阅读说明：本技术 用于控制和/或调节内燃机的运行的方法 (Method for controlling and/or regulating the operation of an internal combustion engine ) 是由 T.泰勒 于 2019-07-22 设计创作，主要内容包括：本发明涉及一种用于控制和/或调节内燃机的运行的方法,其中,进气凸轮轴相对于曲轴的相应的确定的相对位置借助发动机控制器的规定-调节值(RS)定义和/或控制,并且其中,至少在用于实现负荷突变的确定的调节期内,存储用于控制进气凸轮轴的相对位置的确定的规定-调节值变化曲线(RS<Sub>Verlauf</Sub>)和/或确定的规定-调节值(RS)。阻止发动机爆震的方式是,至少在确定的调节期内,确定极限-规定-调节值变化曲线(GRS<Sub>Verlauf</Sub>),和/或定义和/或计算确定的极限-规定-调节值(GRS),其中,随后在调节期内的确定的相应的时刻,将相应的规定-调节值(RS)与相应的极限-规定-调节值(GRS)进行比较,并且其中,随后使用相应的较低的调节值来操控进气凸轮轴的相对位置。(The invention relates to a method for controlling and/or regulating the operation of an internal combustion engine, wherein a corresponding defined relative position of an intake camshaft with respect to a crankshaft is defined and/or controlled by means of a regulation-regulation value (RS) of an engine controller, and wherein a defined regulation-regulation value variation curve (RS) for controlling the relative position of the intake camshaft is stored at least during a defined regulation period for realizing a sudden load change Verlauf ) And/or the determined regulation-regulating value (RS). The engine knock is prevented by determining a limit-regulation-value variation curve (GRS) at least during a defined regulation period Verlauf ) And/or defining and/or calculating determined polesA limit-regulation value (GRS), wherein subsequently at a specific, corresponding point in time within the regulation period the corresponding regulation-regulation value (RS) is compared with the corresponding limit-regulation value (GRS), and wherein subsequently the corresponding lower regulation value is used to control the relative position of the intake camshaft.)

1. Method for controlling and/or regulating the operation of an internal combustion engine, said internal combustion engineInternal combustion engine, in particular for a motor vehicle, in particular at least partially operating according to the Miller method, wherein a plurality of different setpoint Load Points (LP) of the internal combustion engine _Soll) And/or different actual Load Points (LP) _Ist) In particular, the internal combustion engine can be controlled by corresponding accelerator pedal actuation, wherein at a first, lower rated Load Point (LP) of the internal combustion engine, which is determined from at least one determined actuation _Soll1) And/or for the first rated Load Point (LP) _Soll1) Realized first actual Load Point (LP) _Ist1) At the beginning of a sudden load change, the control is compared to the first setpoint Load Point (LP) _Soll1) And/or the first actual Load Point (LP) _Ist1) Higher, defined second setpoint Load Point (LP) _Soll2) Wherein the relative position or positioning of the intake camshaft relative to the crankshaft for controlling the intake valves is displaceable and/or adjustable, in particular by means of which a respective control of the intake valves from advance to retard or from retard to advance can be effected, wherein a respective determined relative position of the intake camshaft relative to the crankshaft is defined and/or controlled by means of a set-point control value (RS) of the engine controller between a control value 1 representing the retard and a control value 0 representing the advance, in particular for controlling the intake valves, and wherein at least within a determined control period for effecting the load jump, i.e. at least at the time (t) of the start of a nominal load jump ₁) To the end of the actual load jump corresponding to the nominal load jump (t) ₄) In the meantime, a prescribed-adjustment-value variation curve (RS) for controlling the determination of the relative position of the intake camshaft is stored _Verlauf) And/or a defined set-regulation value (RS), characterized in that, at least during the defined regulation period, a limit-set-regulation-value variation curve (GRS) is defined _Verlauf) And/or defining and/or calculating a determined limit-regulation value (GRS), wherein subsequently at a determined respective instant in time within the regulation period the respective regulation-regulation value (RS) is compared with the respective limit-regulation value (GRS), and wherein subsequently the respective lower regulation value is used to manipulate the relative position of the intake camshaft.

2. A method according to claim 1, characterized in that the adjustment of the intake camshaft in the "retard" direction is limited to a respective lower value or adjustment value by using the respective lower adjustment value, respectively.

3. Method according to claim 1 or 2, characterized in that during the regulation period for a number of determined corresponding actual Load Points (LP) _Ist) Defining the respective static limit-regulation regulating value And/or for the regulation period, a static limit-regulation-value-variation curve is determined and/or defined

4. Method according to one of the preceding claims, characterized in that a static actual Load Point (LP) for determination is detected in particular on a test bench in a static determined actual load state _Ist) Is determined static limit-regulation regulating value

5. Method according to one of the preceding claims, characterized in that the determined static limit-specification-adjustment value is adjusted

6. Method according to one of the preceding claims, characterized in that the adjustment value is set by means of a correspondingly determined static limit value

7. Method according to one of the preceding claims, characterized in that in the control and/or comparison, corresponding dynamic limit-regulation values (GRS) are used _dynamisch) And/or a limit-regulation-value-variation curve (GRS) from the dynamics _{Verlaufdynamisch}) Derived dynamic limit-regulation value (GRS) _dynamisch) As corresponding limit-regulation regulating values (GRS).

8. Method according to one of the preceding claims, characterized in that the pressure in the inlet channel is at least partially controlled and/or achieved by means of an exhaust-gas turbocharger arranged.

9. Method according to one of the preceding claims, characterized in that the respective characteristic lag time (ttr) is detected, in particular on a test bench _BRc) Wherein the characteristic lag time (t) _BRc) Corresponding values of (b) correspond to corresponding lag times until the internal combustion engine has reached its new heating state.

10. Method according to one of the preceding claims, characterized in that the method is carried out in an internal combustion engine designed as an otto engine.

11. Method according to one of the preceding claims, characterized in that a control and/or regulating circuit is provided, which has at least one first switching element (1) designed as a comparison element and at least one second switching element (2) designed as a time delay element.

12. Method according to one of the preceding claims, characterized in that a set-point control value (RS) stored by the engine control unit substantially in the engine control unit is first passed to the first switching element (1) via a first control path (a).

13. Method according to one of the preceding claims, characterized in that a second control path (B) is provided, which has two branches (BA, BB), wherein a static limit-regulation control value is transmitted to the second switching element (2) via the first Branch (BA)

14. Method according to one of the preceding claims, characterized in that the second switching element (2) is based on a characteristic lag time (t) delivered to the second switching element (2) _BRc) Determining a dynamic limit-regulation value (GRS) _dynamisch)。

15. Method according to one of the preceding claims, characterized in that a minimum value selection and/or comparison is carried out by means of the first switching element (1), wherein a dynamic limit-regulation value (GRS) of the second switching element is used _dynamisch) Is transmitted to the first switch elementPiece (1), wherein the relative position of the intake camshaft is controlled using a corresponding lower value or adjustment value.

Technical Field

The invention relates to a method for controlling and/or regulating the operation of an internal combustion engine, in particular of a motor vehicle, in particular an internal combustion engine which operates at least partially according to the Miller method, wherein a plurality of different target load points and/or different actual load points of the internal combustion engine can be controlled, in particular by corresponding actuation of an accelerator pedal, wherein a second target load point which is higher than the first target load point and/or the first actual load point is controlled, in the event of a sudden load change of the internal combustion engine on the basis of at least one first smaller target load point which is determined to be controlled and/or on the basis of a first actual load point which is implemented for the first target load point, wherein an intake camshaft can be moved and/or adjusted relative to a crankshaft for controlling the relative position or positioning of an intake valve, in particular by means of the relative position of the intake camshaft, a separate control of the intake valve from an advance to a retard or a retard to an advance of the intake valve can be implemented In each case, a respective defined relative position of the intake camshaft relative to the crankshaft is defined and/or controlled by means of a set-control value of the engine control unit between a control value 1 representing a delay and a control value 0 representing an advance, in particular for controlling the intake valve, and a defined set-control value profile and/or a defined set-control value for controlling the relative position of the intake camshaft are stored at least during a defined control period for realizing a load jump, i.e. at least between the time of the start of the setpoint load jump and the time of the end of an actual load jump corresponding to the setpoint load jump.

Background

Different methods for controlling and/or regulating the operation of internal combustion engines, in particular so-called "miller engines" or internal combustion engines operated according to the so-called miller method, are known in the prior art. In such "miller engines," the relative position or position of the intake camshaft with respect to the crankshaft for controlling the intake valves may also be moved and/or adjusted. In other words, the intake valve may be adjusted from "retarded" to "advanced" (and from "advanced" to "retarded") by adjustment of the relative position of the intake camshaft. The displacement or adjustment of the relative position or position of the intake camshaft relative to the crankshaft is controlled and/or regulated by means of a setpoint control value of the engine control unit. In general, a defined actuating value of the engine controller for controlling the intake camshaft has a defined first value, in particular "1", for adjusting the intake camshaft or the intake valve to the end point "retarded", or a defined second value, in particular "0", for adjusting the intake camshaft or the intake valve to the end point "advanced". When the intake camshaft is actuated, in particular, with a setpoint actuating value "1", a corresponding amount of air is drawn into the combustion chamber until the cylinder reaches the so-called dead center (in particular, the setpoint actuating value "1"). In this case, the respective intake valve is closed "late". By correspondingly adjusting, for example by actuating the intake camshaft at a lower value, for example, in particular 0.5 or 0.6, the closing time of the respective intake valve is adjusted or shifted from "retarded" to "advanced" by actuating the intake camshaft. Thus, less air is drawn into the combustion chamber and subsequently expands to dead center. Whereby, under certain conditions, the air at a lower temperature (thermodynamically) in the combustion chamber is compressed and explodes. Thereby reducing the tendency of the engine to knock. The knocking tendency of internal combustion engines, so-called "engine knocking", occurs in particular at high gas temperatures in the combustion chamber, which can lead to abnormal combustion phenomena, in particular to possible engine damage. It is therefore attempted to suppress the knocking tendency of the internal combustion engine accordingly by adjusting the intake camshaft accordingly or by controlling the intake valve, i.e. by correspondingly controlling the relative position or positioning of the intake camshaft with respect to the crankshaft.

In principle, less air is burned and the efficiency is better or higher in so-called "miller engines", since the ignition angle of the engine is optimized. The air deficiency that exists in miller engines is compensated at least partially by the higher charging pressure, in particular by means of an existing turbocharger. Thus, when the accelerator pedal is actuated by the driver, a higher setpoint load point of the internal combustion engine is commanded in the event of a sudden load change. In this case, the intake camshaft is shifted or adjusted from "advanced" to "retarded", so that the respective intake valve is closed with a corresponding delay and in principle more air is drawn into the combustion chamber (than before the driver actuates the accelerator pedal), in order to achieve in particular a higher actual load point of the internal combustion engine, which corresponds to a higher setpoint load point.

Thus, for example, DE 102012014713 a1 discloses a method for operating an internal combustion engine, in which a dynamic setpoint value of the internal combustion engine is determined as a function of a difference between a load demand on the internal combustion engine and a current load output of the internal combustion engine. In other words, the dynamic setpoint value is determined for the difference between the elevated setpoint load point of the internal combustion engine and the actual load point of the internal combustion engine which is present or acting. A compressor is additionally provided for adjusting the charge density in the intake manifold of the internal combustion engine, and conventional adjusting means, in particular intake valves that can be controlled by an intake camshaft, are also present. The air supply efficiency or volumetric efficiency and the charge density are adjusted accordingly as a function of the aforementioned dynamic setpoint values. In particular, a so-called charge or volume efficiency is achieved by controlling the intake valves or by displacing the intake camshaft. In this case, the dynamic influencing of the setpoint quantity of the air supply efficiency or volumetric efficiency is also carried out or effected by determining a dynamic setpoint quantity, in particular a dynamic factor, from the speed of the accelerator pedal movement. Or, in other words, the air supply efficiency or the volumetric efficiency of the internal combustion engine is adjusted or controlled and/or regulated as a function of the dynamic setpoint value, in particular also as a function of the corresponding acceleration of the accelerator pedal actuation by the driver.

In the methods known from the prior art, in particular for controlling and/or regulating the operation of an internal combustion engine of a motor vehicle which is operated at least partially also according to the miller method, such methods are not designed to be optimal in part. In particular also for reducing CO in otto engines supercharged by means of an exhaust gas turbocharger ₂Discharging, using the miller method. This results in an expansion and thus a cooling of the fresh air in the combustion chamber in the intake tract of the internal combustion engine. This reduces the tendency to knock, the so-called "engine knock" of the internal combustion engine, in which the position of the center of gravity of the combustion of the internal combustion engine can be shifted toward higher efficiency by early ignition of the air-fuel mixture in the combustion chamber.

In the miller method, which is accompanied by a reduction in the charging or volumetric efficiency of the internal combustion engine, which leads to a higher level of intake pipe pressure and thus to a higher degree of supercharging that needs to be ensured by the exhaust gas turbocharger at the same load point than an internal combustion engine using a conventional combustion method, the earlier closing of the intake valves is accompanied by a reduction in the charging or volumetric efficiency of the internal combustion engine.

In the methods known from the prior art, the generation of a sluggish pressure of the exhaust gas turbocharger is suppressed in the event of a sudden load change by adjusting the relative position of the intake camshaft "late", i.e. in the direction of a later opening angle of the intake valve. Thereby, the effective compression of the mixture in the combustion chamber is also increased. The exhaust camshaft is adjusted to the same extent in the direction of the earlier opening angle of the exhaust valve in order to reduce the influence of the rising exhaust back pressure on the fresh air charge. This, in particular dynamic, intake camshaft adjustment is adjusted as a function of the difference between the fresh air charge required at the higher setpoint load point and the fresh air charge currently located in the combustion chamber, in particular on the basis of a setpoint adjustment value stored and/or calculated in the engine control unit.

However, as has been shown in practice, the dynamic intake camshaft adjustment based on the aforementioned difference is locally not optimal or problematic, since, depending on the particular sudden load change and/or the history of the engine, the increase in the aforementioned effective compression may increase the tendency of the engine to burn abnormally, in particular the tendency of the internal combustion engine to knock, or so-called "engine knock" may then occur. In the prior art, therefore, the aforementioned dynamic intake camshaft adjustment is stopped when a defined load threshold is exceeded and/or when a defined sudden load change is realized, so that, in particular in the static critical operating point of the internal combustion engine, the increase in effective compression is no longer performed, so that the internal combustion engine is then accordingly protected. However, since the intake camshaft adjustment is stopped, the full potential of the air-fuel mixture charge in the combustion chamber can no longer be increased or realized. Internal combustion engines or the corresponding performance response of internal combustion engines is "sluggish".

Disclosure of Invention

The object of the present invention is therefore to provide and improve the methods known from the prior art for controlling and/or regulating the operation of an internal combustion engine, so that the aforementioned disadvantages are avoided, in particular so that a control and/or regulation of the intake camshaft can be achieved, wherein in an internal combustion engine an efficient compression, in particular without the risk of engine knocking, can be achieved, in particular with a reduced and/or avoided sluggish response behavior of the internal combustion engine.

The above-mentioned object is achieved in the first place by a method for controlling and/or regulating the operation of an internal combustion engine.

The method according to the invention should first be described fundamentally or its corresponding individual method steps in detail below.

In particular, the internal combustion engine can be operated or operated at least partially according to the miller method, in which method for controlling and/or regulating the operation of an internal combustion engine, in particular of a motor vehicle, it is now possible first of all to control a plurality of different setpoint load points and/or different actual load points of the internal combustion engine, in particular by actuating a corresponding accelerator pedal.

In the event of a corresponding sudden load change, i.e. an increase in load, of the internal combustion engine, a higher, defined second setpoint load point (compared to the first setpoint load point and/or the actual load point achieved) is/are controlled starting from at least one defined, smaller first setpoint load point controlled and/or the first actual load point achieved for the first setpoint load point. For example, when the driver wants to accelerate the motor vehicle, in particular rapidly, by a relatively sudden accelerator pedal actuation (jerking "into the oil"), the second setpoint load point is achieved, in particular, by a corresponding accelerator pedal actuation by the driver.

The relative position or positioning of the intake camshaft with respect to the crankshaft for controlling the intake valves is accordingly movable and/or adjustable. In particular, the respective control of the intake valves from "advance" to "retard" or from "retard" to "advance" can be achieved by the relative position of the intake camshaft. The respective defined relative position of the intake camshaft with respect to the crankshaft is controlled and/or regulated substantially by means of a setpoint control value of the engine control unit. In particular, the prescribed adjustment value for controlling the intake camshaft or for controlling the intake valve is defined in particular between an adjustment value "1", which represents a "late" end position, and an adjustment value "0", which represents in particular an "early" end position. The respective defined relative position of the intake camshaft relative to the crankshaft is therefore defined and/or controlled essentially by means of a defined control value (for example 0.6, 0.7, 0.8, 0.9, etc.) of the engine control unit, in particular between the control value "1" and the control value "0".

For at least one defined control period for carrying out a sudden load change, i.e. a load increase, between the time at which the sudden load change of the internal combustion engine begins or the corresponding desired requirement begins and the time at which the actual load change corresponding to the sudden load change ends, i.e. until the actual load point substantially reaches the desired (second, higher) desired load point or the actual load point corresponds to the second, higher desired load point, a defined control value profile and/or defined control values for controlling the relative position of the intake camshaft are/is stored and/or stored in the engine control unit.

The aforementioned disadvantages are avoided in that, at least during the aforementioned defined control period, a limit/regulation-value variation curve is determined and/or a defined limit/regulation-value is defined and/or calculated, wherein, subsequently, at a respective determined point in time within the control period, the respective regulation-value is compared, in particular permanently or continuously, with the respective limit/regulation-value, and wherein, subsequently, the respective lower control value (of the two aforementioned values) (i.e. either the respective lower regulation-value or the respective lower limit/regulation-value) is used for controlling the relative position or positioning of the intake camshaft. In other words, the adjustment stroke of the intake camshaft is controlled in a limited manner as the case may be, in order to achieve the maximum available effective compression ratio in the combustion chamber, wherein engine knocking is prevented by means of the limit-regulation setting. In particular, the "load history" of the internal combustion engine is taken into account here. This is explained in more detail below.

Firstly, by using a correspondingly lower adjustment value, the adjustment of the intake camshaft is limited to the lower adjustment value or to a correspondingly lower value. By using a lower adjustment value, the degree of adjustment of the intake camshaft in the direction of retardation is less than when using a higher value. In particular, so-called engine knocking is thereby avoided.

During the regulation phase, first of all, for a plurality of corresponding determined actual load points of the internal combustion engine, corresponding determined static limit/regulation values are defined, or a static limit/regulation value variation curve is determined and/or defined during the regulation phase, in particular a static limit/regulation value variation curve is stored in the engine control unit. During the regulation phase, a static limit/regulation value curve defines a corresponding static limit/regulation value. The previously determined static limit-regulation control value for the static actual load point of the internal combustion engine is detected, in particular, on a test bench in a static, determined actual load state of the internal combustion engine. The static limit/setpoint manipulated variable is then stored, in particular, by means of a parameter data set, by means of a corresponding characteristic curve and/or in an engine control unit, and/or a corresponding static limit/setpoint variable change curve is then stored. However, it is also conceivable to then store and/or store the respective static limit/regulation value and/or the respective static limit/regulation value variation curve for different, respectively determined load jumps or respectively for a respective determined load jump.

In a particularly preferred method, however, a so-called dynamic limit/regulation value or dynamic limit/regulation value variation curve is determined and/or calculated, i.e., a so-called dynamic limit/regulation value or dynamic limit/regulation value variation curve is determined and/or calculated using the respectively determined static limit/regulation value and/or using the respectively static limit/regulation value variation curve. In this case, a respective dynamic limit/regulation value or dynamic limit/regulation value change curve is determined and/or calculated from the respective combustion chamber heating situation or the change curve of the combustion chamber heating situation by means of the respective static limit/regulation value, i.e. in particular on the basis of the determined characteristic lag time for the respective combustion chamber heating situation.

In this context, it may be stated again that a thermal equilibrium in the combustion chamber occurs at a static, in particular stable, actual load point of the internal combustion engine. It is possible to detect, by means of appropriate tests, in particular on a test stand, which increase in the effective compression ratio can be achieved to the maximum by adjusting the intake camshaft for a particular static actual load point. In other words, a respective one of the determined static limit/regulation control values can be detected for the respective determined actual load point. At this point, if the actual load point changes, the static thermal balance also changes. This does not occur suddenly, but has an inertia of the temperature change in the wall of the combustion chamber, i.e. in relation to the temperature of the combustion chamber and/or the energy introduced into the combustion chamber. Depending on the detected "characteristic lag time for the respective combustion chamber heating situation", a dynamic limit-regulation value can be determined and/or calculated from the determined static limit-regulation value. In a particularly preferred embodiment of the method according to the invention, in the preceding comparison of the respective values, these dynamic limit-regulation values or dynamic limit-regulation values derived from a dynamic limit-regulation-value variation curve are used as the respective limit-regulation values. In a particularly preferred embodiment of the method, the regulation-regulation value is therefore compared with the corresponding limit-regulation value in the case of the aforementioned comparison of the corresponding values in the aforementioned regulation period, wherein, as mentioned above, the limit-regulation value is thus the aforementioned dynamic limit-regulation value. In this case, a value or characteristic lag time characteristic of the respective combustion chamber heating is determined and/or, respectively, previously detected on a test bench, in particular also for the respective different load jumps, wherein the respective value of the lag time corresponds to the time period or lag time until the internal combustion engine reaches its new, static, in particular combustion chamber wall temperature-stable, heating state. Or, in other words, the characteristic delay times, in particular for the different defined individual sudden load changes, or the characteristic delay times, in particular for the different defined individual sudden load changes, were detected beforehand on the test bench. The respective characteristic lag time or the respective value corresponds to the respective lag time during which the internal combustion engine reaches a new static heating state of the internal combustion engine for the actual load point, in particular the desired load point, after the actual load point has been reached. In particular, the "load history" of the internal combustion engine is thus also taken into account when controlling the internal combustion engine.

The pressure in the intake tract is controlled and/or achieved at least in part by means of the known exhaust gas turbocharger, in particular the inertia of the internal combustion engine in the event of sudden changes in load, in particular an increase in load, is avoided by the method according to the invention, which is correspondingly achieved, in particular, in an internal combustion engine designed as an otto engine. In this case, a control and/or regulating circuit is provided, wherein at least one first switching element is provided as a comparison element and at least one second switching element is provided as a time delay element.

The first switching element is initially supplied via a first control path with a setpoint control value stored by the engine control unit essentially in the engine control unit.

A second control path is provided, which has two branches, wherein a static limit-regulation control value is transmitted via the first branch to the second switching element and a value representing a characteristic lag time of the combustion chamber heating event is transmitted via the second branch to the second switching element.

The second switching element determines a dynamic limit-regulation regulating value on the basis of the value transmitted to the second switching element.

The minimum value selection and/or comparison is carried out by means of the first switching element, wherein a dynamic limit-regulation adjustment value of the second switching element is transmitted to the first switching element, wherein the respective lower value or adjustment value is used to control the relative position of the intake camshaft, so that the maximum adjustment of the intake camshaft in the "retard" direction is limited to this value or adjustment value.

As described above, the setpoint variable curve is essentially stored in the engine controller. The further profile and/or the manipulated variable/value can be stored and/or calculated in the engine control unit, in particular by means of a data memory and/or a microprocessor. The respective control system and/or circuit or the method according to the invention can therefore be implemented, in particular, by means of an engine control unit and/or a microprocessor or microcomputer.

The disadvantages mentioned at the outset are thereby avoided and corresponding advantages are achieved.

Drawings

There are many possibilities for the advantageous design and improvement of the method according to the invention. The preferred embodiments of the invention are explained in detail below with reference to the figures and the accompanying description. In the drawings:

fig. 1 schematically shows a method according to the invention implemented in an internal combustion engine, in particular a limit-regulation-value variation curve and/or a determined limit-regulation-value for a sudden load change, in particular a load increase, of the internal combustion engine, in particular in a defined regulation period, and

fig. 2 shows a schematic block diagram of a part of a control system for controlling and/or regulating the operation of an internal combustion engine according to the method of the invention.

Detailed Description

Fig. 1 and 2 show (at least partially) a method according to the invention for controlling and/or regulating the operation of an internal combustion engine, not shown in detail here, in particular of a motor vehicle, also not shown here. In this case, the internal combustion engine is controlled and/or regulated, in particular at least partially, according to the miller method.

Fig. 1 shows a sudden change in load, i.e. an increase in load, of the internal combustion engine over time t. In internal combustion engines, a plurality of different setpoint load points and/or actual load points of the internal combustion engine can be controlled in a known manner, in particular by corresponding accelerator pedal actuation.

Fig. 1 shows a first predetermined, lower setpoint load point LP of the internal combustion engine, which is controlled from at least one determined point _Soll1And/or for a first setpoint load point LP _Soll1Realized first actual load point LP _Ist1Starting to a second, higher setpoint load point LP _Soll2I.e., the load increases. Second setpoint load point LP _Soll2And a first rated load point LP _Soll1Or the corresponding first actual load point LP _Ist1Higher or larger than this, as is readily apparent from fig. 1 and/or as is correspondingly indicated by the course of the line representing the sudden change in load. It can also be seen from fig. 1 that the actual load point LP of the internal combustion engine _IstFrom LP during load mutation _Ist1Up to LP _Soll2/LP _Ist2In particular, correspondingly rises with a time delay. This is illustrated in fig. 1, in particular, in the representation of the change of the load point LP on the (upper) y-axis over time t.

The relative position or relative positioning of the intake camshaft with respect to the crankshaft for controlling the intake valves is correspondingly movable and/or adjustable. As described above, the respective control of the plurality of intake valves from "advance" to "retard" (or from "retard" to "advance") can be achieved by the relative position of the intake camshaft. The respective defined relative position of the intake camshaft with respect to the crankshaft is first defined and/or controlled essentially by means of a setpoint adjustment value of the engine controller (see fig. 2 for this purpose). In this case, provision is made for the regulating value to take up in particular a value between a regulating value "1" representing a "late" end position and a regulating value "0" representing in particular an "early" end position.

Fig. 1 shows a regulation value RS or a corresponding profile RS of the regulation value RS _VerlaufI.e. the respective setpoint-setpoint variation curve RS represented by the respective line _Verlauf. Corresponding regulation-regulation value variation curve RS _VerlaufAs a function of time t, the respective regulation target RS, in particular a value between "1" and "0" in this case, is to be shown on the (lower) y-axis, as shown on the y-axis.

During a defined control period for achieving a sudden load change, i.e. a load increase, i.e. at least at the time t of the start of a rated sudden load change ₁To the end of the actual sudden change in load corresponding to the rated sudden change in load ₄In which a prescribed-adjustment-value variation curve RS for controlling the determination of the relative position of the intake camshaft is stored _VerlaufAnd/or the determined regulation setpoint value RS is stored, in particular, essentially in the engine control unit, as can be seen from fig. 1.

It can further be seen from fig. 1 that at time t ₀Or at time t ₀And t ₁Between which a first actual load point LP acts _Ist1The first actual load point LP _Ist1By the driver, in particular byFirst setpoint load point LP for accelerator pedal position actuation _Soll1And (4) defining. At this time, the driver is at time t ₁Sudden load changes, i.e. load increases, are required, in particular for actuating the accelerator pedal of the vehicle, so that the second setpoint load point LP is actuated by means of a control technique _Soll2So as to adjust the actual load point LP of the internal combustion engine _Ist1Towards a second rated load point LP _Soll2Or to achieve a sudden change in the actual load.

Fig. 1 shows the actual load point LP of the internal combustion engine, which is required according to the respective setpoint load point _Ist1Or a profile of the actual engine load, the actual load point rising with time t, here from time t ₁Towards a second rated load point LP _Soll2Rises until time t ₄Wherein at time t ₄The end of the sudden change in actual load, i.e. the corresponding actual load point LP _Ist/LP _Ist2Corresponds to the second rated load point LP _Soll2。

It can also be seen from fig. 1 that at least at time t ₁And t ₄In a defined control period, at least one limit-specification-control value change curve GRS is determined _Verlauf(here, the first and second limit-regulation-variation curves GRS _Verlauf) And/or a defined (or possibly calculated in the engine control unit) limit-regulation value GRS is determined, wherein, at a specific, corresponding point in time t within the regulation period, the corresponding regulation value RS is compared with the corresponding limit-regulation value GRS according to the method of the invention, and wherein the corresponding lower regulation value is subsequently used to control the relative position of the intake camshaft. This avoids or reduces the disadvantages mentioned at the outset.

In order to clearly show the results of the aforementioned comparison, it is shown in fig. 1 with hatching at the time t ₁And t ₄In the space between the first and second electrodes. At least in this region, the intake camshaft is adjusted or limited to a corresponding lower adjustment value, in particular then the maximum adjustment in the "retard" direction is correspondingly limited to this lower adjustment value.

As can be further seen from fig. 1, here within the control period, in particular at the time t ₁And t ₄For a plurality of corresponding determined actual load points LP _IstAssigning or respectively defining a respective static limit-regulation regulating value

And/or during the adjustment period, a static limit/regulation/adjustment value curve is determined and/or defined

As shown by the corresponding variation of the lines. In particular, corresponding limit-specification control values for a specific actual load point of the internal combustion engine are stored (in particular in a characteristic curve and/or correspondingly "digitized"). In particular, on a test bench, the respective static limit-regulation control values determined are detected beforehand in the static, determined actual load state of the internal combustion engine

These static limit-regulation regulating values

Assigned to the determined respective static actual load point of the internal combustion engine. The determined static limit/regulation value is stored and/or stored in the engine control unit, in particular as a characteristic curve and/or as a static limit/regulation value change curve in the engine control unit

Limit-regulation-regulating-value variation curves visible in FIG. 1

Is here the "first" limit-regulation-change curve GRS _Verlauf. These values/adjustment values thus defined can already be used for the above-described comparison and implementation of the method according to the inventionMethod, wherein the relative position of the intake camshaft is then manipulated using a corresponding lower value/adjustment value. In a particularly preferred embodiment of the method according to the invention, however, the corresponding dynamic limit-regulation setting value GRS is used _dynamischThe dynamic limit/regulation curve GRS, which is visible in particular in fig. 1, corresponds to a dynamic limit/regulation value change curve GRS _{Verlaufdynamisch}Of the "second" limit-regulation-change curve GRS _VerlaufFor the above comparison, this will be described in detail again later in the description of a particularly preferred embodiment of the invention.

In particular, it is conceivable that a plurality of static limit-regulation-control-value-variation curves for the most different load jumps, i.e. the most different load increases, can be stored in the engine control unit, wherein each respective actual load point of the internal combustion engine is assigned a respective static limit-regulation-value for a specific load jump. In principle, however, at least in particular a corresponding determined actual load point of the internal combustion engine is provided with a corresponding determined static limit-regulation control value, in particular independently of the desired load jump

As fig. 1 further shows, the combustion chamber heating event T is also shown by corresponding lines for the sudden load change shown in fig. 1 or the load increase shown here _BRCAs a function of time t. Corresponding dotted line T in FIG. 1 _BRCThe heating of the combustion chamber for sudden changes in load or for the increase in load shown here is schematically indicated. Line T, in particular virtually determined _BRCBased on the characteristic lag time t _BRcDerived and/or defined, wherein, in FIG. 1, the characteristic lag time t _BRcIs exemplarily shown as being on the variation curve LP _IstVerlaufAnd curve T _BRCHorizontal arrow lines in between. Each actual load point LP of the internal combustion engine _IstIn particular with a corresponding characteristic lag time t _BRcThe corresponding characteristic lag time t _BRcIn particular, the characteristic curve is stored and/or "digitized" accordingly, the corresponding characteristic lag time or the correspondingIs equivalent to the internal combustion engine reaching the corresponding actual load point LP _IstThe lag time required to start until then reach its new static heating state. Or, in other words, in particular each different determined actual load point LP of the internal combustion engine _IstProvided with corresponding characteristic lag times t, in particular detected on a test stand _BRcBy means of the corresponding characteristic lag time t _BRcThe heating situation T for the combustion chamber shown in FIG. 1 is obtained _BRCOf (virtual) lines of (a). In particular, it should also be mentioned here that in the new static heating state of the combustion chamber there is also a correspondingly static new, in particular higher, temperature.

Using the corresponding determined static limit-regulation regulating value

According to the heating condition T of the combustion chamber _BRCOr a corresponding characteristic lag time t (for a corresponding "characteristic combustion chamber heating situation _BRcDetecting and/or calculating dynamic limit-regulation values GRS _dynamischThese dynamic limit-regulation regulating values GRS _dynamischThe dynamic limit/regulation value variation curve GRS is also shown here _{Verlaufdynamisch}Is shown in the graph visible in figure 1. Corresponding dynamic limit-regulation-regulating-value-variation curve GRS _{Verlaufdynamisch}Having combustion chamber heating conditions T as can be seen from FIG. 1 _BRCSimilar features (mirror symmetry only about the x-axis of parallel translation). In other words, in order to determine/calculate a dynamic limit/regulation variable curve GRS _{Verlaufdynamisch}Or corresponding dynamic limit-regulation values GRS _dynamischThe static limit-regulation value variation curve is set

Delay or delay by control technique, in particular based on corresponding characteristic lag time t _BRcAnd (4) time delay.

In the process according to the invention, according to a particularly preferred embodiment, the correspondingDynamic limit-regulation-regulating value GRS _dynamischAnd/or a curve GRS that varies from a dynamic limit-regulation value _{Verlaufdynamisch}Derived dynamic limit-regulation value GRS _dynamischUsed as a corresponding limit-regulation value for comparison with the regulation-regulation value RS.

In a particularly preferred embodiment according to the invention, the limit/regulation value variation curve GRS corresponding to the dynamics is therefore adapted _{Verlaufdynamisch}The "second" limit-regulation-regulating-value variation curve GRS visible in FIG. 1 _VerlaufFor the above-mentioned comparison, that is to say the corresponding dynamic limit-regulation regulating value GRS _dynamischFor comparison with the regulation setpoint RS. According to a particularly preferred embodiment, the corresponding lower value is then used for carrying out the method according to the invention, i.e. for controlling/adjusting the intake camshaft, in particular in order to limit the maximum adjustment of the intake camshaft in the "retard" direction to this lower value/adjustment value.

FIG. 1 shows that the time t is ₁And t ₄In between, which represent a selection or selection area of the respective smaller or lower adjustment value. In other words, the regulation-value variation curve RS _VerlaufThe "cap" projecting upwards beyond the shaded area is "truncated", or the regulation-regulation value RS defined thereby is not taken into account in the method according to the invention. As shown in fig. 1, only at time t ₁And t ₂Or time t between ₃And t ₄Corresponding regulation between the regulation values RS, i.e. only during the time period t ₁To t ₂Or time period t ₃To t ₄The specified regulation value RS determined in (a) is then used for controlling the method according to the invention, which is in particular less than the dynamic limit-specified regulation value GRS _dynamisch. In particular, at time t ₂And t ₃In the time interval between, according to a particularly preferred embodiment, the dynamic limit-specification-adjustment value GRS is then set _dynamischFor use in the method according to the invention. In principle, it is also possible to consider further aspects of the method according to the inventionIn one embodiment, for example, static limit-regulation values are used Is shown by the "first" curve GRS of fig. 1 _VerlaufFor the comparison of the set-regulation value RS with the corresponding limit-set-regulation value GRS. This is also possible in principle, but in a particularly preferred embodiment as described above, in particular for the corresponding comparison, a dynamic limit/regulation value variation curve GRS is used _{Verlaufdynamisch}GRS as a limit-regulation-value-variation curve _VerlaufSince in this case the greatest potential of the internal combustion engine can be achieved in particular without the risk of engine knocking.

In particular, the method according to the invention is implemented in an internal combustion engine designed as an otto engine, wherein the pressure in the intake tract is implemented and/or controlled by means of an existing exhaust gas turbocharger.

In particular, as described above, the limit-regulation-control value variation curve is then based in particular on the respective static limit

And based on the characteristic combustion chamber heating condition T _BRCOr a characteristic lag time t corresponding thereto _BRcDetermining and/or calculating a corresponding characteristic curve and/or a corresponding dynamic limit/regulation variable curve GRS _{Verlaufdynamisch}。

Fig. 2 finally shows a schematic block diagram, in particular a partial schematic diagram of a control and/or regulation system or of a control and/or regulation system with a regulating route A, B or a shunt BA, BB for carrying out the method according to the invention.

As can be seen from fig. 2, the setpoint manipulated variable RS is initially transmitted to the comparison element 1, in particular via the first control path a. The second control path B (branch BA) is used to initially adapt the characteristic curve or the stored static limit/regulation variable curve from the stored/stored characteristic curve or the stored static limit/regulation variable curve depending on the respective actual load point of the internal combustion engine and/or the respective actual rotational speed of the internal combustion engine, on the one hand

Corresponding determined static limit-regulation regulating value To the switching element 2, wherein, in parallel, the respective characteristic delay time t is set again as a function of the respective actual load point of the internal combustion engine and/or the respective actual speed of the internal combustion engine by way of the control path/branch BB _BRcTo the same switching element 2, the corresponding characteristic lag time t _BRcCorresponding to a lag time until the internal combustion engine is aligned with the corresponding actual load point LP _IstUntil it reaches its new static heating state. The switching element 2, which is designed as a time delay element, is then adjusted by corresponding static limit-regulation values

According to the corresponding characteristic lag time t _BRcCalculating the respective dynamic limit-regulation regulating value GRS determined/calculated in this way _dynamischSetting the corresponding dynamic limit-specification-regulation value GRS _dynamischTo the comparison element 1. Subsequently, a so-called "minimum value selection" is carried out, as described above, the lower value transmitted to the comparison element 1 being selected or used for carrying out the method according to the invention. The aforementioned regulation is carried out in particular permanently or continuously during sudden changes in load or a desired increase in load.

A control and/or regulating circuit is provided, which has at least one first switching element 1 designed as a comparison element and at least one second switching element 2 designed as a time delay element. The setpoint actuating value RS, which is stored essentially in the engine control by the engine control, is initially passed on to the first switching element 1 via the first actuating path a. A second control path B is provided, which has two branches BA or BB, wherein a static limit-regulation control value is set by the first branch BA

To the second switchElement 2 and the value t for the "characteristic lag time" via the second branch BB _BRcTo the second switching element 2. The second switching element 2 determines a dynamic limit-regulation regulating value GRS on the basis of the value transmitted to the second switching element 2 _dynamisch。

The minimum value selection and/or comparison is carried out by means of the first switching element 1, wherein the dynamic limit-regulation regulating value GRS of the second switching element 2 is set _dynamischTo the first switching element 1, wherein the relative position of the intake camshaft is controlled using a corresponding lower value or regulating value.

For example if, for example, at time t ₂And t ₃In particular, the value 0.95 is passed as a regulation value to the comparison element 1 and the value 0.85 is passed as a dynamic limit regulation value GRS _dynamischThe comparison element 1 is then used as a lower value for controlling/adjusting the intake camshaft, for adjusting the intake camshaft, the value 0.85. Thus, a lower value/adjustment value is used, so that the adjustment of the intake camshaft is limited to a lower value, that is to say the maximum adjustment of the intake camshaft in the "retard" direction is limited to a lower value/adjustment value.

It should be noted here that for the definition of the permissible camshaft adjustment distance, i.e. for the adjustment of the intake camshaft, an absolute camshaft position, a shift to a position in stationary operation or an interpolation factor or a phase shift between two defined extreme camshaft positions can be implemented. Corresponding values for adjusting the intake camshaft from "advance" to "retard" (or from "retard" to "advance"), for example values lying between "0" and "1" in particular in the above example, may therefore correspond to the present embodiment.

The method according to the invention has the important advantage over the methods known to date that the intake camshaft adjustment distance limit is adjusted continuously, in particular permanently, to the previous actual load state of the internal combustion engine. There is no longer a need to stop intake camshaft adjustment.

In the method according to the invention, the intake camshaft is first allocated, in particular for each achievable actual load pointMaximum permissible actuating distance in the thermally stable state as a parameter set, in particular a correspondingly determined static limit-specification actuating value

If the internal combustion engine is at a specific static actual load point, the defined and/or calculated corresponding setpoint actuating value RS is suitable for adjusting the intake camshaft. In the transition to an operating point with a higher thermal load, i.e. when the load of the internal combustion engine increases, a dynamic limit-regulation control value GRS is determined _dynamisch. For determining a dynamic limit-regulation regulating value GRS _dynamischUsing time characteristic (t) of heating profile for combustion chamber _BRc) Tracking or correcting static limit-regulation regulating values

In order to control the intake camshaft, in particular, the minimum value is then selected from the setpoint adjustment value and the dynamic limit setpoint adjustment value, and the lower of the two adjustment values is used as the adjustment value in order to limit the adjustment of the intake camshaft in the "retarded" direction. In order to implement the selection of the maximum value for the adjustment/control of the exhaust camshaft. This should also be mentioned here.

The disadvantages mentioned at the outset are thereby avoided and corresponding advantages are achieved.

List of reference numerals

1 comparison element

2 switching element/time delay element

A first adjustment route

B second adjustment route

BA second regulation route (shunt)

BB second regulation route (shunt)

RS regulation-regulation value

RS _VerlaufSet-to-set variation curve

Limit-regulation value of GRS

GRS _VerlaufLimit-regulation value variation curve

T _BRCHeating of combustion chamber

t _BRcCharacteristic lag time for corresponding combustion chamber heating situation

LP _Soll1First rated load point

LP _Soll2Second rated load point

LP _Ist1First actual load point

LP _Ist2Second actual load point

LP _IstActual load point

LP _SollRated load point

time t

t ₁Initiation of a nominal flare

t ₂The regulation-regulation value RS exceeds or corresponds to the limit-regulation value

t ₃The set-regulation value RS is lower than or equal to the limit-set-regulation value GRS _dynamisch

t ₄End of actual load jump

Static limit-regulation regulating value

GRS _dynamischDynamic limit-regulation regulating value

Static limit/regulation curve

GRS _{Verlaufdynamisch}Dynamic limit/regulation curve