# US 11,111,842 B2 · Method for charge pressure control of an internal combustion engine > Agents: this data is available as JSON from the patentgrep API and MCP server — see https://patentgrep.com/llms.txt - Number: US 11,111,842 B2 - Document ID: US11111842B2 - Status: Granted - Kind: B2 - Application number: 16/586,518 - Filed: 2019-09-27 - Published: 2020-04-09 - Granted: 2021-09-07 - Earliest claimed: 2018-10-08 - Assignees: Volkswagen Aktiengesellschaft - Applicants: Volkswagen Aktiengesellschaft - Inventors: Andre Shurkewitsch; Elmar Millich; Lars Petersen; Robert Wetten - Web page: https://patentgrep.com/patent/US11111842B2 ## CPC - F02B 37/18: by bypassing exhaust {from the inlet to the outlet of turbine or to the atmosphere} - F02B 37/22: by varying cross-section of exhaust passages or air passages {, e.g. by throttling turbine inlets or outlets or by varying effective number of guide conduits} (F02B37/24 takes precedence) - F02B 37/183: {Arrangements of bypass valves or actuators therefor} - F02B 37/24: by using pumps or turbines with adjustable guide vanes - F02D 13/0261: {Controlling the valve overlap} - F02D 41/0007: {for control of turbo-charged or super-charged engines (control of the pumps per se F02B37/12)} - F02D 41/1445: {the characteristics being related to the exhaust flow} - F02D 41/1446: {the characteristics being exhaust temperatures} - F02D 41/1448: {the characteristics being an exhaust gas pressure} - F02D 41/1486: {with correction for particular operating conditions} - F02D 13/0269: {Controlling the valves to perform a Miller-Atkinson cycle} - F02D 41/1406: {with use of a optimisation method, e.g. iteration} - F02D 2041/1433: {using a model or simulation of the system} - F02D 2200/0406: Intake manifold pressure - F02D 2200/10: Parameters related to the engine output, e.g. engine torque or engine speed - F02D 2200/101: Engine speed - Y02T 10/12: Improving ICE efficiencies - F02B: INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL (gas-turbine plants F02C; hot-gas or combustion-product positive-displacement engine plants F02G) - F02D: CONTROLLING COMBUSTION ENGINES (vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed B60K31/00; conjoint control of vehicle sub-units of different type or different function, road vehicle drive control systems for purposes other than the control of a single sub-unit B60W) - Y02T: CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION ## Abstract A method for charge pressure control of an internal combustion engine that is an integral part of a drive train, wherein the drive train comprises at least the internal combustion engine, an intake line, an exhaust gas line, and an exhaust gas turbocharger. The internal combustion engine has at least one intake valve that fluidically connects the intake line to a combustion chamber of the internal combustion engine, and at least one exhaust valve that fluidically connects the combustion chamber to a first section of the exhaust gas line. The exhaust gas line has a first section between the combustion chamber and the exhaust gas turbocharger, and a second section downstream from the exhaust gas turbocharger. The exhaust gas turbocharger and/or a bypass that bypasses the exhaust gas turbocharger are/is adjustable. In the method, an opening point in time of the at least one intake valve and a closing point in time of the at least one exhaust valve are taken into account. ## Claims ### Claim 1 A method for charge pressure control of an internal combustion engine that is an integral part of a drive train, wherein the drive train comprises at least the internal combustion engine, an intake line, an exhaust gas line and an exhaust gas turbocharger; wherein the internal combustion engine has at least one intake valve that fluidically connects the intake line to a combustion chamber of the internal combustion engine, and has at least one exhaust valve that fluidically connects the combustion chamber to a first section of the exhaust gas line; wherein the first section is located between the combustion chamber and the exhaust gas turbocharger, and the exhaust gas line has a second section downstream from the exhaust gas turbocharger; wherein an overall cross-sectional area between the first section and the second section through which an exhaust gas may flow is adjustable via an adjustable bypass and/or the exhaust gas turbocharger, wherein: the adjustable bypass has a first position having a smallest flow cross section for the exhaust gas and a second position having a largest flow cross section for the exhaust gas, and/or the exhaust gas turbocharger is an adjustable exhaust gas turbocharger having a first position having a smallest flow cross section for the exhaust gas and a second position having a largest flow cross section for the exhaust gas; the method comprising: a) detecting a load requirement for the drive train; and b) iteratively determining a position of the exhaust gas turbocharger and/or of the bypass for providing turbine power of the exhaust gas turbocharger, taking into account an opening point in time of the at least one intake valve and a closing point in time of the at least one exhaust valve, wherein step b) further comprises determining a profile of the turbine power, at least as a function of a first pressure in the first section, and, based on the determined profile of the turbine power, iteratively determining a specific first pressure for which the turbine power is at a maximum. ### Claim 2 (depends on 1) The method according to claim 1, wherein during operation of the internal combustion engine, a time overlap of the opening point in time and of the closing point in time occurs, so that the first section is fluidically connected, at least temporarily, to the intake line via the combustion chamber. ### Claim 3 (depends on 1) The method according to claim 1, wherein at least one of the following parameters is additionally taken into account in step b): a cylinder air mass, a speed of the internal combustion engine, an air mass flow, an exhaust gas mass flow, a first pressure in the first section, a second pressure in the second section, a third pressure in the intake line, and a temperature of the exhaust gas. ### Claim 4 (depends on 1) The method according to claim 1, wherein, starting from the first position, the profile of the turbine power is iteratively determined in a stepwise manner toward the second position. ### Claim 5 (depends on 1) The method according to claim 1, wherein an increment of the iteration of step B is selected as a function of an available computing power of a control unit. ### Claim 6 (depends on 5) The method according to claim 5, wherein the increment is varied during the method. ### Claim 7 (depends on 1) The method according to claim 1, wherein the method is carried out only when a sudden change in load is present. ### Claim 8 A motor vehicle comprising: a drive train that comprises at least an internal combustion engine, an intake line, an exhaust gas line and an exhaust gas turbocharger, wherein: the internal combustion engine has at least one intake valve that fluidically connects the intake line to at least one combustion chamber of the internal combustion engine and has at least one exhaust valve that fluidically connects the combustion chamber to a first section of the exhaust gas line, the first section is located between the combustion chamber and the exhaust gas turbocharger, and the exhaust gas line has a second section downstream from the exhaust gas turbocharger, an adjustable bypass of the exhaust gas turbocharger, wherein an overall cross-sectional area between the first section and the second section through which an exhaust gas may flow is adjustable via the adjustable bypass and/or the exhaust gas turbocharger, wherein: the adjustable bypass has a first position having a smallest flow cross section for the exhaust gas and a second position having a largest flow cross section for the exhaust gas, and/or the exhaust gas turbocharger is an adjustable exhaust gas turbocharger having a first position having a smallest flow cross section for the exhaust gas and a second position having a largest flow cross section for the exhaust gas, and at least one control unit configured to perform the following steps: a) detecting a load requirement for the drive train; and b) iteratively determining a position of the exhaust gas turbocharger and/or of the bypass for providing turbine power of the exhaust gas turbocharger, wherein the at least one control unit is configured to take into account an opening point in time of the at least one intake valve and a closing point in time of the at least one exhaust valve, wherein step b) further comprises determining a profile of the turbine power, at least as a function of a first pressure in the first section, and, based on the determined profile of the turbine power, iteratively determining a specific first pressure for which the turbine power is at a maximum. ### Claim 9 A method for charge pressure control of an internal combustion engine that is an integral part of a drive train, wherein the drive train comprises at least the internal combustion engine, an intake line, an exhaust gas line and an exhaust gas turbocharger; wherein the internal combustion engine has at least one intake valve that fluidically connects the intake line to a combustion chamber of the internal combustion engine, and has at least one exhaust valve that fluidically connects the combustion chamber to a first section of the exhaust gas line; wherein the first section is located between the combustion chamber and the exhaust gas turbocharger, and the exhaust gas line has a second section downstream from the exhaust gas turbocharger; wherein an overall cross-sectional area between the first section and the second section through which an exhaust gas may flow is adjustable via an adjustable bypass and/or the exhaust gas turbocharger, wherein: the adjustable bypass has a first position having a smallest flow cross section for the exhaust gas and a second position having a largest flow cross section for the exhaust gas, and/or the exhaust gas turbocharger is an adjustable exhaust gas turbocharger having a first position having a smallest flow cross section for the exhaust gas and a second position having a largest flow cross section for the exhaust gas; the method comprising: a) detecting a load requirement for the drive train; and b) determining a position of the exhaust gas turbocharger and/or of the bypass for providing maximum turbine power of the exhaust gas turbocharger based on: a plurality of first pressure values measured over a first period of time in the first section, and opening times of the at least one intake valve and closing times of the at least one exhaust valve during the first period. ### Claim 10 (depends on 9) The method according to claim 9, wherein during operation of the internal combustion engine, a time overlap of the opening times and of the closing times occurs, so that the first section is fluidically connected, at least temporarily, to the intake line via the combustion chamber. ### Claim 11 (depends on 9) The method according to claim 9, wherein at least one of the following parameters is additionally taken into account in step b): a cylinder air mass, a speed of the internal combustion engine, an air mass flow, an exhaust gas mass flow, a first pressure in the first section, a second pressure in the second section, a third pressure in the intake line, and a temperature of the exhaust gas. ### Claim 12 (depends on 9) The method according to claim 9, wherein, starting from the first position, a profile of the turbine power is iteratively determined in a stepwise manner toward the second position. ### Claim 13 (depends on 9) The method according to claim 9, wherein an increment of the iteration is selected as a function of an available computing power of a control unit. ### Claim 14 (depends on 13) The method according to claim 13, wherein the increment is varied during the method. ### Claim 15 (depends on 9) The method according to claim 9, wherein the method is carried out only when a sudden change in load is present.