# US 7,461,508 B2 · Method and device for regulating the charge pressure 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 7,461,508 B2 - Document ID: US7461508B2 - Status: Granted - Kind: B2 - Application number: 11/281,690 - Filed: 2005-11-16 - Published: 2006-06-15 - Granted: 2008-12-09 - Earliest claimed: 2004-11-25 - Assignees: Robert Bosch GmbH - Inventors: Ulrich Rosin; Thomas Bleile; Michael Scheidt - Web page: https://patentgrep.com/patent/US7461508B2 ## CPC - F02D 41/0007: {for control of turbo-charged or super-charged engines (control of the pumps per se F02B37/12)} - F02D 41/1448: {the characteristics being an exhaust gas pressure} - F02B 37/004: {with exhaust drives arranged in series} - F02B 37/013: with exhaust-driven pumps arranged in series - F02B 37/16: by bypassing charging air - F02B 37/18: by bypassing exhaust {from the inlet to the outlet of turbine or to the atmosphere} - F02D 2041/1419: {the control loops being cascaded, i.e. being placed in series or nested} - F02D 2200/0406: Intake manifold pressure - Y02T 10/12: Improving ICE efficiencies - 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) - F02B: INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL (gas-turbine plants F02C; hot-gas or combustion-product positive-displacement engine plants F02G) - Y02T: CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION ## Abstract A method and a device are provided for regulating the charge pressure of an internal combustion engine having at least two exhaust gas turbochargers that set a target charge pressure rapidly and without overshooting. A first actuating element is provided with which the charge pressure of a first exhaust gas turbocharger is set, and a second actuating element is provided with which the charge pressure of a second exhaust gas turbocharger is set. Dependent on the exhaust gas back pressure prevailing in the exhaust gas channel at the output of the internal combustion engine, a first controlled variable is determined for the first actuating element, and a second controlled variable is determined for the second actuating element. ## Claims ### Claim 1 A method for regulating a charge pressure of an internal combustion engine having at least two exhaust-gas turbochargers, comprising: providing a first actuating element for setting a charge pressure of a first exhaust-gas turbocharger; providing a second actuating element for setting a charge pressure of a second exhaust gas turbocharger; and determining, dependent on an exhaust-gas back pressure prevailing in an exhaust-gas channel at an output of the internal combustion engine, a first controlled variable for the first actuating element and a second controlled variable for the second actuating element, wherein the first controlled variable and the second controlled variable are determined as a function of one and the same exhaust-gas back pressure prevailing in the exhaust-gas channel at the output of the internal combustion engine. ### Claim 2 (depends on 1) The method as recited in claim 1, further comprising: determining by a first regulator a target exhaust-gas back pressure from a deviation between a target charge pressure and an actual charge pressure; and deriving by a second regulator the first and second controlled variables for the first and second actuating elements, based on a deviation between the target exhaust-gas back pressure and one of a measured and estimated actual exhaust-gas back pressure. ### Claim 3 (depends on 2) The method as recited in claim 2, wherein the target exhaust-gas back pressure is limited to a predetermined range. ### Claim 4 (depends on 2) The method as recited in claim 2, wherein the first controlled variable influences one of: a) a variable geometry of a turbine of the first exhaust-gas turbocharger; b) an opening cross-section of a first bypass around the turbine of the first exhaust-gas turbocharger; and c) an opening cross-section of a second bypass around a compressor of the first exhaust-gas turbocharger. ### Claim 5 (depends on 4) The method as recited in claim 4, wherein the second controlled variable influences one of: a) a variable geometry of a turbine of the second exhaust-gas turbocharger; b) an opening cross-section of a third bypass around the turbine of the second exhaust-gas turbocharger; and c) an opening cross-section of a fourth bypass around a compressor of the second exhaust-gas turbocharger. ### Claim 6 (depends on 2) The method as recited in claim 2, wherein the second controlled variable influences one of: a) a variable geometry of a turbine of the second exhaust-gas turbocharger; b) an opening cross-section of a third bypass around the turbine of the second exhaust-gas turbocharger; and c) an opening cross-section of a fourth bypass around a compressor of the second exhaust-gas turbocharger. ### Claim 7 (depends on 1) The method as recited in claim 1, wherein the target exhaust-gas back pressure is limited to a predetermined range. ### Claim 8 (depends on 7) The method as recited in claim 7, wherein the first controlled variable influences one of: a) a variable geometry of a turbine of the first exhaust-gas turbocharger; b) an opening cross-section of a first bypass around the turbine of the first exhaust-gas turbocharger; and c) an opening cross-section of a second bypass around a compressor of the first exhaust-gas turbocharger. ### Claim 9 (depends on 8) The method as recited in claim 8, wherein the second controlled variable influences one of: a) a variable geometry of a turbine of the second exhaust-gas turbocharger; b) an opening cross-section of a third bypass around the turbine of the second exhaust-gas turbocharger; and c) an opening cross-section of a fourth bypass around a compressor of the second exhaust-gas turbocharger. ### Claim 10 (depends on 7) The method as recited in claim 7, wherein the second controlled variable influences one of: a) a variable geometry of a turbine of the second exhaust-gas turbocharger; b) an opening cross-section of a third bypass around the turbine of the second exhaust-gas turbocharger; and c) an opening cross-section of a fourth bypass around a compressor of the second exhaust-gas turbocharger. ### Claim 11 (depends on 1) The method as recited in claim 1, wherein the first controlled variable influences one of: a) a variable geometry of a turbine of the first exhaust-gas turbocharger; b) an opening cross-section of a first bypass around the turbine of the first exhaust-gas turbocharger; and c) an opening cross-section of a second bypass around a compressor of the first exhaust-gas turbocharger. ### Claim 12 (depends on 11) The method as recited in claim 11, wherein the second controlled variable influences one of: a) a variable geometry of a turbine of the second exhaust-gas turbocharger; b) an opening cross-section of a third bypass around the turbine of the second exhaust-gas turbocharger; and c) an opening cross-section of a fourth bypass around a compressor of the second exhaust-gas turbocharger. ### Claim 13 (depends on 1) The method as recited in claim 1, wherein the second controlled variable influences one of: a) a variable geometry of a turbine of the second exhaust-gas turbocharger; b) an opening cross-section of a third bypass around the turbine of the second exhaust-gas turbocharger; and c) an opening cross-section of a fourth bypass around a compressor of the second exhaust-gas turbocharger. ### Claim 14 A device for regulating a charge pressure of an internal combustion engine having at least two exhaust-gas turbochargers, comprising: a first actuating element for setting a charge pressure of a first exhaust-gas turbocharger; a second actuating element for setting a charge pressure of a second exhaust gas turbocharger; and a control arrangement for determining, dependent on an exhaust-gas back pressure prevailing in an exhaust-gas channel at an output of the internal combustion engine, a first controlled variable for the first actuating element and a second controlled variable for the second actuating element, wherein the first controlled variable and the second controlled variable are determined as a function of one and the same exhaust-gas back pressure prevailing in the exhaust-gas channel at the output of the internal combustion engine. ### Claim 15 (depends on 14) The device as recited in claim 14, wherein the control arrangement includes: a first regulator for determining a target exhaust-gas back pressure from a deviation between a target charge pressure and an actual charge pressure; and a second regulator for deriving the first and second controlled variables for the first and second actuating elements, based on a deviation between the target exhaust-gas back pressure and one of a measured and estimated actual exhaust-gas back pressure.