阅读说明：本技术 用于运行内燃机的方法、内燃机以及机动车 (Method for operating an internal combustion engine, internal combustion engine and motor vehicle ) 是由 D.哈格尔斯坦 J.巴尔托洛梅 于 2019-07-05 设计创作，主要内容包括：本发明涉及一种用于运行内燃机的方法、内燃机以及机动车,其中,内燃机至少包括燃烧发动机和新鲜气体线路,且其中,压缩机集成到新鲜气体线路中,压缩机关联有修整调节器,通过该修整调节器能够以可变的程度遮盖压缩机的压缩机工作轮的进入横截面的边缘侧的区段。在此,进入横截面的边缘侧的区段在修整调节器的释放位置S<Sub>T1</Sub>中相对较少地被遮盖而在修整调节器的遮盖位置S<Sub>T2</Sub>中相对较广地被遮盖。设置成,在从燃烧发动机的牵引运行(在牵引运行时修整调节器位于释放位置S<Sub>T1</Sub>中)转变至燃烧发动机的推动运行时将修整调节器调整到遮盖位置S<Sub>T2</Sub>中。由此可防止所谓的卸载吼叫或将其保持较小。(The invention relates to a method for operating an internal combustion engine, an internal combustion engine and a motor vehicle, wherein the internal combustion engine comprises at least a combustion engine and a fresh gas line, and wherein a compressor is integrated into the fresh gas line, and a trim controller is associated with the compressor, by means of which a section of a compressor wheel of the compressor on the edge side of an inlet cross section can be covered to a variable extent. The section on the edge side of the entry cross section is hereRelease position S of trim actuator T1 Is relatively less covered and is in the covering position S of the trim adjuster T2 Which is relatively widely covered. Is arranged to be in a release position S during a towing operation from the combustion engine (during towing operation) T1 Mid) transition to push-on operation of the combustion engine, the trim adjuster is adjusted to the covering position S T2 In (1). This prevents the so-called unloaded roar or keeps it small.)

1. Method for operating an internal combustion engine having a combustion engine (10) and a fresh gas line, wherein a compressor (22) is integrated into the fresh gas line, and wherein the compressor (22) has associated therewith a trim controller (44) by means of which a section of an inlet cross section of a compressor impeller (30) of the compressor (22) on the edge side can be covered to a variable extent, wherein the section of the inlet cross section on the edge side is in a release position (S) of the trim controller (44)_T1) Is relatively less covered and is in the covering position (S) of the trimming regulator (44)_T2) Is relatively widely covered, characterized in that the trim regulator (44) is adjusted to the covering position (S) at the transition from the traction operation of the combustion engine (12) to the pushing operation of the combustion engine (10)_T2) In the pull-in operation, the trim adjuster (44) is in the release position (S)_T1) In (1).

2. Method according to claim 1, characterized in that the trimming adjuster (44) is in the covering position (S)_T2) Covers the edge-side section of the entry cross section as widely as possible.

3. Method according to claim 1 or 2, characterized in that the trim adjuster (44) is adjusted into the release position (S) again after a defined limit value has been reached_T1) In (1).

4. A method according to claim 3, characterized in that the limit value defines the gas pressure or the time course in the fresh gas line.

5. Internal combustion engine with a combustion engine (10) and a fresh gas line, wherein a compressor (22) is integrated into the fresh gas line, and wherein the compressor (22) is switched offAssociated with the dressing regulator (44) is a dressing regulator (44) by means of which a section of the inlet cross-section of a compressor impeller (30) of the compressor (22) on the edge side can be covered to a variable extent, wherein the section of the inlet cross-section on the edge side is in a release position (S) of the dressing regulator (44)_T1) Is relatively less covered and is in the covering position (S) of the trimming regulator (44)_T2) Is relatively broadly covered, characterized by a control device (14) set up for automatically performing the method according to any one of the preceding claims.

6. An internal combustion engine according to claim 5, wherein the trim adjuster (44) comprises an annular diaphragm (48).

7. Internal combustion engine according to claim 6, characterized in that the trim regulator (44) additionally comprises a flow guide device, by means of which at least a section of the fresh gas line is divided into a central flow region and a peripheral flow region, which transition into a flow chamber (52) of the compressor (22) in the region of an inlet plane (54) of the compressor rotor (30), wherein the peripheral flow region is designed to be closable by means of the diaphragm (48).

8. Internal combustion engine according to claim 7, characterized in that at least one end section of the flow guiding device which is placed adjacent to the compressor wheel (30) is configured to be axially displaceable, wherein the peripheral flow area is released in the closed position of the flow guiding device in the area of the entry plane (54) of the compressor wheel (30) by the end section being closed in the closed position of the flow guiding device in the open position.

9. An internal combustion engine according to any one of claims 5 to 7, characterized in that the trim adjuster (44) is loaded into a release position (S) by means of a return element in the absence of actuation by the control device (14)_T1) In the release positionCentering the trimming regulator (44) with as little covering as possible of the edge-side section of the entry cross section.

10. A motor vehicle with an internal combustion engine according to any one of claims 5 to 9.

Technical Field

The invention relates to a method for operating an internal combustion engine (Brenkraftmaschine) and to an internal combustion engine suitable for carrying out such a method. The invention also relates to a motor vehicle having such an internal combustion engine.

Background

Fresh gas to be fed to a combustion engine (Verbrennungsmotor) of the internal combustion engine via a fresh gas line (Frischgasstrang) is compressed in a compressor of the internal combustion engine. The increase in the fresh gas pressure is dependent on the rotational speed of the compressor wheel (verdichlterlaufrad) and the mass flow of fresh gas which is conducted via the compressor wheel. The inflow (anstromg) of the leading edge of the rotor blades is increased on the pressure side due to the reduced inflow speed relative to the peripheral speed in the direction of the so-called pumping limit (Pumpgrenze) of the compressor characteristic field, i.e. the inflow incidence (Inzidenz) increases continuously. Starting from an incident limit value, which is dependent on the operating point, the so-called pumping limit, the flow separates at the leading edge and the flow in the compressor becomes unstable. In the region of the pumping limits, a return region of the fluid with little pulsation is formed at the housing contour on the inlet side of the compressor. This so-called backflow bubble (rueckstmemberbase) causes a reduction in the compressor efficiency due to swirl-and mixing losses. In the region of the hub contour of the rotor, but also close to the pumping limit, a pulsation-rich and low-loss core flow, which determines the mass flow (masssendurchsatz) and the pressure build-up, extends through the compressor.

A trim actuator (Trimmsteller), as is known, for example, from DE102010026176a1, EP3018355a1, DE 102015209704a1, DE 102014225716a1 or WO 2014/131790a1, serves to shift the pumping limit of a compressor characteristic field in the direction of a relatively low mass flow at a relatively high compression ratio. At the same time, the trim conditioner may cause an increase in compressor efficiency in the range of pumping limits. In this connection, the trim controller comprises a device by means of which the inflow cross section of the rotor of the compressor (anstromqueschnitt) can be varied. By modifying the nozzle effect of the regulator, which is achieved in this way, the gas flow can be concentrated more strongly on the entry cross section of the compressor impeller close to the hub with increasing regulation interventions (reduction of the inflow cross section). As a result, the gas flows less far into the region of the backflow bubbles that is less pulsating and loses more and the core flow in the region close to the hub is accelerated and thus additionally stabilized. The acceleration of the gas flow in the region of the compressor wheel close to the hub additionally leads to a displacement of the inflow suction side of the compressor wheel, which can contribute to a further stabilization of the gas flow. Stabilization of the core flow results in a desired shift of the pumping limit of the compressor characteristic field to less mass flow. In the event of undesired regulating interventions (complete opening of the trim regulator), as far as possible all the current inflow of the compressor impeller will generate as little additional friction or throttling losses as possible. The compressor efficiency and the width of the compressor characteristic field are therefore not negatively influenced to a significant extent by the trim controller in the direction of the blockage limit (Stopfgrenze).

The possibility of backflow of the compressed fresh gas due to the only incomplete separation of the high-pressure side and the low-pressure side from one another by the compressor impeller (which results from the design of the compressor in the form of turbo compression, which is customary in vehicle construction), can also appear problematic if the throttle flap integrated into the charge air section (ladelftstrecke), which was previously widely opened, is rapidly closed. This is the case when switching from traction operation to propulsion operation (Schubbetrieb) of the internal combustion engine. The inertia of the "internal combustion engine" system can then cause the compressor to initially continue to feed into the charge air section which has already been interrupted by the closed throttle flap with a possibly higher compression power, which results in a correspondingly higher compressor compression ratio while the mass flow of fresh air through the compressor is very low. This compression ratio facilitates the return flow of the compressed fresh gas via the compressor wheel which is then not driven or is driven only at a relatively low rotational speed.

The fresh gas thus recirculated can propagate in a wave-like manner, which can lead to corresponding vibration excitations of components of the fresh gas line upstream of the compressor wheel. The noise formation associated with this vibration excitation is also commonly referred to as "unloaded roar".

Such an unloaded roar can be avoided by integrating an air-diverting device (schubumlufvorichtungng) into the compressor. In this case, a bypass line is provided which can be released or closed as required by means of an (air diverting-) valve and connects a section of the flow path downstream of the compressor impeller in the compressor to a section upstream of the compressor impeller. The relatively high compressor compression ratio via the compressor impeller, which leads to an unloading roar, can be reduced by means of such an air steering device by correspondingly opening the air steering valve. However, the cost of such an air-redirecting device is relatively high.

Furthermore, it can be provided that a sound-damping element is integrated into a section of the fresh gas line which is disposed upstream with respect to the compressor inlet, in order to keep the effect of the vibration excitation and thus the discharge roar low. But this is also associated with relatively high costs. Furthermore, such measures usually require a relatively large installation space.

Document WO 2004/022956a1 discloses a method by which the operation of the compressor of an internal combustion engine in the range of the pumping limit should be avoided. It is provided here that the performance of the compressor is monitored by means of an air flow sensor arranged in the intake system (ansaugrakt) of the internal combustion engine, taking into account the characteristic oscillation behavior of the fresh gas flowing through the intake system. If it is determined in this way that there is a short-term threat of reaching the pumping limit, for example a reduction in the value of the setpoint charging pressure to be achieved, an exhaust gas turbine which drives the compressor is flowed in a correspondingly modified manner by means of a regulation of the device for variable turbine inflow (VTG).

Disclosure of Invention

The object of the invention is to develop an internal combustion engine supercharged by means of a compressor, which is characterized by an operating behavior that is as optimal as possible, in particular also in view of acoustic behavior.

This object is achieved by a method for operating an internal combustion engine according to claim 1. An internal combustion engine suitable for carrying out such a method in an automated manner and a motor vehicle having such an internal combustion engine are the subject matter of claims 5 and 10. Advantageous embodiments of the method according to the invention and of the internal combustion engine according to the invention and of the motor vehicle according to the invention are therefore the subject matter of further claims and/or are derived from the following description of the invention.

The invention is based on the idea that, in an internal combustion engine supercharged by means of a compressor, in which a trim regulator is assigned to the compressor, in order to improve its operating behavior, and also in order to make active use of the trim regulator, the off-load roar (which can occur in a supercharged internal combustion engine when shifting from traction operation to propulsion operation) is avoided or at least kept small.

Accordingly, a method is provided for operating an internal combustion engine, wherein the internal combustion engine comprises at least an internal combustion engine and a fresh gas line, wherein a compressor is integrated into the fresh gas line, and a trim controller is associated with the compressor, by means of which trim controller a section of the compressor wheel of the compressor on the edge side of the inlet cross section can be covered to a variable extent. In this case, the section of the entry cross section on the edge side is covered relatively little, preferably as little as possible (that is to say as little as possible by way of the design) in the release position of the conditioning controller and is covered relatively widely, preferably as widely as possible (that is to say as widely as possible by way of the design) in the covering position of the conditioning controller. According to the invention, it is provided that the trimming control device is adjusted into the covering position when the trimming control device is switched from the pull-in mode of the combustion engine (in which the trimming control device is in the release position) to the push-in mode of the combustion engine.

The traction operation of the combustion engine is characterized in that it is operated under load and thus generates drive power therefrom. In contrast, the drive mode is characterized in that the combustion engine is not subjected to a load demand and is driven; in the case of an internal combustion engine according to the invention which is preferably integrated in a motor vehicle, such a drive of the combustion engine takes place without the drive train being interrupted, in particular by rolling of the motor vehicle.

In the internal combustion engine according to the invention, such a change from traction mode to thrust mode can be associated in particular with a complete or widest possible closing of the throttle flap integrated into the charge air section (section of the fresh gas line connecting the compressor to the combustion engine).

The adjustment of the trim controller is carried out according to the invention as directly as possible with load removal (which characterizes the transition from the pull-in operation to the push-in operation) or with the start of the closing movement of the throttle flap associated therewith. It is also possible to initiate an adjustment of the trim regulator by means of a command for load removal (for example by releasing a running pedal of a motor vehicle comprising the internal combustion engine according to the invention), which may be separated slightly in time from the load removal actually carried out by the control device of the internal combustion engine and/or from the closing of the throttle flap. However, it is also possible to delay the adjustment of the trim controller slightly in time, for example up to a maximum of 0.3 seconds after the transition from traction operation to push operation.

According to the invention, the trim controller of the internal combustion engine according to the invention is actively controlled into the covering position when a backflow of compressed fresh gas from the high-pressure side to the low-pressure side of the compressor is possible as a result of the transition from the pull mode to the push mode. The trim controller, which then covers a relatively wide section of the inlet cross section of the compressor impeller on the edge side, prevents or disturbs such a backflow or its further diffusion into the section of the fresh gas line that is disposed upstream of the trim controller, so that the vibration excitation that would lead to an unloaded roar can be prevented or kept small.

An internal combustion engine suitable for the automated execution of the method according to the invention comprises at least one combustion engine (in particular a gasoline engine or another combustion engine which is at least at times ignited externally and regulated in quantity) and a fresh gas line, wherein the compressor is integrated into the fresh gas line, and wherein the compressor is assigned a trim regulator by means of which a section of the compressor wheel of the compressor on the edge side of the inlet cross section can be covered to a variable extent. In this case, the section of the entry cross section on the edge side is covered relatively little, preferably as little as possible, in the release position of the conditioning element, and is covered relatively widely, preferably as wide as possible, in the covering position of the conditioning element. Furthermore, such an internal combustion engine comprises a control device which is designed to automatically carry out the method according to the invention.

The plane which is oriented perpendicularly to the axis of rotation of the compressor wheel and is located closest to the dressing regulator according to the invention is understood to be the "entry plane" of the compressor wheel, which is defined by the wheel blades of the compressor wheel (by the arrangement of at least one punctiform section of one, several or all entry edges of the wheel blades in this plane). The "inlet cross section" of the compressor wheel is then the open cross section of the flow chamber lying in this inlet plane.

The trim controller of the internal combustion engine according to the invention can in principle be designed as desired, for example according to one of the embodiments disclosed in DE102010026176a1, EP3018355a1, DE 102015209704a1, DE 102014225716a1 or WO 2014/131790a 1.

According to a preferred embodiment, the trim regulator for internal combustion engines according to the invention comprises a ring-shaped diaphragm (blend). The diaphragm can be embodied in the form of a variable diaphragm (irisblend), for example, as is also known in principle from camera lenses. Alternatively, the diaphragm can also comprise an in particular annular stator and an in particular annular rotor, which are arranged axially next to one another, wherein both the stator and the rotor each have at least one passage opening, which can be moved into different relative positions by rotating the rotor relative to the stator, in which positions they do not, partially or completely overlap. A trim actuator comprising only one such diaphragm can be seen to be longer than a relatively simple structural design.

According to a preferred development of such a trimming regulator with an annular diaphragm for an internal combustion engine according to the invention, it can be provided that it additionally also comprises a flow guide device by means of which at least a section of the fresh gas line is divided into a central flow region and a peripheral flow region, both of which transition into a flow chamber of the compressor, which chamber accommodates the compressor wheel, in the region of the entry plane of the compressor wheel, wherein the peripheral flow region is designed to be closable by means of the diaphragm. In this case, the membrane can preferably be arranged at the upstream end of the peripheral flow region. By means of such a combination of a diaphragm and a flow guide, the function of the trim regulator can be improved both in terms of the influence on the compressor characteristic field and in terms of the suppression of the discharged roar, in comparison with a trim regulator which comprises only an annular diaphragm.

The function of such a trimming actuator with diaphragm and flow guide can be further improved if at least one end section of the flow guide, which is arranged adjacent to the compressor wheel, and if appropriate the entire flow guide, is configured to be movable in the axial direction (i.e. along the axis of rotation of the compressor wheel), wherein the peripheral flow area is closed off in the region of the entry plane of the compressor wheel by the end section in the closed position of the flow guide and is released in the open position.

According to a preferred embodiment of the method according to the invention, it can be provided that the trimming actuator is set into the release position again in a further continuous pushing operation after reaching the defined limit value. This can be used in particular for unloading or loading the actuator (which is provided for actuating the trim actuator) not unnecessarily long. In particular, this type (Vorgehen) can be provided in the design of the trim controller of the internal combustion engine according to the invention, which is selected such that, in the absence of actuation by the control device, the trim controller is automatically loaded by means of the restoring device (which can be designed in particular in the form of a spring element) into a release position in which the trim controller covers as little of the section of the cross section on the edge side as possible. In particular, a so-called failsafe functionality can be achieved by such a design of the trim controller, since the reset device of the trim controller, in the event of failure of the control device or of the actuator actuating the trim controller, is adjusted to cover as little as possible into the release position of the cross section and thus an emergency operation of the compressor can be ensured with minimal loss of function (notlaufbetrie).

The limit value, which is preferably set back into the release position when this value is reached, is preferably defined such that, when this value is reached, it is no longer necessary to start with the danger of producing an unloaded roar. The limit value can in particular define a time course (Zeitablauf) such that the trim controller is moved into the release position again after the transition from the pull operation into the (further sustained) push operation and the time defined after the adjustment of the trim controller provided according to the invention from the release position into the cover position, since it is possible to start with a sufficient equalization of the gas pressures on the high-pressure side and the low-pressure side of the compressor. The limit value can also be defined in an advantageous manner as the gas pressure in the fresh gas line (as absolute pressure or relative pressure or differential pressure), so that an adjustment of the trim regulator (again) into the release position is carried out if the gas pressures on the high-pressure side and the low-pressure side of the compressor reach a sufficient equilibrium.

The compressor of the internal combustion engine according to the invention can in particular be part of an exhaust gas turbocharger which furthermore comprises an exhaust gas turbine integrated into the exhaust system (Abgasstrang), wherein the preferably provided exhaust gas recirculation line can then in particular leave the exhaust system downstream of the exhaust gas turbine. The compressor is then driven by means of the exhaust gas turbine using the exhaust gas enthalpy. Alternatively or additionally, the compressor can also be designed in another way, for example, as a combustion engine, that is to say mechanically or driveably by means of an electric motor.

The internal combustion engine according to the invention can in particular be part of a motor vehicle (according to the invention). In this case, the combustion engine of the internal combustion engine can be provided in particular for directly or indirectly providing the motor vehicle with driving power.

Such a vehicle may in particular be a vehicle (preferably a passenger car or a truck) based on wheels and not combined with rails.

The indefinite articles "a" and "an" should be understood as such and not as a word, especially in the claims and in the specification where the claims are generally set forth. Accordingly, the components embodied herein should therefore be understood such that they may be present at least singly and multiply.

Drawings

The invention will be explained in further detail below on the basis of embodiments and design examples shown in the drawings. In the figures, in each case one simplified illustration shows:

FIG. 1 shows an internal combustion engine according to the present invention;

fig. 2 shows a longitudinal section through a compressor for the internal combustion engine according to fig. 1, with the trimming adjuster associated therewith in a position which covers as little as possible the entry cross section of the running wheel of the compressor;

FIG. 3 shows the compressor according to FIG. 2, with the trim adjuster in a position covering the entry cross section of the compressor impeller as widely as possible; and

fig. 4 shows, in a total of four graphs, the course of the change in the different characteristic values during a section of the operation of the internal combustion engine according to the invention comprising a transition from traction operation to thrust operation.

List of reference numerals

10 internal combustion engine

12 cylinder

14 control device

16 ejector

18 suction nozzle (Ansaugmuendung)

20 air filter

22 compressor

24 charge air cooler

26 exhaust gas turbine

28 axle

30 compressor running wheel

32 device for variable turbine flow

34 throttle valve

36 exhaust gas recirculation line

38 exhaust gas after-treatment device

40 regulating valve

42 exhaust gas cooler

44 trim adjuster

46 connecting channel

48 variable diaphragm

50 compressor shell

52 flow chamber

54 entry plane of compressor impeller

56 into the channel

58 compressor inlet

60 working wheel blade

62 diffuser cavity

64 recess of housing

S_DThrottle valve open position

p₂Pressure in the charge air section

p_UAmbient air pressure

S_TPosition of trim actuator

S_T1Release position of trim actuator

S_T2Covering position of dressing regulator

L_PSound pressure level

And (t) time.

Detailed Description

Fig. 1 shows a schematic representation of an internal combustion engine according to the invention with a combustion engine 10 designed as a gasoline engine, which is designed with a plurality of cylinders 12. The cylinder 12, together with a piston and a cylinder head (not shown) guided back and forth therein, delimits a combustion chamber in which fresh gas is co-combusted with fuel. The fuel is injected directly into the combustion chamber in a controlled manner by a control device 14 (engine control unit) by means of an injector 16. The combustion of the fuel-fresh gas mixture quantity causes a cyclic reciprocating movement of the piston, which in turn is transmitted in a known manner via a connecting rod, not shown, to a crankshaft, also not shown, thereby rotationally driving the crankshaft.

Fresh gas is supplied to the combustion engine 10 via a fresh gas line and is drawn off from the surroundings via a suction nozzle 18, cleaned in an air filter 20 and then conducted into a compressor 22 (which is part of an exhaust gas turbocharger). Fresh gas is compressed by means of a compressor 22, then cooled in a charge air cooler 24 and then fed to the combustion chamber. The compressor 22 is driven by means of an exhaust gas turbine 26 of an exhaust gas turbocharger, which is integrated into the exhaust system of the internal combustion engine. The exhaust gases produced during the combustion of the fuel/fresh gas mixture quantity in the combustion chambers of the combustion engine 10 are conducted out of the combustion engine 10 via the exhaust system and flow through an exhaust gas turbine 26 there. This results in a rotary drive of a turbine wheel (not shown) which is connected in a rotationally fixed manner via a shaft 28 to a compressor wheel 30 (see fig. 2 and 3) of the compressor 22. The rotational drive of the turbine rotor is thus transmitted to the compressor rotor 30.

In order to achieve the best possible use of the enthalpy of the exhaust gas for generating compression power when the combustion engine 10 is operated at varying loads and speeds by means of the exhaust gas turbocharger, the exhaust gas turbine 26 of the exhaust gas turbocharger may optionally have a device (VTG)32 for variable turbine flow, which can be actuated by means of the control device 14. In a known manner, it may comprise a plurality of guide vanes (not shown) which are arranged in the inlet channel of the exhaust gas turbine 26 and are designed to be individually rotatable, wherein they are jointly adjustable by means of an adjusting device (not shown). Depending on the rotational position of the guide vanes, they narrow the free flow cross section in the inlet channel of the exhaust gas turbine 26 to a greater or lesser extent and, in addition, influence the section of the primary flow of the turbine rotor and the orientation of this flow.

A throttle flap 34, which can likewise be actuated by means of the control device 14, is integrated downstream of the compressor 22 into the charge air section, i.e. into a section of the fresh gas line which is located between the compressor 22 and the combustion engine 10.

The internal combustion engine can comprise an exhaust gas recirculation line 36 for achieving (low-pressure-) exhaust gas recirculation, in which exhaust gases branch off from a section of the exhaust system downstream of the exhaust gas turbine 26 and in particular also downstream of an exhaust gas aftertreatment device 38 (for example a particle filter) and can be conducted into a section of the fresh gas line upstream of the compressor impeller 30. The amount of exhaust gas to be recirculated via the exhaust gas recirculation line 36 can be controlled or regulated by means of a regulating valve 40, which can be actuated by means of the control device 14. In addition, an exhaust gas cooler 42 for cooling the exhaust gas guided therethrough may be integrated into the exhaust gas recirculation line 36.

Associated with the compressor 22 is a trim controller 44, by means of which the inflow of fresh gas into the compressor wheel 30 can be influenced. In this case, the trim controller 44 or an actuator (not shown) associated therewith can be actuated by means of the control device 14. The exhaust gas recirculation line 36 can open upstream into the fresh gas line, for example on the side of the trim controller 44 facing away from the compressor impeller 30. Downstream or in the region of the dressing regulator 44 (and on the compressor wheel 30) access is likewise possible.

Fig. 2 and 3 each show a possible design for a compressor 22 according to the invention in longitudinal section. The compressor 22 can be provided, for example, for an internal combustion engine according to fig. 1, wherein the trim regulator 44 and the connecting channel 46 for the exhaust gas recirculation line 36 are then integral components of the compressor 22. This is indicated in fig. 1 by a dashed box.

The compressor 22 according to fig. 2 and 3 comprises a housing 50, which may be a partial housing of the overall housing of the exhaust gas turbocharger. The housing 50 of the compressor 22 forms a flow chamber 52 in which the compressor impeller 30 is rotatably supported. On the inlet side, the flow chamber 52 has an inlet cross section in an inlet plane. Fresh gas can be conducted from a compressor inlet 58 to the compressor wheel 30 via an inlet channel 56, which is likewise formed by the housing 50 of the compressor 22. On the discharge side, the flow space 52 is delimited by a "discharge plane" which surrounds the discharge edges of the rotor blades 60 of the compressor rotor 30. There is a diffuser chamber 62 which likewise surrounds the discharge edge of the rotor blades 60 and, next to this (which is not shown in fig. 2 and 3), a compressor screw (veridichtervolume) is connected. A compressor outlet (also not shown) exits from the compressor screw.

The trim actuator 44 is arranged in the inlet channel 56 at the shortest possible distance from the inlet cross section of the compressor impeller 30. The trim actuator 44 comprises a variable diaphragm 48 with a construction which is in principle also known from camera lenses. In the covering position according to fig. 3, the trim controller 44 prevents the compressor wheel 30 from being flowed in by fresh gas flowing in the direction of the compressor wheel 30 as widely as possible in the peripheral annular region of the inlet cross section. The trim adjuster 44 thus concentrates this fresh gas flow onto the section of the compressor impeller 30 close to the hub. In the release position according to fig. 2, fresh gas can instead flow into the compressor wheel 30 via the entire inlet cross section. The shielding element forming the variable diaphragm 48 (which is pivotably mounted about an axis in the housing 50 for opening and closing the variable diaphragm 48) is arranged completely in an annular recess 64 of the housing 50 in the release position.

According to the invention, it is provided that in the operation of the internal combustion engine according to fig. 1, when changing from traction operation of the combustion engine 10 (in which the trim adjuster 44 is located, for example, in the release position according to fig. 2) to thrust operation, the trim adjuster 44 is always adjusted into the covering position according to fig. 3 in order to prevent the discharge roar or at least to keep it small. Fig. 4 illustrates this way on the basis of four graphs which show, by way of example, a time-synchronized course of the different characteristic values during a section of the operation of the internal combustion engine which includes the transition from traction operation to propulsion operation.

The uppermost diagram in fig. 4 shows the percentage open position S of the throttle flap 34_DWherein the wider the throttle flap 34 is opened, the higher the opening position in percentage. The throttle flap 34 is accordingly at least partially open during the towing operation of the combustion engine 10, while it is completely closed for the pushing operation of the combustion engine 10 (open position: 0%). The curve in the uppermost graph of fig. 4 therefore shows the transition from traction operation to thrust operation of the combustion engine 10, wherein this transition (which is characterized by a complete removal of the load on which the combustion engine 10 is operated) is identified by a vertically extending dashed line. From this transition, the throttle flap 34 is adjusted as quickly as possible into the completely closed position.

Completely removing the load for the operation of the combustion engine 10, which characterizes the transition from traction operation to thrust operation, results in a driving power of the exhaust gas turbine 26 and thus of the compressorThe compression power of 22 drops relatively quickly. Relatively high pressure p caused by relatively high compression power in traction operation before in the charge air section of the fresh gas line₂The correspondingly rapid reduction in this case is not possible because the possibility of compressed fresh gas flowing out into the combustion engine 10 is not possible due to the closed throttle flap 34. Due to the backflow of the compressed fresh gas, a reduction of the pressure difference between the high-pressure side and the low-pressure side of the compressor is thus achieved via the compressor impeller 30 which rotates only at a relatively low rotational speed. The upper of the two middle diagrams in fig. 4 shows this relatively slow pressure loss in the charge air section after the transition from traction operation to thrust operation (until the ambient air pressure p is almost reached)_U)。

The backflow of compressed fresh gas from the high-pressure side to the low-pressure side of the compressor 22, which leads to this pressure loss in the charge air section, can lead to an unloading roar, since pressure oscillations can be superimposed on the average charge pressure shown in the upper one of the intermediate diagrams in fig. 4 and these pressure oscillations can lead to an excitation of vibrations of components of the fresh gas line upstream of the compressor impeller.

The lowest diagram in fig. 4 depends on the sound pressure level L_PThe course of the change (in decibels) shows this effect, with the sound pressure level being measured near the compressor inlet 58 at a location outside the fresh gas line. On the one hand, the sound pressure level L is shown in dashed lines_PIf, in the case of the transition from the pull operation to the push operation according to fig. 4, the dressing regulator 44 (which is set in the release position according to fig. 2 (which is covered as little as possible)) is held in this release position during the pull operation, this change occurs. In contrast to the manner according to the invention (see the course of the change in solid line in the lowermost diagram of fig. 4), in the manner according to the invention the lower of the two diagrams in the middle according to fig. 4 will be located before in the release position S_T1The trimming actuator 44 in (b) is adjusted in time synchronism with the transition from the pull operation to the push operation into the covering position S according to fig. 3 (covering as wide as possible)_T2In the transition from traction operation to push operationA significantly higher sound pressure level is shown shortly after the dynamic operation.