Method for regulating the charge pressure of a supercharged internal combustion engine with at least two compressors, and internal combustion engine for carrying out such a method
원문보기
IPC분류정보
국가/구분
United States(US) Patent
등록
국제특허분류(IPC7판)
F02B-033/44
F02B-033/00
F02D-023/00
F02D-023/02
F02B-037/00
F02B-037/18
F02B-037/24
F02B-037/16
F02D-041/14
F02D-041/00
출원번호
US-0231984
(2016-08-09)
등록번호
US-10215109
(2019-02-26)
우선권정보
DE-10 2015 216 105 (2015-08-24)
발명자
/ 주소
Bartsch, Arno
Seier, Benedikt
Chevalier, Alain Marie Roger
Marbaix, Michael
출원인 / 주소
Ford Global Technologies, LLC
대리인 / 주소
Julia Voutyras McCoy Russell LLP
인용정보
피인용 횟수 :
0인용 특허 :
9
초록▼
A method for regulating the charge pressure pboost of a supercharged internal combustion engine is disclosed. The method may include adjusting each of two wastegates, a variable turbine geometry, and a downstream compressor bypass valve to regulate engine boost pressure as a function of a first setp
A method for regulating the charge pressure pboost of a supercharged internal combustion engine is disclosed. The method may include adjusting each of two wastegates, a variable turbine geometry, and a downstream compressor bypass valve to regulate engine boost pressure as a function of a first setpoint value for pressure between compressors and a pressure difference in a first regulation loop, a second setpoint value for pressure downstream of multiple compressors, and the pressure difference in a second regulation loop.
대표청구항▼
1. A method of regulating a charge pressure Pboost of a supercharged internal combustion engine having: at least one cylinder;an intake system for the supply of charge air to the at least one cylinder;an exhaust-gas discharge system for the discharge of the exhaust gas from the at least one cylinder
1. A method of regulating a charge pressure Pboost of a supercharged internal combustion engine having: at least one cylinder;an intake system for the supply of charge air to the at least one cylinder;an exhaust-gas discharge system for the discharge of the exhaust gas from the at least one cylinder;at least two series-connected exhaust-gas turbochargers including a low-pressure exhaust gas turbochargers and a high-pressure exhaust gas turbocharger; with the low-pressure exhaust gas turbocharger including a low-pressure compressor connected to a low-pressure turbine; wherein the high-pressure exhaust gas turbocharger includes a high-pressure compressor connected to a high-pressure turbine;wherein the high-pressure compressor of the at least two series-connected exhaust-gas turbochargers is arranged downstream of the low-pressure compressor in an intake system to supply charge air to the at least one cylinder;a first bypass line branching off from the intake system at a point downstream of the low-pressure compressor and upstream of the high-pressure compressor, and opening into the intake system downstream of the high-pressure compressor;a first control element being arranged in the first bypass line; and first sensor and second sensors in the intake system; wherein the first sensor is positioned at the point downstream of the low-pressure compressor and upstream of the high-pressure compressor to detect an actual inter-stage pressure pinter-stage; andwherein the second sensor is positioned at downstream of the high-pressure compressor to detect an actual boost pressure pboost; the method comprising: with a controller, predefining an inter-stage pressure setpoint value pinter-stage, set in the intake system between the low-pressure compressor and the high-pressure compressor;predefining a boost pressure setpoint value pboost, set in the intake system at downstream of the high-pressure compressor; adjusting a drive power of the low-pressure compressor to regulate the actual inter-stage pressure pinter-stage responsive to a pressure difference Δp1 between the inter-stage pressure setpoint value pinter-stage, set and the actual inter-stage pressure pinter-stage via controlling the first control element; andadjusting a drive power of the high-pressure compressor to regulate the actual boost pressure pboost responsive to a pressure difference Δp2 between the boost pressure setpoint value pboost, set and the actual boost pressure pboost via varying a drive power of the high-pressure compressor is to regulate the actual boost pressure pboost via controlling the first control element. 2. The method as recited in claim 1 of regulating the charge pressure pboost of the supercharged internal combustion engine further including: a second bypass line branching off from the exhaust-gas discharge system upstream of the high-pressure turbine and opening into the exhaust-gas discharge system at a first junction point downstream of the high-pressure turbine and upstream of the low-pressure turbine, and a second control element being arranged in the second bypass line; anda third bypass line branching off from the exhaust-gas discharge system upstream of the low-pressure turbine between the first junction point and the low-pressure turbine and opening into the exhaust-gas discharge system downstream of the low-pressure turbine; anda third control element being arranged in the third bypass line;the method further comprising: via the controller,adjusting the third control element based on the pressure difference Δp1 between the inter-stage pressure setpoint value pinter-stage, set and the actual inter-stage pressure Pinter-stage to vary the drive power of the low-pressure compressor and to regulate the actual inter-stage pressure pinter-stage; andadjusting the second control element based on the pressure difference Δp2 between the boost pressure setpoint value pboost, set and the actual boost pressure Pboost to vary the drive power of the high-pressure compressor and to regulate the actual boost pressure pboost. 3. The method as recited in claim 1 of regulating the charge pressure pboost of the supercharged internal combustion engine further including: a second bypass line branching off from the exhaust-gas discharge system upstream of the high-pressure turbine and opening into the exhaust-gas discharge system at a first junction point downstream of the high-pressure turbine and upstream of the low-pressure turbine, and a second control element being arranged in the second bypass line;a third bypass line branching off from the exhaust-gas discharge system upstream of the low-pressure turbine between the first junction point and the low-pressure turbine and opening into the exhaust-gas discharge system downstream of the low-pressure turbine; anda third control element being arranged in the third bypass line; andwherein the high-pressure turbine is equipped with a variable turbine geometry (VNT2); the method further comprising:via the controller,adjusting the third control element based on the pressure difference Δp1 between the inter-stage pressure setpoint value pinter-stage, set and the actual inter-stage pressure pinter-stage to vary the drive power of the low-pressure compressor and to regulate the actual inter-stage pressure pinter-stage; andthe pressure difference Δp2 between the boost pressure setpoint value pboost, set and the actual boost pressure pboost to vary the drive power of the high-pressure compressor and to regulate the actual boost pressure pboost. 4. The method as recited in claim 1, of regulating the charge pressure pboost of a supercharged internal combustion engine further including: a second bypass line branching off from the exhaust-gas discharge system upstream of the high-pressure turbine and opening into the exhaust-gas discharge system at a first junction point downstream of the high-pressure turbine and upstream of the low-pressure turbine; anda second control element being arranged in the second bypass line; anda third bypass line branching off from the exhaust-gas discharge system upstream of the low-pressure turbine between the first junction point and the low-pressure turbine, and opening into the exhaust-gas discharge system downstream of the low-pressure turbine; anda third control element being arranged in the third bypass line;the second turbine being equipped with a variable turbine geometry (VNT2); the method further comprising:via the controller,adjusting the third control element based on the pressure difference Δp1 between the inter-stage pressure setpoint value pinter-stage, set and the actual inter-stage pressure pinter-stage to vary the drive power of the low-pressure compressor and to regulate the actual inter-stage pressure pinter-stage; andadjusting at least one of the second control element and the variable turbine geometry (VNT2) of the high-pressure turbine based on the pressure difference Δp2 between the boost pressure setpoint value pboost, set and the actual boost pressure pboost to vary the drive power of the high-pressure compressor and to regulate the actual boost pressure pboost. 5. The method as recited in claim 4, wherein the charge pressure pboost is increased by virtue of closing the second control element and subsequently adjusting the variable turbine geometry (VNT2) of the high-pressure turbine toward a closed position via the controller. 6. The method as recited in claim 5, wherein the charge pressure pboost is reduced by virtue of the variable turbine geometry (VNT2) of the high-pressure turbine being adjusted in a direction of an open position, and subsequently adjusting the second control element toward an open position via the controller. 7. The method as recited in claim 6, further comprising: via the controller,during a mode change of the supercharged internal combustion engine from a first operating mode with two stage supercharging into a second operating mode with single-stage supercharging,deactivating the high-pressure compressor via opening the first control element; anddeactivating the high-pressure turbine via opening the second control element. 8. The method as recited in claim 7, of regulating the charge pressure pboost of the supercharged internal combustion engine in which the high-pressure turbine is equipped with the variable turbine geometry (VNT2); further comprising: via the controller, adjusting the variable turbine geometry (VNT2) of the high-pressure turbine to is adjusted to the open position when the internal combustion engine is transferred from the first operating mode with the two stage supercharging into the second operating mode with the single-stage supercharging. 9. A supercharged internal combustion engine, comprising: at least one cylinder;an intake system for the supply of charge air to the at least one cylinder;an exhaust-gas discharge system for the discharge of the exhaust gas from the at least one cylinder;at least two series-connected exhaust-gas turbochargers including a low-pressure exhaust gas turbochargers and a high-pressure exhaust gas turbocharger; wherein the low-pressure exhaust gas turbocharger includes a low-pressure compressor connected to a low-pressure turbine;wherein the high-pressure exhaust gas turbocharger includes a high-pressure compressor connected to a high-pressure turbine; andwherein the high-pressure compressor of the at least two series-connected exhaust-gas turbochargers is arranged downstream of the low-pressure compressor in an intake system;a first bypass line branching off from the intake system at a point downstream of the low-pressure compressor and upstream of the high-pressure compressor, and opening into the intake system downstream of the high-pressure compressor;a first control element being arranged in the first bypass line;a second bypass line branching off from the exhaust-gas discharge system upstream of the high-pressure turbine and opening into the exhaust-gas discharge system at a first junction point downstream of the high-pressure turbine and upstream of the low-pressure turbine;a second control element being arranged in the second bypass line;first and second sensors in the intake system; wherein the first sensor is positioned at the point downstream of the low-pressure compressor and upstream of the high-pressure compressor to detect an actual inter-stage pressure pinter-stage; andwherein the second sensor is positioned at downstream of the high-pressure compressor to detect an actual boost pressure pboost; anda controller including executable instructions stored in an electronic medium to: during a mode chance of the supercharged internal combustion engine from a first operating mode with two stage supercharging into a second operating mode with single-stage supercharging, deactivating the high-pressure compressor via opening the first control element; anddeactivating the high-pressure turbine via opening the second control element; andadditional executable instructions to adjust each of a first wastegate and a second wastegate, a variable turbine geometry (VNT2), and a downstream compressor bypass valve to regulate engine boost pressure as a function of a first setpoint value pinter-stage, set for a pressure between the high-pressure compressor and the low-pressure compressor, a pressure difference Δp1 between the first setpoint value pinter-stage, set and an actual inter-stage pressure pinter-stage, a boost pressure setpoint value pboost, set for a pressure downstream of the high-pressure compressor, and a pressure difference Δp2 between the boost pressure setpoint pboost, set and an actual boost pressure pboost. 10. The supercharged internal combustion engine as recited in claim 9, further comprising: a third bypass line branching off from the exhaust-gas discharge system upstream of the low-pressure turbine between the first junction point and the low-pressure turbine, and opening into the exhaust-gas discharge system downstream of the low-pressure turbine; anda third control element arranged in the third bypass line; wherein the high-pressure turbine is equipped with the variable turbine geometry (VNT2).
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