Control device for an internal combustion engine, internal combustion engine arrangement with an internal combustion engine and such a control device, method for operating an internal combustion engine, and method for determining a component characteristic map

Abstract

Control device (5) for an internal combustion engine (3), comprising a flow path module (39) configured to receive a preset value (41) for a flow path parameter of a flow path (7) of the internal combustion engine (3), and to determine a control preset (44) for an actuator (40) of the flow path (7) as a function of the preset value (41) using at least one component map (46, 48) of at least one component (42) of the flow path (7) and on the basis of a physical model of the flow path (7) comprising the at least one component (42), characterized in that the flow path module (39) is further configured to receive at least one measured value measured at the flow path (7) during operation of the internal combustion engine (3) and to adapt the at least one component map (46, 48) as a function of the at least one measured value.

Description

The invention relates to a control device for an internal combustion engine, an internal combustion engine arrangement having an internal combustion engine and a control device of this type, a method for operating an internal combustion engine, and a method for ascertaining a component characteristic diagram.To control an internal combustion engine, characteristic maps measured on the full engine can be used, which have to be determined in a plurality of tests on a test stand. This is complicated and expensive and has to be carried out anew individually for each new type of internal combustion engine or--if the control is to be very precise--even for each individual internal combustion engine. If the operation of the internal combustion engine is to be controlled, a nonlinear system requires either linearization or the storage of operating point-dependent control parameters. Also, the shading of these control parameters is very complicated and must be carried out anew for each new type of internal combustion engine; the shading thus requires immense effort and also test stand time. Also, a treatment necessary for linearization is complicated. Alternatively, the internal combustion engine can also be controlled or regulated purely on a model basis, for example on the basis of Gaussian process models. While this procedure involves less effort with regard to the data, it imposes considerable requirements on the computing power and the data-technology storage space of a control unit provided for the operation of the internal combustion engine.US 2016 / 0 131 089 A1 discloses a method for controlling a variable turbocharger geometry of a turbocharger engine. In this case, a desired turbocharger blade position is determined as a function of an engine model and a turbocharger characteristic diagram.A further method for calculating an operating state of a turbocharger engine is disclosed in U.S. Pat. No. 7,748,217 B2.The object of the invention is therefore to provide a control device for an internal combustion engine, an internal combustion engine arrangement having an internal combustion engine and a control device of this type, a method for operating an internal combustion engine, and a method for ascertaining a component characteristic map, wherein the disadvantages mentioned are at least reduced, preferably do not occur.The object is achieved by providing the present technical teaching, in particular the teaching of the independent claims and of the preferred embodiments disclosed in the dependent claims and the description.The object is achieved in particular by providing a control device for an internal combustion engine, which control device has a flow path module which is configured to receive a predefined value for a flow path parameter of a flow path of the internal combustion engine. The control device is also configured to determine a control specification for an actuator of the flow path as a function of the specification value using at least one component characteristic map of at least one component of the flow path. By determining the control specification for the actuator using the at least one component characteristic map, extensive data can advantageously be dispensed with. In particular, no complicated measurement of a full motor is required on the test stand, but data which have been determined for the corresponding component of the flow path-in particular in the component test or on the component test stand-can be used in a simple and cost-effective manner. At the same time, the procedure proposed here does not require a particularly high computing power, in particular in comparison with a purely model-based control or regulation based on Gaussian process models or hyperspace regulation. An adaptation of the control device to a new type of internal combustion engine is advantageously simple: it is only necessary to determine the configuration of the flow path and the components present therein, it then being possible to resort to the component characteristic maps assigned to the components, advantageously without the need for new measurements. In particular, the configuration of the control device can be compiled, as it were, for each new internal combustion engine on the basis of the components used from the known and, in particular, one-time measured component characteristic maps.In the context of the present technical teaching, a flow path is understood to mean, in particular, a region of the internal combustion engine through which at least one gas flow passes, wherein the flow path simultaneously has at least one component influencing the gas flow and at least one actuator, preferably a plurality of actuators, for influencing the gas flow.In the context of the present technical teaching, a component of the flow path is understood to mean, in particular, an element of the flow path which, beyond a pure guiding or passage function, has an influence on the gas flow in the flow path or interacts with the gas flow. This can be, in particular, an active component or a passive component, wherein a passive component is understood to mean a component which interacts with the gas flow, but cannot itself be actively controlled in order to influence the gas flow, while an active component can be controlled in order to influence the gas flow in a specific manner. In particular, the at least one actuator is an active component of the flow path. In particular, the component is selected from a group consisting of: a cooler, a turbine, a compressor, and a valve or throttle device, in particular a flap.In particular, according to one configuration, the flow path is an air path for supplying combustion air into a combustion chamber of the internal combustion engine, or an exhaust gas path for discharging exhaust gas from the combustion chamber. In particular, according to one configuration, the flow path is a gas path as a combination of an air path and an exhaust gas path. In particular, the flow path has at least one air path component and / or at least one air path actuator for influencing the air flow in the air path and at least one exhaust gas path component and / or at least one exhaust gas path actuator for influencing the exhaust gas flow in the exhaust gas path. In particular, the air path and the exhaust gas path are coupled to one another via at least one exhaust gas turbocharger, wherein a turbine of the exhaust gas turbocharger is arranged in the exhaust gas path, and wherein a compressor of the exhaust gas turbocharger which is operatively connected to the turbine is arranged in the air path.The control specification can in particular be a control variable for the actuator directly. Alternatively, the control specification can also be a secondary setpoint specification for an underlying control module. The subordinate control module is in particular configured to determine a secondary control specification for controlling the at least one actuator, in particular as a direct control variable for the actuator, as a function of the secondary setpoint value specification.In the context of the present technical teaching, a module is generally understood to mean, in particular, a functional unit which can be defined or delimited in a notional or physical manner and is configured to carry out at least one specific function. This can be a separate computing device, a part of a computing device, a hardware structure, or a software structure, which is configured and provided in each case for fulfilment of the at least one specific function.In particular, the control device is configured to determine the activation specification in such a way that the flow path parameter is set, in particular controlled or regulated, to the specification value when the actuator is activated with the activation specification.The control device is configured in particular to determine the control specification for the actuator of the flow path as a function of the specification value using a plurality of component characteristic maps of a plurality of components of the flow path.In the context of the present technical teaching, a component characteristic map is understood to mean, in particular, a data structure, in particular a data field, which has a plurality of interpolation nodes for at least one first variable as a function of at least one second variable. It is possible here for the component characteristic diagram to comprise interpolation points for exactly one first variable as a function of exactly another variable and thus to be designed as a characteristic curve. The component characteristic map can, however, also be formed in a multidimensional manner. In particular, the component characteristic map is capable of interpolation. The component characteristic map is assigned in particular a computing rule for interpolation between the interpolation points.According to the invention, the flow path module is configured to determine the activation specification on the basis of a physical model of the flow path comprising the at least one component and of the at least one component characteristic diagram as a function of the specification value. In particular in this way, it is possible to determine the control specification with low computing effort and at the same time low data expenditure. The physical model of the flow path preferably comprises in particular the arrangement of the at least one component in the flow path, in particular the arrangement of a plurality of components in the flow path, and mathematical relationships which describe a flow along the flow path, in particular relationships between mass flow, temperature and / or pressure values along the flow path. The effect of the at least one component on, in particular, mass flow, temperature and / or pressure of the flow in the flow path is described by the at least one component characteristic diagram. This in turn makes it possible to keep the mathematical relationships comprised by the physical model simple, since more complex physical effects are taken into account by the at least one component characteristic map.According to a further development of the invention, it is provided that the flow path module is configured to determine the control specification by determining a plurality of flow path parameters along the flow path on the basis of the physical model and the at least one component characteristic map. Advantageously, the flow path module is thus able to describe the flow along the flow path in a simple manner and in particular requiring little computing power. In particular, the flow path module is capable of calculating the flow through the flow path.The flow path parameters are in particular each selected from a pressure and a temperature along the flow path. In particular, pressure and temperature are determined for a plurality of positions along the flow path.In particular, the flow path module is configured to determine the control specification by the plurality of flow path parameters along the flow path being determined systematically counter to a flow direction of a medium flowing through the flow path during operation of the internal combustion engine on the basis of the physical model and the at least one component characteristic diagram. Alternatively or additionally, the flow path module is configured to determine the control specification by the plurality of flow path parameters along the flow path being determined systematically with the flow direction of a medium flowing through the flow path during operation of the internal combustion engine on the basis of the physical model and the at least one component characteristic diagram. By the calculation of the flow path parameters systematically following the flow direction or being oriented counter to the flow direction, the simplest possible and at the same time accurate calculation of the flow path parameters and thus ultimately also a corresponding determination of the control specification is made possible.In particular, the flow path module is configured to determine the control specification by determining a first plurality of flow path parameters along a first section of the flow path systematically counter to the flow direction of the medium flowing through the first section of the flow path during operation of the internal combustion engine on the basis of the physical model and the at least one component characteristic map, and by simultaneously determining a second plurality of flow path parameters along a second section of the flow path systematically with the flow direction of the medium flowing through the second section of the flow path during operation of the internal combustion engine on the basis of the physical model and the at least one component characteristic map. In particular, this allows a simultaneously simple and accurate calculation of the flow path parameters and thus simultaneously determination of the control specification.In particular, the flow path module is configured to determine the control specification by determining a first plurality of flow path parameters along a first section of an air path from a combustion chamber inlet valve-in particular via a high-pressure charge air cooler and a throttle valve-up to a high-pressure compressor systematically counter to the flow direction of the charge air in the air path on the basis of the physical model and the at least one component characteristic map, and by simultaneously determining a second plurality of flow path parameters along a second section of the air path from a low-pressure compressor-in particular via a low-pressure charge air cooler-up to the high-pressure compressor systematically with the flow direction of the charge air on the basis of the physical model and the at least one component characteristic map.In one embodiment, the flow path module is configured to determine the control specification by additionally determining a third plurality of flow path parameters along an exhaust gas path from a low-pressure turbine to upstream of a high-pressure turbine, in particular upstream of a merging of a bypass path bypassing the high-pressure turbine into a main exhaust gas path, systematically counter to a flow direction of the exhaust gas in the exhaust gas path on the basis of the physical model and the at least one component characteristic map.According to a further development of the invention, it is provided that the flow path module is configured to receive as the predefined value a charge pressure value for a gas path as the flow path.Alternatively or additionally, the flow path module is configured to determine a flap position, in particular a setpoint flap position, for a flow flap in the flow path as the control specification. In particular, the flow path module is configured to determine, as the control specification, a flap position, in particular a setpoint flap position, for a bypass path flap in the bypass path bypassing the high-pressure turbine of the exhaust gas turbocharger. The bypass path is also referred to as a bypass; the bypass path flap is also referred to as a bypass flap.According to a further development of the invention, it is provided that the at least one component characteristic map is selected from a group consisting of: a low-pressure compressor characteristic map, a high-pressure compressor characteristic map, a low-pressure turbine characteristic map, a high-pressure turbine characteristic map, an intercooler characteristic map, in particular a high-pressure intercooler characteristic map and / or a low-pressure intercooler characteristic map, a throttle flap characteristic map, and a bypass flap characteristic map.In particular, the control device is configured to use, as the at least one component characteristic map, a first compressor characteristic map, in particular a first high-pressure compressor characteristic map or a first low-pressure compressor characteristic map, wherein the first compressor characteristic map comprises values assigned to one another for a mass flow via the compressor, a rotational speed of the compressor, and a pressure ratio via the compressor.Alternatively or additionally, the control device is configured to use, as the at least one component characteristic map, a second compressor characteristic map, in particular a second high-pressure compressor characteristic map or a second low-pressure compressor characteristic map, wherein the second compressor characteristic map comprises values assigned to one another for an efficiency of the compressor, the mass flow via the compressor and the rotational speed of the compressor.Alternatively or additionally, the control device is configured to use, as the at least one component characteristic map, a first turbine characteristic map, in particular a first high-pressure turbine characteristic map or a first low-pressure turbine characteristic map, wherein the first turbine characteristic map comprises values associated with one another for a mass flow via the turbine, a rotational speed of the turbine, and a pressure ratio via the turbine.Alternatively or additionally, the control device is configured to use, as the at least one component characteristic map, a second turbine characteristic map, in particular a second high-pressure turbine characteristic map or a second low-pressure turbine characteristic map, wherein the second turbine characteristic map comprises values associated with one another for an efficiency of the turbine, the mass flow via the turbine and the rotational speed of the turbine.In the context of the present technical teaching, a pressure ratio over a component is understood to mean, in particular, a quotient of a pressure value measured downstream of the component divided by a pressure value measured upstream of the component.A reduced mass flow is preferably used as the mass flow in the respective component characteristic diagram, that is to say in particular the mass flow multiplied by a quotient of an actual pressure divided by a predetermined standard pressure.A reduced rotational speed is preferably used as the rotational speed in the respective component characteristic diagram, that is to say in particular the rotational speed multiplied by a quotient of the actual pressure divided by the predetermined standard pressure.In one embodiment of the control device, the flow path module is configured to calculate a high-pressure compressor setpoint rotational speed on the basis of at least one component characteristic map as a function of a boost pressure value as the predefined value. Alternatively or additionally, the flow path module is configured to calculate a high-pressure compressor setpoint power on the basis of the at least one component characteristic map as the predefined value.Alternatively or additionally, the flow path module is configured to calculate the activation specification, in particular a flap position for a bypass flap of a bypass bypassing a high-pressure turbine, on the basis of at least one further component characteristic diagram as a function of at least one high-pressure compressor setpoint variable. The setpoint high-pressure compressor variable is selected in particular from the setpoint high-pressure compressor rotational speed, a rotational speed manipulated variable calculated from the setpoint high-pressure compressor rotational speed by a rotational speed regulator, and the setpoint high-pressure compressor output.In one configuration, the charge pressure value is used as a predefined value for controlling the flow path parameter. In another embodiment, the boost pressure value is predefined as the setpoint boost pressure for a boost pressure regulator, wherein a boost pressure manipulated variable calculated by the boost pressure regulator is used as the regulating manipulated variable for determining the activation predefined value.In particular, according to one configuration, the flow path module is configured to calculate an air pressure value in the air path upstream of the throttle valve and downstream of a high-pressure compressor as a function of a charge pressure value as the predefined value on the basis of a high-pressure charge air cooler characteristic map, a throttle valve characteristic map and preferably an air mass flow. The flow path module is further configured to calculate an air pressure value and an air temperature value in the air path upstream of the high-pressure compressor on the basis of an ambient pressure, an ambient temperature, a low-pressure compressor characteristic map, a low-pressure charge air cooler characteristic map, preferably a low-pressure compressor actual rotational speed, a temperature of a cooling circuit upstream of the low-pressure charge air cooler, and the air mass flow. The flow path module is further configured to calculate a desired high-pressure compressor rotational speed on the basis of the air pressure value upstream of the throttle valve and downstream of the high-pressure compressor, the air pressure value and the air temperature value upstream of the high-pressure compressor, preferably the air mass flow, a high-pressure compressor actual rotational speed and a high-pressure compressor characteristic map and / or - in particular, a desired high-pressure compressor power is communicated via an air temperature value upstream of the throttle valve and downstream of the high-pressure compressor.Alternatively or additionally, the flow path module is configured to calculate an exhaust gas pressure value and an exhaust gas temperature value upstream of the low-pressure turbine and downstream of a high-pressure turbine using an exhaust gas mass flow using a low-pressure turbine characteristic map. The flow path module is further configured to calculate a target flap position for a bypass flap in a bypass bypassing the high-pressure turbine as the control specification based on the exhaust gas temperature value and the exhaust gas pressure value upstream of the low-pressure turbine and downstream of the high-pressure turbine, a high-pressure compressor actual rotational speed, the exhaust gas mass flow, and an exhaust gas pressure value and an exhaust gas temperature value upstream of the high-pressure turbine based on a high-pressure turbine characteristic map.In particular, the flow path module is configured to determine the exhaust gas pressure value upstream of the high-pressure turbine-in particular by means of a bisection method-on the basis of the high-pressure compressor setpoint output and a measured high-pressure compressor actual output of the high-pressure compressor.According to a further development of the invention, it is provided that the flow path module is configured to use, as the at least one component characteristic map, a component characteristic map which is produced from measured values of a component assigned to the component characteristic map and is adapted to test stand data of an internal combustion engine having the component. In this way, particularly precise values for the component characteristic map, which values are suitable in particular for the internal combustion engine, can be obtained with even little demand outlay. In a preferred embodiment, the component characteristic map is adapted to the test stand data of the internal combustion engine having the component by scaling characteristic map axes.Alternatively, the flow path module is configured to use, as the at least one component map, a component map obtained from predetermined support points and test bench data of an internal combustion engine having the component associated with the component map. This also represents a simple and at the same time accurate possibility of obtaining the component characteristic map, in particular if an adaptation of the originally measured component characteristic map to the internal combustion engine is not possible or is not successful, in particular by simply scaling the characteristic map axes. Corner points of the component characteristic map are preferably defined as the predetermined interpolation points, wherein functions linking the interpolation points are additionally determined, which are then adapted to the test stand data in order to obtain the component characteristic map.According to a further development of the invention, it is provided that the flow path module has a controller which is configured to determine a control manipulated variable as a function of the predefined value, wherein the flow path module is configured to determine the activation predefined as a function of the control manipulated variable. Advantageously, the flow path parameter is adjusted to the predefined value as the setpoint value in this way.In one embodiment, the flow path module has a first controller which is configured to determine a controller manipulated variable as the control manipulated variable as a function of the predefined value used as the setpoint value for the first controller, wherein the flow path module is configured to determine the activation predefined as a function of the controller manipulated variable. In this way, the flow path parameter is adjusted directly to the predefined value as the setpoint value.In another embodiment, the flow path module is designed to generate a pilot control variable as a function of the setpoint value on the basis of the at least one component characteristic map, wherein the flow path module additionally has a second controller which is configured to generate a differential control manipulated variable as the control manipulated variable as a function of the setpoint value used as the setpoint value for the second controller, said differential control manipulated variable being calculated with the pilot control variable in order to obtain the control setpoint. In this way, in particular a differential control of the flow path parameters is realized.The first controller or the second controller is advantageously designed as a linear controller. In particular, the use of the at least one component characteristic map leads to linearization of the regulation of the flow path parameter, such that a linear regulator with simple and in particular not operating point-dependent data can be used. Non-linear and in particular operating point-dependent effects are taken into account by the at least one component characteristic diagram. In the context of the present technical teaching, a linear controller is understood to mean, in particular, a controller in which the manipulated variable generated depends linearly on the controller input, here, in particular, on a control deviation of the predefined value.In one embodiment, the controller, in particular the first controller or the second controller, is designed as a proportional controller (P controller), as a proportional-derivative controller (PD controller), as a proportional-integral controller (PI controller), or as a proportional-integral-derivative controller (PID controller).Alternatively, the flow path module is configured to control the flow path parameter as a function of the predefined value. In this case, the flow path module in particular does not have a controller for regulating the flow path parameter.According to the invention, the flow path module is furthermore configured to receive at least one measured value measured at the flow path during operation of the internal combustion engine and to adapt the at least one component characteristic diagram as a function of the at least one measured value. In this way, the component characteristic map can advantageously be adapted to the actual operation of the internal combustion engine, in particular, if necessary, to aging, contamination, wear or the like.In one embodiment of the control device, the flow path module is configured to adapt the characteristic map by changing at least one scaling factor for scaling a characteristic map axis as a function of the at least one measured value. Preferably, a local scaling factor is used for at least one characteristic map axis, i.e., in particular a scaling factor which is not predefined globally for the entire characteristic map axis but rather is dependent on the location on the characteristic map axis. In particular, a local scaling factor is used for each characteristic field axis of the component characteristic field. In this way, the component characteristic map can be advantageously adapted with high flexibility and accuracy. The change or adaptation of the at least one scaling factor is preferably carried out according to the least squares method.In particular, component characteristic maps can be adapted independently of one another at least for specific, different components of the flow path. In particular, a separate adaptation method is then carried out for each component characteristic diagram. Other components of the flow path can be adapted together or in combination with one another, in particular if too few measured values or measurement points are available for a separate adaptation. For example, a low-pressure turbine and a high-pressure turbine can be adapted in combination with one another if no measurement point for pressure, temperature and / or mass flow is available between the two turbines. The same applies analogously, for example, to a high-pressure compressor and a low-pressure compressor.In particular, two scaling factors are changed as components for a compressor and for a turbine, in particular a first scaling factor for the mass flow and a second scaling factor for the efficiency.In particular, the adaptation is carried out only in steady-state operating states of the flow path. A steady-state operating state of the flow path is understood here in particular to mean a state in which all existing exhaust gas turbochargers of the flow path have a steady state. A steady state of an exhaust gas turbocharger is to be understood to mean that the rotational speed of the exhaust gas turbocharger deviates from its average value within the predetermined time horizon by not more than a predetermined percentage over a predetermined time horizon.According to a further development of the invention, it is provided that the control device has a superordinate regulating module which is configured to determine the predefined value and to transfer it to the flow path module. Alternatively or additionally, the higher-level control module is configured to receive the activation specification from the flow path module. The higher-order control module is configured in particular to directly actuate the internal combustion engine. In particular, the higher-order control module is configured for a-in particular model-based predictive-control of the internal combustion engine. The control module calculates the predefined value, delivers it to the flow path module, and receives from the flow path module the activation predefined, which it then uses to activate the internal combustion engine.In one embodiment, the flow path module is configured to transfer at least one feedback, selected from at least one limit value and at least one limit curve, to the higher-level control module. In this way, limitations of the flow path can be advantageously taken into account in the regulation of the internal combustion engine by the higher-level regulation module.In one specific embodiment, the control device is configured to actuate the throttle flap for regulating the charge pressure if regulation of the charge pressure solely via the bypass flap is no longer possible, in particular if the charge pressure cannot be lowered further. In this case, the changeover from the bypass flap control to the throttle flap control takes place in particular when the bypass flap is fully open and a predetermined mean control deviation has prevailed over a first predetermined period of time. The changeover from the throttle valve control to the bypass valve control takes place analogously when the throttle valve is fully open and a predetermined second mean control deviation has prevailed over a predetermined second time period. The first predetermined time period and the second predetermined time period may be identical to or different from each other. Accordingly, the first mean control deviation and the second mean control deviation may be identical or different from each other.The object is also achieved by providing an internal combustion engine arrangement which has an internal combustion engine and a control device according to the invention or a control device according to one or more of the embodiments described above. In connection with the internal combustion engine arrangement, in particular those advantages result which have already been explained above in connection with the control device.In particular, the control device is operatively connected to the internal combustion engine and is configured to control, in particular to regulate, the internal combustion engine.The internal combustion engine has as the flow path in particular an air path and / or an exhaust gas path, in particular an air path and an exhaust gas path operatively connected to the air path via at least one exhaust gas turbocharger.In one embodiment, the internal combustion engine has at least one low-pressure exhaust gas turbocharger and one high-pressure exhaust gas turbocharger. In one embodiment, the internal combustion engine has two low-pressure exhaust-gas turbochargers arranged parallel to one another in terms of flow and a high-pressure exhaust-gas turbocharger, wherein in particular two partial air mass flows flowing parallel to one another through the two low-pressure compressors of the low-pressure exhaust-gas turbochargers are combined upstream of a high-pressure compressor of the high-pressure exhaust-gas turbocharger to form an air mass flow, and wherein an exhaust-gas mass flow passing through the high-pressure turbine of the high-pressure exhaust-gas turbocharger is branched downstream of the high-pressure turbine into two partial exhaust-gas mass flows passing through the low-pressure turbines of the low-pressure exhaust-gas turbochargers parallel to one another.The exhaust gas path has, in particular, a bypass path which bypasses the turbine of the exhaust gas turbocharger, in particular the high-pressure turbine of the high-pressure exhaust gas turbocharger and is also referred to as a bypass, wherein a bypass path flap which is also referred to as a bypass flap is arranged in the bypass path. By means of a flap position of the bypass path flap, a portion of the exhaust gas mass flow flowing via the bypass path and at the same time the charge pressure can be adjusted.In one embodiment, the internal combustion engine is designed as a reciprocating piston engine. In particular, the internal combustion engine is designed as a gas engine, as a diesel engine, as a spark ignition engine or as a multi-fuel engine, in particular a dual-fuel engine. In one embodiment, the internal combustion engine is designed as a four-stroke engine. In one embodiment, the internal combustion engine is designed as a medium-speed rotor.The object is also achieved by a method for operating an internal combustion engine, also referred to below as an operating method, being created, wherein a predefined value for a flow path parameter of a flow path of the internal combustion engine is predefined, and wherein a control predefined for an actuator of the flow path is determined as a function of the predefined value using at least one component characteristic map of at least one component of the flow path, in particular in order to set the flow path parameter to the predefined value. In conjunction with the operating method, in particular those advantages result which have already been explained above in conjunction with the control device or the internal combustion engine arrangement.According to the invention, in the method, the control specification is determined on the basis of a physical model of the flow path comprising the at least one component and of the at least one component characteristic diagram as a function of the specification value.In one embodiment of the method, the control specification is determined by determining a plurality of flow path parameters along the flow path-in particular systematically counter to a flow direction and / or with the flow direction of a medium flowing through the flow path during operation of the internal combustion engine-on the basis of the physical model and the at least one component characteristic diagram.In one embodiment of the method, a charge pressure value for a gas path is used as the predefined value as the flow path. Alternatively or additionally, a flap position for a flow flap in the flow path, in particular for a bypass flap in a bypass bypassing a high-pressure turbine of an exhaust gas turbocharger, is determined as the control specification.In one embodiment of the method, a characteristic map is used as the at least one component characteristic map, which is selected from a group consisting of: a low-pressure compressor characteristic map, a high-pressure compressor characteristic map, a low-pressure turbine characteristic map, a high-pressure turbine characteristic map, an intercooler characteristic map, in particular a low-pressure intercooler characteristic map and / or a high-pressure intercooler characteristic map, a throttle flap characteristic map, and a bypass flap characteristic map.In one embodiment of the method, a component characteristic map is used as the at least one component characteristic map, which component characteristic map is produced from measured values of a component assigned to the component characteristic map and is adapted to test stand data of an internal combustion engine having the component, or which component characteristic map is obtained from predetermined reference points and test stand data of an internal combustion engine having the component assigned to the component characteristic map.In one embodiment of the method, the flow path parameter is controlled to the predefined value by a controller calculating a control manipulated variable as a function of the predefined value, the control predefined being determined as a function of the control manipulated variable. In particular, in one embodiment of the method, the flow path parameter is directly controlled to the predefined value by calculating a controller manipulated variable from the predefined value by means of a controller, wherein the activation predefined is determined as a function of the controller manipulated variable. Alternatively, a differential control is implemented by calculating a pilot control variable on the basis of the at least one component characteristic map as a function of the predefined value, wherein a differential control manipulated variable is additionally calculated by a controller as a function of the predefined value, said differential control manipulated variable being calculated with the pilot control variable in order to obtain the control predefined value. Alternatively, the flow path parameter is controlled as a function of the predefined value.According to the invention, in the method the at least one component characteristic map is adapted as a function of at least one measured value measured at the flow path during operation of the internal combustion engine. In particular, the component characteristic map is adapted during operation of the internal combustion engine.In one specific embodiment of the method, the throttle valve is activated for regulating the charge pressure if regulation of the charge pressure solely via the bypass throttle is no longer possible, in particular if the charge pressure cannot be lowered further. In this case, switching takes place in particular as explained above in connection with the control device.Finally, the object is also achieved by creating a method, also referred to below as a determination method, for determining a component characteristic map for use in an operating method according to the invention or an operating method according to one or more of the embodiments described above, wherein the component characteristic map is created from measured values of a component assigned to the component characteristic map and is adapted to test stand data of an internal combustion engine having the component. Alternatively, the component characteristic map is determined from predetermined reference points and test stand data of an internal combustion engine having the component assigned to the component characteristic map. In conjunction with the determination method, in particular, those advantages result which have already been explained above in conjunction with the control device, the internal combustion engine arrangement or the operating method.Corner points of the component characteristic map are preferably defined as the predetermined interpolation points, wherein functions linking the interpolation points are additionally determined, which are then adapted to the test stand data in order to obtain the component characteristic map.The invention is explained in more detail below with reference to the drawings. The following are shown: FIG. 1 shows a schematic illustration of an exemplary embodiment of an internal combustion engine arrangement having an internal combustion engine and an exemplary embodiment of a control device; FIG. 2 shows a schematic illustration of an exemplary embodiment of the control device; FIG. 3 shows a schematic illustration of a first exemplary embodiment of a method for operating the internal combustion engine; FIG. 4 shows a schematic illustration of a second exemplary embodiment of a method for operating the internal combustion engine; FIG. 5 shows a schematic illustration of a third exemplary embodiment of a method for operating the internal combustion engine; FIG. 6 shows a schematic illustration of a first part of the method according to one of FIGS. 3, 4 or 5 ; FIG. 7 shows a schematic illustration of a second part of the method according to one of FIGS. 3, 4 or 5.FIG. 1 shows a schematic representation of an exemplary embodiment of an internal combustion engine arrangement 1 with an internal combustion engine 3 and an exemplary embodiment of a control device 5. the control device 5 is operatively connected to the internal combustion engine 3 in a manner not explicitly shown here and is configured to control, in particular to regulate, the internal combustion engine 3.The internal combustion engine 3 has a flow path 7, here in particular an air path 9, and an exhaust gas path 15 operatively connected to the air path 9 via at least one exhaust gas turbocharger 11, 13. The air path 9 is configured to supply combustion air to at least one combustion chamber 17 of the internal combustion engine 3. The exhaust gas path 15 is configured to discharge exhaust gas from the at least one combustion chamber 17. Internal combustion engine 3 preferably has a plurality of combustion chambers 17, in particular in the form of at least one cylinder bank. In particular, an exemplary embodiment of the internal combustion engine 3 has a plurality of cylinder banks, in particular a first cylinder bank and a second cylinder bank. In particular, the internal combustion engine 3 is designed as a V-motor.The internal combustion engine 3 has in the flow path 7 in particular two low-pressure exhaust gas turbochargers 11 arranged parallel to one another in terms of flow, namely a first low-pressure exhaust gas turbocharger 11.1 and a second low-pressure exhaust gas turbocharger 11.2, and a high-pressure exhaust gas turbocharger 13, wherein in particular two partial air mass flows flowing through in parallel in each case one low-pressure compressor 19 of the low-pressure exhaust gas turbochargers 11, namely a first low-pressure compressor 19.1 and a second low-pressure compressor 19.2, are combined upstream of a high-pressure compressor 21 of the high-pressure exhaust gas turbocharger 13, and wherein an exhaust gas mass flow passing through a high-pressure turbine 23 of the high-pressure exhaust gas turbocharger 13 is branched downstream of the high-pressure turbine 23 into two low-pressure turbines 25 of the low-pressure exhaust gas turbochargers 11, 11 parallel to one another, namely partial exhaust gas mass flows passing through a first low-pressure turbine 25.1 and a second low-pressure turbine 25.2.The exhaust gas path 15 has, in particular, a bypass path or bypass 27 bypassing the high-pressure turbine 23, wherein a bypass path flap or bypass flap 29 is arranged in the bypass 27. By means of a flap position of the bypass flap 29, a portion of the exhaust gas mass flow flowing via the bypass and at the same time a charge pressure in the air path 9 can be set.Downstream of the high-pressure compressor 21, a throttle valve 31 is disposed in the air path 9.Furthermore, a low-pressure charge air cooler 33, in particular a first low-pressure charge air cooler 33.1 downstream of the first low-pressure compressor 19.1, and a second low-pressure charge air cooler 33.2 downstream of the second low-pressure compressor 19.2, are arranged in the air path 9 downstream of the low-pressure compressor 19. Downstream of the high-pressure compressor 21, in particular downstream of the throttle valve 31, a high-pressure charge air cooler 35 is arranged.In the context of the technical teaching present here, a boost pressure is understood to mean, in particular, the pressure which prevails in the air path 9 downstream of the high-pressure charge air cooler 35 and upstream of the combustion chamber 17, in particular upstream of an inlet valve device 37.The control device 5 has a flow path module 39 which is configured to receive a predefined value 41-see in particular FIG. 2-for a flow path parameter of the flow path 7, in particular a charge pressure value for the charge pressure, and to determine a control predefined 44 for an actuator 40 of the flow path 7, in particular the bypass flap 29, as a function of the predefined value using at least one component characteristic diagram of at least one component 42 of the flow path 7, in particular in order to set the flow path parameter to the predefined value.FIG. 2 shows a schematic illustration of an exemplary embodiment of the control device 5. the control device 5 has, in particular, a superordinate regulating module 43 which is configured to determine the predefined value 41 and to transfer it to the flow path module 39. The higher-order control module 43 is configured in particular to directly actuate the internal combustion engine 3. In particular, the higher-order control module 43 is configured for a-in particular model-based predictive-control of the internal combustion engine 3. the control module 43 calculates the predefined value 41, in particular, transfers it to the flow path module 39, and receives from the flow path module 39 the activation predefined 44, which it then uses to activate the internal combustion engine 3.The flow path module 39 is preferably configured to transmit at least one feedback 45, selected from at least one limit value and at least one limit curve, for example a pump characteristic curve or a flap stop, to the higher-level control module 43.FIG. 3 shows a schematic illustration of a first exemplary embodiment of a method for operating the internal combustion engine 3. the flow path module 39 is configured in particular to calculate a high-pressure compressor setpoint rotational speed nSW_soll on the basis of at least one component characteristic map 46 as a function of a boost pressure value as the setpoint value 41. Furthermore, the flow path module 39 is configured to calculate a high-pressure compressor setpoint power PHD_soll on the basis of the at least one component characteristic map 46 as a function of the boost pressure value.The flow path module 39 is also configured to calculate the activation specification 44, in particular as a flap position for the bypass flap 29, as a function of the high-pressure compressor setpoint rotational speed nHC_soll and / or the high-pressure compressor setpoint power PHD_soll on the basis of at least one further component characteristic diagram 48.The boost pressure value as the set value 41 is used for controlling the boost pressure in this first embodiment.FIG. 4 shows a schematic illustration of a second exemplary embodiment of a method for operating the internal combustion engine 3 with regulation of the charge pressure in two configurations.A first embodiment of the second exemplary embodiment is shown in a), in which a control deviation 47 of the setpoint value 41 set as the setpoint charge pressure enters from an actual charge pressure 49 into a controller 51 designed as a charge pressure controller, a controller manipulated variable 53 or charge pressure manipulated variable calculated by the controller 51 being used as the control manipulated variable for determining the activation setpoint 44. The charge pressure is thus directly controlled to the predefined value 41.At b), a second embodiment of the second exemplary embodiment is shown, in which a pilot control variable 55 is calculated on the basis of the boost pressure value as the predefined value 41 on the basis of the at least one component characteristic map 46, 48, the control deviation 47 calculated from the predefined value 41 and the actual boost pressure 49 being predefined at the same time for the additionally provided regulator 51, a differential control manipulated variable 57 being calculated as a control manipulated variable by the regulator 51, said control variable being calculated with the pilot control variable 55 in order to obtain the control predefined 44. In this way, in particular, differential control of the charge pressure is realized.FIG. 5 shows a schematic illustration of a third exemplary embodiment of a method for operating the internal combustion engine 3.In this third exemplary embodiment, the flow path module 39 is configured to calculate the activation specification 44 on the basis of the at least one further component characteristic map 48 as a function of a rotational speed manipulated variable 61 calculated from the high-pressure compressor setpoint rotational speed nHC_soll by a rotational speed regulator 59, and optionally the high-pressure compressor setpoint power PHD_soll.In particular, the high-pressure compressor setpoint rotational speed nSW_soll is limited to a maximum setpoint rotational speed nSW_max by a limiting element 63, as a result of which a limited setpoint rotational speed 65 is obtained; a rotational speed control deviation 69, which enters the rotational speed regulator 59 as an input variable, is calculated from the limited setpoint rotational speed 65 and an actual rotational speed 67. In a preferred embodiment, the high-pressure compressor setpoint power PHD_soll is also calculated in a first calculation element 71 for the purpose of calculating the control specification 44 with the actual rotational speed 67 and the rotational speed manipulated variable 61, from which an equivalent high-pressure compressor setpoint power 73 is obtained. A monitor 66 is provided to prevent division by zero in the first arithmetic circuit 71.FIG. 6 shows a schematic representation of a first part of the method according to one of FIGS. 3, 4 or 5. the calculation of the high-pressure compressor setpoint rotational speed nHD_soll and the high-pressure compressor setpoint power PHD_soll as a function of the boost pressure value as a setpoint value 41 is explained using a plurality of component characteristic maps.The method described here and in FIG. 7 is designed for an internal combustion engine 3 having two low-pressure exhaust gas turbochargers 11, the partial air paths and partial exhaust gas paths assigned to them in each case being referred to as the A side and the B side according to a conventional nomenclature. As far as the calculations for the A-side and the B-side are equivalent, they will be exemplified only for the A-side. For simplicity, the illustration for the B-page is either not explicitly shown or provided with dashed reference symbols, reference being made in each case to the explanation for the A-page. In particular, the internal combustion engine 3 has the structure shown in FIG. 1. For better understanding, the pressures and temperatures mentioned below are drawn in at the corresponding points in FIG. 1.First, an air mass flow ≅ L,A on the A side, an ambient pressure p0, an ambient temperature T0 and a low-pressure compressor rotational speed nNDA enter into a first low-pressure compressor characteristic diagram 75, wherein a first air pressure p1A for the A side is determined downstream of the first low-pressure compressor 19.1 and upstream of the first low-pressure charge air cooler 33.1 as a function of these input variables by means of the first low-pressure compressor characteristic diagram 75. The first low-pressure compressor characteristic diagram 75 comprises mutually associated values for the mass flow ≅ L,A via the first low-pressure compressor 19.1, the low-pressure compressor rotational speed nNDAof the compressor, and a pressure ratio via the first low-pressure compressor 19.1. The air mass flow ≅ L,A, the ambient pressure p0, the ambient temperature T0, the low-pressure compressor rotational speed nNDA and the first air pressure p1A enter a second low-pressure compressor characteristic diagram 77, wherein a first air temperature T1A for the A side downstream of the first low-pressure compressor 19.1 and upstream of the first low-pressure charge air cooler 33.1 is determined as a function of these input variables by means of the second low-pressure compressor characteristic diagram 77. The second low-pressure compressor characteristic diagram 77 comprises mutually associated values for an efficiency of the first low-pressure compressor 19.1, the mass flow ≅ L,A via the first low-pressure compressor 19.1 and the low-pressure compressor rotational speed nNDAof the first low-pressure compressor 19.1.The first air pressure p1A and the first air temperature T1A enter together with the air mass flow L,A into a first low-pressure charge air cooler characteristic map 79, from which a second air pressure p2A on the A side downstream of the low-pressure charge air cooler 33.1 is determined. The first air temperature T 1A, the air mass flow ≅ L,A and a temperature TK of a cooling circuit upstream of the first low-pressure charge air cooler 33.1 enter a second low-pressure charge air cooler characteristic map 81, from which a second air temperature T 2A on the A side downstream of the low-pressure charge air cooler 33.1 is ascertained.In the context of the present technical teaching, this means that a variable is ascertained from a characteristic map is understood in particular to mean that the corresponding variable is either read out from the characteristic map or calculated as a function of a value read out from the characteristic map.Similarly, a second air pressure p2B a second air temperature T2 Calculated for the B side. In this case, the same component characteristic maps can be used which are also used on the A-side, in particular if identical components are used. If, in particular with regard to their type, the manufacturer or their design, different components are used on the A-side on the one hand and the B-side on the other hand, different component characteristic maps assigned to the components can also be used accordingly.In a second arithmetic unit 83, the second air pressure p2A on the A side and the second air pressure p2B on the B side are calculated to be a third air pressure p3 downstream of a merging of the parallel air paths of the A side and the B side upstream of the high-pressure compressor 21, specifically, as an arithmetic mean value according to the following equation:In a third arithmetic unit 85, the second air temperature T2A on the A side and the second air temperature T2B on the B side are calculated with the air mass flow ≅ L,A on the A side and an air mass flow ≅ L,B on the B side to a third air temperature T3 downstream of the combination of the parallel air paths of the A side and the B side upstream of the high-pressure compressor 21, in particular according to the following equation:Up to this point, the calculation takes place systematically along the flow direction of the charge air.A further part of the calculation takes place systematically counter to the flow direction of the charge air: A total air mass flow ≅ L, which results as the sum of the air mass flow ≅ L,A on the A side and the air mass flow ≅ L,B on the B side, and the charge pressure value as the predefined value 41, enter a high-pressure charge air cooler characteristic diagram 87, from which a fourth air pressure p4 is determined downstream of the throttle valve 31 and upstream of the high-pressure charge air cooler 35. This fourth air pressure p4 enters together with the total air mass flow L into a throttle valve characteristic diagram 89, from which a fifth air pressure p5-not to be confused with the boost pressure, which is frequently also designated according to a convention; the designation serves in the context of the present teaching merely for consistency in the numbering of the various pressure values-downstream of the high-pressure compressor 21 and upstream of the throttle valve 31 is determined. In the simplest case, however, it is also possible for the fourth air pressure p 4 and the fifth air pressure p 5 to be set equal if it is assumed that the throttle valve 31 is always fully open during normal operation of the internal combustion engine 3.The third air pressure p 3, the third air temperature T 3, the fifth air pressure p 5 and the total mass flow ≅ L now enter a first high-pressure compressor characteristic diagram 91, from which the high-pressure compressor setpoint rotational speed nSW_soll is determined. The first high-pressure compressor characteristic field 91 comprises mutually associated values for the total mass flow ≅ L via the high-pressure compressor 21, the rotational speed of the high-pressure compressor 21, and a pressure ratio via the high-pressure compressor 21.The total air mass flow L, the third air pressure p3, the third air temperature T3, the fifth air pressure p5 and the actual rotational speed 67 of the high-pressure compressor 21 enter into a second high-pressure compressor characteristic diagram 93, from which a fifth air temperature T5-likewise referred to for consistency reasons-is ascertained downstream of the high-pressure compressor 21 and upstream of the throttle valve 31. The second high-pressure compressor characteristic map 93 comprises mutually associated values for an efficiency of the high-pressure compressor 21, the total air mass flow ≅ L via the high-pressure compressor 21 and the rotational speed of the high-pressure compressor 21.The third air temperature T3, the fifth air temperature T5 and the total air mass flow ≅ L are calculated in a fourth calculation element 95 to give the high-pressure compressor setpoint output PHD_soll, in particular according to the following equation: with a characteristic curve K l as a function of the mean value of T 3 and T 5.FIG. 7 shows a schematic illustration of a second part of the method according to one of FIGS. 3, 4 or 5.With reference to FIG. 7, the calculation of the control specification 44 is explained in particular with reference to the high-pressure compressor setpoint power PHD_set and high-pressure compressor setpoint rotational speed nHC_set obtained according to FIG. 6 with the aid of a plurality of component characteristic maps.As shown at a), a first exhaust gas temperature T6A and a first exhaust gas pressure p6A downstream of the first low-pressure turbine 25.1, a second exhaust gas temperature T7A upstream of the first low-pressure turbine 25.1, an exhaust gas mass flow diagrammatically g,A- each on the A side-the low-pressure compressor rotational speed nNDA, which is at the same time also the rotational speed of the first low-pressure turbine 25.1 of the first exhaust gas turbocharger 11.1, and a first value of a second exhaust gas pressure p8 upstream of a branch into the two partial exhaust gas paths of the A side and the B side and downstream of a combination of the partial exhaust gas flows, on the one hand, through the bypass 27 and, on the other hand, through the high-pressure turbine 23, enter into a first low-pressure turbine characteristic diagram 97, from which a second value for the second exhaust gas pressure p8 is determined. During the calculation, i.e. at the runtime of the method, the second value for the second exhaust gas pressure p 8 is fed back as a new first value into the first low-pressure turbine characteristic diagram 97; the calculation of the second exhaust gas pressure p 8 is thus carried out iteratively.The second exhaust gas temperature T7A is calculated from a second low-pressure turbine characteristic map 99, into which the first exhaust gas temperature T6A, the first exhaust gas pressure p6A, the second exhaust gas pressure p8 and the low-pressure compressor rotational speed nNDA enter. The second exhaust gas temperature T7A is also calculated iteratively, since the second exhaust gas pressure p8 is included in its calculation, but this in turn requires the second exhaust gas temperature T7A for its calculation. In an analogous manner, a second exhaust gas temperature T 7B for the B side is calculated, preferably by means of the same second low-pressure turbine characteristic diagram 99.The second exhaust gas pressure p8, the second exhaust gas temperature T7B for the B side, a first exhaust gas pressure p6B for the B side and the low-pressure compressor rotational speed nNDB of the second exhaust gas turbocharger 11.2, which is at the same time the rotational speed of the second low-pressure turbine 25.2, enter a third low-pressure turbine characteristic diagram 101, from which an exhaust gas mass flow ≅ g,B for the B side is determined. The exhaust gas mass flow g,A for the A-side is calculated in a fifth computing element 103 from a total exhaust gas mass flow g and the exhaust gas mass flow g,B for the B-side, in particular according to the following equation:A third exhaust gas temperature T8 upstream of the branching into the two partial exhaust gas paths of the A side and the B side and downstream of the combination of the partial exhaust gas flows, on the one hand, through the bypass 27 and, on the other hand, through the high-pressure turbine 23, is calculated in a sixth arithmetic element 105 as a function of the second exhaust gas temperature T7A for the A side, the second exhaust gas temperature T7B for the B side, the exhaust gas mass flow ≅ g,A for the A side and the exhaust gas mass flow ≅ g,B for the B side, in particular according to the following equation:As shown at b), the third exhaust gas pressure p8, a fourth exhaust gas pressure p9 and a measured fourth exhaust gas temperature T9 enter, upstream of the branching into the partial exhaust gas streams, on the one hand through the bypass 27 and on the other hand through the high-pressure turbine 23, and the high-pressure compressor setpoint rotational speed nSW_soll into a first high-pressure turbine characteristic diagram 107, from which an exhaust gas mass flow g,T is determined via the high-pressure turbine 23. The exhaust gas mass flow g,T via the high-pressure turbine 23 and the total exhaust gas mass flow ≅ g enter a seventh computing element 109, in which they are calculated to form an exhaust gas mass flow ≅ g,U by the bypass 27, in particular according to the following equation:The fourth exhaust gas pressure p 9 is determined in an eighth computing element 111 in a bisection method on the basis of a comparison of a high-pressure compressor actual power PHD_ist with the high-pressure compressor desired power PHD_soll.The exhaust gas mass flow g,U through the bypass 27, the exhaust gas mass flow g,T through the high-pressure turbine 23, the third exhaust gas temperature T8 and the fourth exhaust gas temperature T9 enter a ninth computing element 113, in which a fifth exhaust gas temperature T10 is calculated directly downstream of the high-pressure turbine 23 and upstream of the combination of the partial exhaust gas flows, on the one hand, by the bypass 27 and, on the other hand, by the high-pressure turbine 23, in particular according to the following equation:The fifth exhaust gas temperature T 10, the fourth exhaust gas temperature T 9 and the exhaust gas mass flow ≅ g,T through the high-pressure turbine 23 enter a second high-pressure compressor characteristic diagram 115, from which the high-pressure compressor actual power PHD_ist is determined.From the eighth computing element 111, a desired mass flow ≅ g,U,soll is also obtained by the bypass 27, which, together with the fourth exhaust gas pressure p9, the fourth exhaust gas temperature T9, and the third exhaust gas pressure p8, enters a third high-pressure compressor characteristic diagram 117, from which the control specification 44 is finally obtained.If the variables, which are discussed in particular in connection with FIGS. 6 and 7, are not determined from a characteristic diagram, calculated by means of a computing element or otherwise explicitly determined, they are preferably predefined by the superordinate control module 43, in particular as measured variables or as variables obtained from a model or a simulation.If variables are determined iteratively, a predetermined starting value is preferably predefined for these at the beginning of the method, in particular by the superordinate control module 43.

Claims

Control device (5) for an internal combustion engine (3), having a flow path module (39) which is configured to receive a predefined value (41) for a flow path parameter of a flow path (7) of the internal combustion engine (3), and a control predefined (44) for an actuating element (40) of the flow path (7) as a function of the predefined value (41) using at least one component characteristic diagram (46, 48) of at least one component (42) of the flow path (7) and on the basis of a physical model of the flow path (7) comprising the at least one component (42), characterized in that the flow path module (39) is furthermore configured to receive at least one measured value measured at the flow path (7) during operation of the internal combustion engine (3) and to adapt the at least one component characteristic diagram (46, 48) as a function of the at least one measured value.Control device (5) according to Claim 1, wherein the flow path module (39) is configured to determine the control specification (44) by a plurality of flow path parameters being determined along the flow path (7) - in particular systematically counter to a flow direction and / or systematically with the flow direction of a medium flowing through the flow path (7) during operation of the internal combustion engine (3) - on the basis of the physical model and the at least one component characteristic map (46, 48).Control device (5) according to one of the preceding claims, wherein the flow path module (39) is configured - to receive as the predefined value (41) a charge pressure value for a gas path as the flow path (7), and / or - to determine as the control predefined (44) a flap position for a flow flap in the flow path (7), in particular a bypass flap (29) in a bypass (27) bypassing a high-pressure turbine (23) of an exhaust-gas turbocharger (11, 13).Control device (5) according to one of the preceding claims, wherein the at least one component characteristic map (46, 48) is selected from a group consisting of: a low-pressure compressor characteristic map, a high-pressure compressor characteristic map, a low-pressure turbine characteristic map, a high-pressure turbine characteristic map, an intercooler characteristic map, a throttle valve characteristic map, and a bypass flap characteristic map.Control device (5) according to one of the preceding claims, wherein the flow path module (39) is configured to use, as the at least one component characteristic map (46, 48), a component characteristic map (46, 48) which - is produced from measured values of a component (42) assigned to the component characteristic map (46, 48) and is matched to test stand data of an internal combustion engine (3) having the component (42), or which - is obtained from predetermined support points and test stand data of an internal combustion engine (3) having the component (42) assigned to the component characteristic map (46, 48).Control device (5) according to one of the preceding claims, wherein the flow path module (39) has a controller (51) which is configured to determine a control manipulated variable as a function of the predefined value (41), wherein the flow path module (39) is configured to determine the control predefined (44) as a function of the control manipulated variable.Control device (5) according to one of the preceding claims, wherein the control device (5) has a higher-order control module (43) which is configured to determine the predefined value (41) and to transfer it to the flow path module (39), wherein the flow path module (39) is preferably configured to transfer at least one feedback, selected from at least one limit value and at least one limit curve, to the higher-order control module (43).Internal combustion engine arrangement (1), having an internal combustion engine (3) and a control device (5) according to one of Claims 1 to 7.Method for operating an internal combustion engine (3), wherein a predefined value (41) for a flow path parameter of a flow path (7) of the internal combustion engine (3) is predefined, wherein a control predefined (44) for an actuator (40) of the flow path (7) is determined as a function of the predefined value (41) using at least one component characteristic diagram (46, 48) of at least one component (42) of the flow path (7) and on the basis of a physical model of the flow path (7) comprising the at least one component (42), characterized in that the at least one component characteristic diagram (46, 48) is adapted as a function of at least one measured value measured on the flow path (7) during operation of the internal combustion engine (3).Method for determining a component characteristic map (46, 48) for use in a method according to Claim 9, wherein the component characteristic map (46, 48) - is produced from measured values of a component (42) assigned to the component characteristic map (46, 48) and is adapted to test stand data of an internal combustion engine (3) having the component (42), or wherein the component characteristic map (46, 48) - is determined from predetermined reference points and test stand data of an internal combustion engine (3) having the component (42) assigned to the component characteristic map (46, 48).

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