressure is then ultimately used to determine the maximum power for the internal combustion engine.
  • This is advantageous because both the charge air temperature at the compressor outlet and the speed of the compressor and thus ultimately also the maximum power in particular depends on a pressure ratio that is established above the compressor.
  • the second charge air pressure can thus be determined in a particularly simple and comfortable way.
  • the sensor for detecting the first charge air pressure has to meet only low requirements in terms of its temperature resistance, since the charge air downstream of the intercooler has a comparatively low temperature. This is inexpensive and particularly advantageous in comparison with a temperature sensor which would be arranged directly for determining the second charge air pressure upstream of the charge air cooler.
  • An embodiment of the method is also preferred, which is characterized in that the intake air temperature is determined as a function of an ambient air temperature, the ambient air temperature prevailing in an environment of the internal combustion engine.
  • the ambient air temperature can be particularly easy and inexpensive outside of the
  • the intake air temperature in particular at
  • Compressor input is approximated by the ambient air temperature. This is especially possible because the deviation of the ambient air temperature from the
  • Intake air temperature at the compressor inlet is usually very low and negligible.
  • An embodiment of the method is also preferred, which is characterized in that the intake air pressure is determined as a function of an ambient air pressure prevailing in the surroundings of the internal combustion engine.
  • the ambient air pressure can be determined particularly easily and inexpensively outside the internal combustion engine.
  • Intake air pressure at the inlet of the compressor is approximated by the ambient air pressure. This is particularly possible because a deviation of the ambient air pressure from the intake air pressure at the compressor inlet is usually low and possibly even negligible. In essence, the deviation results from a pressure difference across an air filter, which is usually used in front of the compressor inlet, ie upstream of the compressor inlet.
  • the ambient air pressure is determined in particular by the geodetic height at which the internal combustion engine is operated.
  • the maximum power for the internal combustion engine is determined by calculating a first charge air temperature of the charge air downstream of the compressor.
  • the first charge air temperature downstream of the compressor by means of the specific intake air temperature, the specific intake air pressure and calculated the determined first and / or second charge air pressure. In this way, the charge air temperature of the charge air downstream of the compressor, in particular on
  • the first charge air temperature is preferably a temperature of the charge air, which has these upstream of the charge air cooler, in particular at the compressor outlet.
  • a kind of virtual sensor is set up, so that a physical sensor for
  • Detecting the first charge air temperature can be dispensed with.
  • a detection of the first charge air temperature is inexpensive, simple and less error-prone possible in this way, without the need for an expensive, error-prone temperature sensor must be provided.
  • the parameters intake air temperature, intake air pressure and charge air pressure, in particular first and / or second charge air pressure, are linked to one another on the basis of physical relationships in order to determine the first charge air temperature.
  • the first charge air temperature is preferably determined from a ratio between the second charge air pressure and the intake air pressure. Preferably, go / go in the
  • compressor efficiency and / or the intake air temperature.
  • the compressor efficiency ⁇ is preferably given by the following equation:
  • C p is the specific heat capacity of the charge air at constant pressure
  • T 2 j is a theoretical, achieved in isentropic compression
  • first charge air temperature T t is the
  • Intake air temperature, and T 2 is the first charge air temperature. This can be calculated by transforming equation (1).
  • the theoretical first charge air temperature at isentropic compaction T 2, i is given by the following equation: wherein the intake air pressure, p 2, the second charge air pressure and ⁇ isentropic exponent, which is also referred to as adiabatic exponent, for air, which is preferably set to the value 1, 4.
  • Internal combustion engine is determined by calculating a rotational speed of the compressor, wherein the rotational speed of the compressor is calculated by means of the determined intake air temperature, the determined intake air pressure and the determined first and / or second charge air pressure. In this way, the speed of the compressor can be determined very easily and accurately.
  • a type of virtual sensor is set up so that a physical speed sensor can be dispensed with. A detection of the speed is inexpensive, easy and less prone to errors in this way, without the need for an expensive, error-prone speed sensor must be provided.
  • the parameters intake air temperature, intake air pressure and charge air pressure, in particular first and / or second charge air pressure are linked to one another on the basis of physical relationships in order to determine the rotational speed.
  • a reduced speed for the compressor determined which preferably from a map, which is above the intake air pressure and the determined first and / or second charge air pressure, or a ratio between the intake air pressure and the particular first and / or second charge air pressure is clamped, read out.
  • a reduced speed is to be understood as a non-temperature-dependent variable. The reduced speed is preferably through
  • the factor is preferably given by the root of the quotient of the intake air temperature and a reduced temperature.
  • a reduced temperature is meant a constant in the sense of a reference temperature to which the reduced speed of the compressor is related.
  • the reduced temperature used is preferably 25 ° C. or 298 K. It is also preferred an embodiment of the method, which is characterized in that the intake air temperature, the intake air pressure and the first and / or the second
  • Charge air pressure can be determined by means of measuring signals which are generated by at least one sensor. In this way, these variables, and thus ultimately the maximum power for the internal combustion engine, can be determined very accurately. In particular, has a
  • Brerinkraftmaschine usually sensors anyway, which are set up and arranged to the intake air temperature, the intake air pressure and in particular the first
  • Methods are determined on the basis of physical relationships from the measured variables, which are therefore set up in particular virtual sensors for these sizes.
  • a motor protection can be realized with low cost, since the partially existing series sensors is used in a cost-effective manner waiving additional sensors.
  • the process is very robust and prone to errors.
  • the intake air pressure and the first charge air pressure are determined by means of measurement signals that are generated by sensors.
  • these variables, and thus also the maximum power can be determined particularly accurately.
  • the number of sensors for determining the maximum power is limited to the necessary number. This is inexpensive and less prone to errors.
  • the number and type of sensors is limited in particular to sensors typically provided in internal combustion engines, all other variables required within the scope of the method preferably being determined by means of virtual sensors, in particular based on physical relationships and / or maps set up for this purpose ,
  • the pressure difference which drops over the intercooler, is determined from a charge air flow through the intercooler.
  • the pressure difference can be determined in a particularly simple and at the same time very accurate manner from the charge air flow.
  • a charge air flow in particular a mass flow and / or a flow rate of the charge air is understood, which passes through the intercooler.
  • the charge air flow from the first charge air pressure, a second charge air temperature, which the charge air downstream of the
  • Intercooler and in particular immediately upstream of the at least one combustion chamber, particularly preferably at the location of the determination of the first charge air pressure, and an air consumption is determined.
  • first charge air pressure and the second
  • the air consumption is preferably determined, particularly preferably in dependence on a momentary power, in particular a momentary effective power of the internal combustion engine.
  • Combustion chamber of the internal combustion engine under ideal conditions without pressure loss feedable air mass or such air mass flow and a combustion chamber actually supplied air mass or such air mass flow, or a reciprocal of this
  • the instantaneous power of the internal combustion engine is preferably from an internal
  • p 5 is the first charge air pressure
  • T 5 is the second charge air temperature
  • n is the speed of the internal combustion engine
  • V h is the displacement in a combustion chamber 5 of the internal combustion engine designed as a reciprocating engine
  • ⁇ is the air consumption, hence the quotient of the actual mass air flow and the ideal air mass flow
  • i is a factor that is 0.5 for a four-stroke engine designed as a reciprocating engine, and it is 1 for a designed as a two-stroke engine reciprocating engine.
  • the equation gives a definition of the air effort ⁇ ⁇ by giving the actual air mass flow to the left of the equals sign, the factors before the air effort XA together forming the ideal air mass flow.
  • the pressure difference, which drops over the intercooler, determined from a characteristic map of the charge air flow can be a
  • the pressure difference is a function of an ideal mass flow of the charge air, which can be calculated.
  • the ideal mass flow is given in particular by the actual, real mass flow of the charge air divided by the air expenditure, wherein the air expenditure is again the ratio between the actual mass flow of the charge air and the ideal mass flow of the charge air.
  • the pressure difference is determined as a function of a volume flow of the charge air. This can either be calculated or measured by means of a suitable sensor.
  • the pressure difference depends in particular on the mass flow and / or the volume flow of the charge air.
  • the flow rate can in turn from the mass flow of the charge air, the density of the charge air and a flow-through cross-sectional area of the
  • the object is also achieved by providing a control device for an internal combustion engine that is adapted to an intake air temperature of a compressor to determine supplied intake air.
  • the controller is further configured to determine an intake air pressure of the intake air and to determine a first charge air pressure of charge air downstream of the compressor.
  • the control device is further configured to provide a maximum output for the internal combustion engine as a function of the determined intake air temperature, the determined intake air pressure and the determined first
  • control device is as central
  • Control unit of an engine (engine control unit - ECU) is formed, or the
  • control device Functionality of the control device is implemented in the central control unit of the internal combustion engine. Alternatively, it is also possible that a separate control device is provided for carrying out the method.
  • the control device is preferably configured to carry out an embodiment of the method described above. It is possible that the method is firmly implemented in an electronic structure, in particular a hardware, the control device. Alternatively, it is possible that a compute rogrammeckus is loaded into the control device, which has machine-readable instructions, due to which one of the previously
  • Computer program product is running on the controller.
  • a computer program product is preferred which has machine-readable instructions, on the basis of which an embodiment of the previously described
  • Compute ⁇ rogramm runs on a computing device, in particular on a control device for an internal combustion engine.
  • the invention also includes a data carrier which has such a computer program product.
  • an internal combustion engine which comprises a compressor and a control device according to one of the previously described Embodiments has.
  • the compressor is designed as part of a compressor.
  • the compressor is preferably formed as part of an exhaust gas turbocharger.
  • the internal combustion engine preferably has a compressor and / or an exhaust gas turbocharger, the compressor and / or the exhaust gas turbocharger in turn having the compressor.
  • the internal combustion engine preferably has an intake air temperature sensor, a
  • Intake air pressure sensor a charge air pressure sensor and preferably a
  • the control device is preferably operatively connected to the sensors.
  • the internal combustion engine is preferably designed as a reciprocating engine. It is possible that the internal combustion engine is arranged to drive a passenger car, a truck or a commercial vehicle. In a preferred embodiment, the internal combustion engine is the drive in particular heavy land or water vehicles, such as mine vehicles, trains, the internal combustion engine in a
  • Locomotive or a railcar is used, or by ships. It is also possible to use the internal combustion engine to drive a defense vehicle, for example a tank.
  • An exemplary embodiment of the internal combustion engine is preferably also stationary, for example, for stationary power supply in emergency operation,
  • the internal combustion engine in this case preferably drives a generator. Also a stationary application of
  • Internal combustion engine for driving auxiliary equipment such as fire pumps on oil rigs
  • an application of the internal combustion engine in the field of promoting fossil raw materials and in particular fuels, for example oil and / or gas possible.
  • the internal combustion engine is also possible to use the internal combustion engine in the industrial sector or in the field of construction, for example in a construction or construction machine, for example in a crane or an excavator.
  • the internal combustion engine is preferably designed as a diesel engine, as a gasoline engine, as a gas engine for operation with natural gas, biogas, special gas or another suitable gas.
  • the internal combustion engine as Gas engine is designed, it is suitable for use in a cogeneration plant for stationary power generation.
  • control device and / or the internal combustion engine preferably draws / distinguishes itself by at least one feature, which is characterized by at least one step of an inventive or preferred
  • Embodiment of the method is conditional.
  • Figure 1 is a schematic representation of an embodiment of a
  • Figure 2 is a schematic representation of a first embodiment of the method
  • Figure 3 is a schematic representation of a second embodiment of the method.
  • the internal combustion engine 1 shows a schematic representation of an exemplary embodiment of an internal combustion engine 1.
  • This has in particular an engine block 3 with at least one combustion chamber 5, here by way of example with four combustion chambers 5, on.
  • the internal combustion engine 1 has an air path 7, via which the combustion chambers 5 combustion air or a combustion air-fuel mixture, preferably pure combustion air, can be fed.
  • a compressor 9 is arranged in the air path 7, which is part of an exhaust gas turbocharger 11 here.
  • the compressor 9 is part of a compressor.
  • Downstream of the compressor 9, a charge air cooler 13 is arranged in the air path 7.
  • the internal combustion engine 1 also has an exhaust gas path 15, via which exhaust gas from the combustion chambers 5 can be discharged.
  • a turbine 17 is arranged, which is also part of the exhaust gas turbocharger 11. The turbine 17 is connected to the compressor 9
  • the internal combustion engine 1 also has a control device 21, which is preferably designed as a central control unit of the internal combustion engine 1.
  • a first pressure sensor 23 and a second pressure sensor 25 are arranged, and a first temperature sensor 27 and a second temperature sensor 29.
  • the first pressure sensor 23 and the first temperature sensor 27 are arranged upstream of the compressor 9, and the second pressure sensor 25 and the second temperature sensor 29 are disposed downstream of the charge air cooler 13.
  • an intake air pressure can be determined
  • the second pressure sensor 25 in particular a first charge air pressure of the cooled charge air downstream of the charge air cooler 13 and thus at the same time the pressure can be determined, with which the charge air is supplied to the combustion chambers 5.
  • an intake air temperature can be determined, wherein by means of the second temperature sensor 29, a second charge air temperature downstream of the charge air cooler 13 and in particular at the location of the air path 7, to which also the first
  • Charge air pressure prevails, can be determined, thus a temperature at which the charge air is supplied to the combustion chambers 5.
  • the control device 21 is operatively connected to the first and second pressure sensors 23, 25 and the first and second temperature sensors 27, 29.
  • the control device 21 is preferably operatively connected to the engine block 3, namely for its control and preferably for determining a momentary power, in particular a momentary effective power of the internal combustion engine. 1
  • the controller 21 is particularly configured to determine the intake air temperature, the intake air pressure, and the first charge air pressure, and is further configured to set a maximum output for the engine 1 depending on the determined intake air temperature, the determined intake air pressure, and the determined first
  • FIG. 2 shows a schematic representation of a first preferred embodiment of the method.
  • Temperature sensor 29 is measured, the instantaneous power P m of the internal combustion engine 1, and the first charge air pressure P5, which is measured by means of the second pressure sensor 25, a.
  • an air outlay 33 is determined from a first characteristic diagram 31.
  • the second charge air temperature T5, the air charge 33 and the first charge air pressure p5 are jointly supplied to a first calculation element 35, from which - preferably using the equation of state for ideal gases - a charge air flow 37, in particular a mass flow of the charge air, from the mentioned input variables of the first calculation element 35 is determined.
  • a pressure loss 40 over the charge air cooler 13 is determined from a second characteristic field 39.
  • This is optionally converted into a conversion element 41, and fed to an addition point 43, where it is charged with the first charge air pressure p5, resulting in the summation point 43 of the second charge air pressure 45, which prevails upstream of the charge air cooler 13 and in particular at the compressor output of the compressor 9 ,
  • Intake air pressure pl determined thus a pressure prevailing over the compressor 9 49.
  • This pressure ratio 49 in turn enters a third map 51, from which a compressor efficiency 53 is read depending on the pressure ratio 49.
  • the intake air temperature Tl, the pressure ratio 49 and the compressor efficiency 53 enter a second calculation element 55, wherein in the second calculation element 55 the first charge air temperature T2 is finally calculated from these input variables. From the first charge air temperature T2 calculated in this way, a maximum power 59 for the internal combustion engine 1 is determined in a determining element 57, the internal combustion engine 1 then being controlled as a function of the maximum power 59 such that it generates the maximum power 59 determined at a maximum.
  • the first charge air temperature T2 thus preferably represents a variable to be adjusted in the context of the method, which is set or at least reached or fallen below by suitable control of the internal combustion engine 1 by the control device 21 and in particular by limitation of the power generated by the internal combustion engine 1 becomes.
  • Fig. 3 shows a schematic representation of a second preferred embodiment of the method. Identical and functionally identical elements are provided with the same reference numerals, so that reference is made to the preceding description.
  • the pressure ratio 49 which is calculated analogously to the representation according to FIG. 2, enters here into a fourth characteristic field 61 from which, depending on the pressure ratio 49, a reduced speed 62 is read, which in turn enters into a third calculation element 63.
  • the third calculation member 63 is also the intake air temperature Tl.
  • the third - calculating member 63 calculates from the reduced speed 62 and the intake air temperature Tl, the physical speed 65, and thus the actual speed of the compressor 9, in particular by multiplying the reduced speed with the root of the quotient of the intake air temperature Tl and a reduced temperature is selected as a constant for determining the stored in the fourth map 61 reduced speeds.
  • This reduced temperature is preferably 25 ° C.
  • the physical speed 65 is supplied to a second determining element 67, which determines the maximum power 59 for the internal combustion engine 1 based on the speed 65, the internal combustion engine 1 then being controlled as a function of the maximum power 59 so that it generates the determined maximum power 59 at most.
  • the speed 65 thus preferably represents a size to be adjusted in the context of the method, which can be controlled by suitable control of the internal combustion engine 1 of the
  • Control device 21 and in particular by limiting the power generated by the internal combustion engine 1 is set to the maximum power 59 or at least reached or fallen below at most.
  • the first and second embodiments of the method shown here can be implemented independently of one another and / or optionally only individually in various exemplary embodiments of an internal combustion engine 1.
  • Figures 2 and 3 are performed in combination with each other in an internal combustion engine 1, then preferably both the first charge air temperature T2 and the speed 65 enter into a common determining element, which determines the maximum power 59 for the internal combustion engine based on these two variables. This can be the common
  • Determining element basically both sizes, so the first charge air temperature T2 and the speed 65 for determining the maximum power 59 zoom. It is possible that operating point dependent only one of the two input variables, ie the first charge air temperature T2 or the speed 65, is used to determine the maximum power 59, in which case depending on an operating point of the internal combustion engine or concrete operating and / or environmental conditions the sizes used can be changed. In particular, it is possible that depends on the concrete

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
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Abstract

L'invention concerne un procédé pour faire fonctionner un moteur à combustion interne (1) qui présente un compresseur (9), le procédé comprenant les étapes consistant : à déterminer une température d'air d'admission (T1) de l'air d'admission qui alimente le compresseur (9) ; à déterminer une pression d'air d'admission (p1) de l'air d'admission qui alimente le compresseur (9) ; à déterminer une première pression d'air de suralimentation (p5) d'un air de suralimentation en aval du compresseur (9) ; à déterminer une puissance maximale pour le moteur à combustion interne (1) en fonction de la température d'air d'admission (T1) déterminée, de la pression d'air d'admission (p1) déterminée et de la première pression d'air de suralimentation (p5) déterminée ; et à commander le moteur à combustion interne (1) de sorte qu'il produit au maximum la puissance maximale déterminée.
PCT/EP2016/000901 2015-07-20 2016-06-02 Procédé pour faire fonctionner un moteur à combustion interne, dispositif de commande pour moteur à combustion interne, et moteur à combustion interne Ceased WO2017012682A1 (fr)

Applications Claiming Priority (2)

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DE102015213639.6 2015-07-20
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DE102019206127A1 (de) * 2019-04-29 2020-10-29 Ford Global Technologies, Llc Hybridfahrzeug und Verfahren zum Anpassen einer Leistungsbegrenzung eines Verbrennungsmotors eines Hybridfahrzeugs

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EP0685638A2 (fr) * 1994-05-02 1995-12-06 Dresser Industries Inc. Système de gestion de réglage d'un turbocompresseur
DE10054843A1 (de) * 2000-11-04 2002-05-08 Daimler Chrysler Ag Verfahren zur Begrenzung des Ladedrucks
EP1956211A2 (fr) * 2007-02-08 2008-08-13 Wärtsilä Schweiz AG Procédé de chargement d'un cylindre d'un grand moteur diesel deux temps lavé en longueur doté d'air de suralimentation, tout comme grand moteur diesel deux temps lavé en longueur
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