초록 ▼

A method for operating an internal combustion engine having at least two exhaust-gas turbochargers, which allows the synchronous operation of the two exhaust-gas turbochargers to be reliably set (adjusted). For each of the at least two exhaust-gas turbochargers, an actuator for controlling the boost

A method for operating an internal combustion engine having at least two exhaust-gas turbochargers, which allows the synchronous operation of the two exhaust-gas turbochargers to be reliably set (adjusted). For each of the at least two exhaust-gas turbochargers, an actuator for controlling the boost pressure produced by the compressors of the at least two exhaust-gas turbochargers is controlled by a separate control signal. At least one of the control signals is corrected in an open-loop-controlled manner for the purpose of synchronizing the at least two exhaust-gas turbochargers.

대표청구항 ▼

What is claimed is: 1. A method for operating an internal combustion engine having at least two exhaust-gas turbochargers, the method comprising: controlling, in each instance, one actuator for controlling a boost pressure produced by compressors of the at least two exhaust-gas turbochargers by a s

What is claimed is: 1. A method for operating an internal combustion engine having at least two exhaust-gas turbochargers, the method comprising: controlling, in each instance, one actuator for controlling a boost pressure produced by compressors of the at least two exhaust-gas turbochargers by a separate control signal; and correcting at least one of the control signals in an open-loop-controlled manner for synchronizing the at least two exhaust-gas turbochargers. 2. The method according to claim 1, further comprising synchronizing the at least two exhaust-gas turbochargers one of (a) by setting speeds of one of turbines, the compressors and drive shafts of the at least two exhaust-gas turbochargers to be equal and (b) by setting a mass of air directed through the compressors to be equal. 3. The method according to claim 1, wherein the at least one of the control signals is corrected as a function of an operating point of the internal combustion engine. 4. The method according to claim 1, wherein the at least one of the control signals is corrected as a function of dimensional differences of the at least two exhaust-gas turbochargers. 5. The method according to claim 1, wherein the at least one of the control signals is corrected as a function of differences in a mechanical connection between a specific actuator and a corresponding exhaust-gas turbocharger. 6. The method according to claim 1, wherein the at least one of the control signals is corrected as a function of at least one of space-specific, hydraulic, thermal, and other asymmetric effects in one of an induction air guide and an exhaust branch of the at least two exhaust-gas turbochargers. 7. The method according to claim 1, wherein the at least one of the control signals is corrected with the aid of one of a characteristic curve and a characteristics map. 8. The method according to claim 1, wherein the at least one of the control signals is corrected by multiplying it by a correction factor. 9. The method according to claim 1, wherein the at least one of the control signals is corrected by adding it to a correction factor. 10. The method according to claim 1, wherein the at least one of the control signals has the form of a pulse-width-modulated signal, and the at least one of the control signals is corrected by varying its pulse duty factor.