METHOD FOR ADJUSTING A THROTTLE VALVE, ENGINE CONTROL UNIT AND A VEHICLE

Description

[0001] The invention relates to a regulation of the intake manifold pressure near pressure equalization at the throttle valve.

[0002] Internal combustion engines convert chemical energy into mechanical energy. For this purpose, a flammable mixture of fuel and air is introduced into a combustion chamber and ignited there. The torque delivered by the internal combustion engine is adjusted by throttling the amount of air in the mixture using a throttle valve. A throttle valve is the component of the internal combustion engine that regulates the torque generated by throttling the airflow (fuel quantity control). It is located in the intake tract between the air filter and the intake manifold or the fan-shaped intake pipe of the engine. The throttle valve is opened by pressing the accelerator pedal. The opening of the throttle valve does not necessarily depend directly on the position of the pedal. In particular, the electronic transmission of the accelerator pedal position to the throttle valve allows for active intervention in the valve opening via an engine control unit.This system influences both the opening speed and the position of the flap depending on the pedal position. The aim is to improve the drivability of high-performance engines or to increase passenger comfort. It also enables driver assistance systems such as cruise control and traction control.

[0003] US 7,805,939 B2 concerns a torque base control unit. The torque base control unit calculates the target torque based on an accelerator pedal position and engine speed. The torque base control unit further calculates the target airflow rate, target intake pressure, and target boost pressure based on the target torque. The target throttle position is calculated based on the target airflow rate, target intake pressure, target boost pressure, actual boost pressure, and throttle intake temperature. An auxiliary control unit calculates the target turbine power based on the target airflow rate and target boost pressure calculated by the torque base control unit and calculates the actual turbine power based on exhaust gas information.The support power of a motor attached to a turbocharger is calculated based on the power difference between the target turbine power and the actual turbine power.

[0004] US 9,567,924 B2 discloses a control unit that, through a monitoring device, confirms that a target throttle opening of an electronically controlled throttle must be compared to a reference throttle opening. A first processing unit performs the calculation of the target throttle opening. The first processing unit calculates a target throttle opening based on a target intake air volume and a measured or estimated value of a boost pressure by using an inverse air model that expresses a dynamic relationship established between the boost pressure, a throttle opening, and an intake air volume. A second processing unit calculates a reference throttle opening based on the target intake air volume and a measured or estimated value of atmospheric pressure in a steady state.and uses a relationship that exists between the intake air flow rate and an intake manifold pressure in a steady state, and a relationship that exists between a throttle valve pre-pressure, the intake manifold pressure and a throttle valve flow rate in a steady state.

[0005] US 9,797,299 B2 discloses a supercharged internal combustion engine. The supercharged internal combustion engine has a compressor that can be operated to selectively supply a mass of air according to the engine's operating requirements. The air pressure can range from below to above atmospheric pressure. The compressor has a slide combined with a throttle valve that controls the mass of air directed to an air mass bypass port and supplied to the internal combustion engine. The slide has rollers running on rails that allow it to open and close the air mass bypass port, which connects to a housing that directs an atmospheric air volume and a bypass air volume, mixed with the atmospheric air volume, to an air mass inlet of the supercharger.Further relevant state of the art can be found in GUILLAUME COLIN ET AL: "Neural Control of Fast Nonlinear Systems- Application to a Turbocharged SI Engine With VCT", HILSCH MICHAEL ET AL: "Internal Model Control of Nonlinear Systems with Input Saturation", DE 10 2018 120975 A1 and DE 10 2007 060216 A1.

[0006] The object of the present invention is to provide a more accurate stationary control of the intake manifold pressure (and thus also of the fresh air filling in the cylinder) using the throttle valve.

[0007] This problem is solved by the method according to claim 1, the engine control unit according to claim 12, and the vehicle according to claim 13. Further advantageous embodiments of the invention will become apparent from the dependent claims and the following description of preferred embodiments of the present invention.

[0008] A first aspect of the present invention relates to a method for adjusting a throttle valve, comprising: controlling a throttle valve position in the entire operating range of an internal combustion engine, wherein the control is based on an internal model control principle.

[0009] The internal combustion engine can be a spark-ignition engine. A spark-ignition engine is an internal combustion engine with spark ignition. In this process, an air-fuel mixture is burned, releasing the chemical energy bound in the fuel and converting it into mechanical energy.

[0010] Regulating the intake manifold pressure in the pressure equalization zone – where the pressure is approximately equal before and after the throttle valve – is associated with several difficulties. For example, in the pressure equalization zone, the intake manifold pressure (pressure downstream of the throttle valve – after the throttle valve) becomes increasingly insensitive to throttle valve movements. Consequently, as the throttle valve opening angle increases, the resulting pressure changes in the intake manifold and the associated changes in mass flow through the throttle valve also become progressively smaller.

[0011] To maintain the control loop dynamics, the gain of the intake manifold pressure regulator can be progressively increased. However, this can also lead to the amplification of high-frequency measurement noise (e.g., pulsations in the measured intake manifold pressure), potentially resulting in higher-frequency pulsations in the throttle valve setpoint (the actuator variable of the intake manifold pressure regulator). Such pulsations can negatively impact the service life of the throttle valve component. Consequently, the regulator gain may not be increased as required. This can lead to degradation in the control loop dynamics, and therefore also in driving behavior and disturbance transmission characteristics (e.g., the compensation of disturbances resulting from the introduction of an additional mass flow from the fuel tank venting system into the intake manifold).

[0012] In a current technical implementation, a purely control-based concept (rather than a regulation system) has therefore been implemented in the area of ​​pressure equalization at the throttle valve to set a desired intake manifold pressure. This means that as soon as the ratio of the pressure upstream of the throttle valve (intake manifold pressure) to the pressure downstream of the throttle valve (boost pressure) exceeds a predefined limit, the intake manifold pressure regulation is deactivated and the control system for setting the desired intake manifold pressure is activated. The throttle valve opening angle required for this is directly pre-controlled in this range, depending on the target mass flow rate and target intake manifold pressure.

[0013] In principle, with a purely throttle-position-controlled system without feedback during the throttle valve travel range, manufacturing tolerances or aging effects can lead to a loss of steady-state accuracy between the specified intake manifold pressure and the measured intake manifold pressure in this operating range. The pressure in the intake manifold set by the throttle valve then no longer matches the required fresh air charge in the cylinder. This can also result in too much fresh air being trapped in the cylinder, causing the ignition timing to be adjusted by the so-called torque curve in the engine control unit. This leads to increased fuel consumption, as too much fresh air is trapped in the cylinder at this operating point, requiring more fuel injection for lambda=1 operation.The "excess" torque of the cylinder is automatically converted into heat and not into kinetic energy by the enabled ignition timing intervention (retardation of the ignition angle).

[0014] Another disadvantage of pure control is that the diagnostics performed in the engine control unit (ECU) to detect a faulty intake manifold pressure (IMP) and boost pressure (BOP) sensor can be negatively affected in their detection accuracy as soon as one of these sensors no longer behaves according to its specifications. In such a case, the pure control concept currently implemented in the ECU is used to calculate the target throttle valve positions, which leads to larger steady-state deviations between the target and actual fresh air intake. In addition to the resulting ignition timing adjustments, a cyclical switching between activation of the intake manifold pressure control and activation of the pure control principle (and consequent deactivation of the intake manifold pressure regulator) can also occur.These switching operations cause more significant changes in the throttle valve opening when pressure sensors deviate from their specifications, which in turn can negatively affect the accuracy of sensor diagnostics. This can lead to a faulty pressure sensor not being detected in time.

[0015] Using intake manifold pressure control in the area of ​​pressure equalization at the throttle valve can increase the steady-state accuracy of the intake manifold pressure and / or fresh air charge. Furthermore, ignition timing adjustments, which are necessary when there is too much fresh air charge and thus too much torque (charge overshoot), can be avoided. Additionally, switching between intake manifold pressure control (during larger pressure differences at the throttle valve) and intake manifold pressure control (near pressure equalization at the throttle valve) can be avoided, even with a faulty intake manifold pressure sensor.

[0016] The method can also be applied to a turbocharged internal combustion engine. A model of the fresh air charge in the cylinder and a pressure sensor in the intake manifold can be used to implement the method.

[0017] The method can encompass the continuous control of the throttle valve position across the entire operating range of the internal combustion engine. Its application range extends from the naturally aspirated range, through the transition range, to the turbocharged operating range of the internal combustion engine. The method enables the throttle valve position to be controlled even during pressure equalization across the throttle valve ("throttle valve transition"). Above all, this allows for precise, steady-state adjustment of the intake manifold pressure, even in this operating range. This steady-state accuracy of the intake manifold pressure also ensures that the required target fresh air charge in the cylinder is maintained.

[0018] The method can also support intake manifold pressure control in this area via variable turbine geometry (VTG). Particularly during load reduction phases, the developed method can improve the throttle valve position and thus prevent "over-thrusting".

[0019] The Internal Model Control Principle ( Internal Model Control, IMC (short for Integrated Control Model) is a control method from control engineering that forms the implicit basis of all predictive controllers. Controllers based on the IMC principle contain a mathematical model of the process that is as realistic as possible and a compensation element.

[0020] In some embodiments, the entire operating range of the internal combustion engine may include an intake range, a transition range (pressure equalization) and a turbocharged operating range of the internal combustion engine.

[0021] Controlling the throttle valve position within its travel range is advantageous because, despite manufacturing tolerances or aging effects, steady-state accuracy between the specified intake manifold pressure and the measured intake manifold pressure can be ensured in this operating range. The pressure in the intake manifold set by the throttle valve thus also corresponds to the required fresh air charge in the cylinder.

[0022] According to the invention, the control system receives a target intake manifold pressure as an input variable and calculates a target area of ​​the throttle valve based on the target intake manifold pressure.

[0023] In some embodiments, the target area of ​​the throttle valve can be simultaneously provided to a process and a process model according to the IMC principle.

[0024] The simultaneous provision of the target area of ​​the throttle valve according to the IMC principle is advantageous, as the control of the throttle valve position can become more robust against disturbances and model mismatches.

[0025] In some embodiments, the calculated target area may be a target area limited by physical actuator limits.

[0026] The physical actuator limit is the physical component limit of the throttle valve. Limiting the calculated target area is advantageous because it allows for a more realistic target area to be provided for controlling the throttle valve position.

[0027] In some embodiments, the process can determine the position of the throttle valve based on the calculated target area and measure the resulting intake manifold pressure, and the process model can determine a modeled intake manifold pressure based on the calculated target area.

[0028] In some embodiments, the control system can determine a difference between the measured intake manifold pressure and the modeled intake manifold pressure and determine a corrected target intake manifold pressure based on the determined difference.

[0029] In some embodiments, the target area of ​​the throttle valve can be calculated as follows: A DK , soll = V KRT 2 p ˙ SPcor , f + w vlv p − w TEV p 1 2 RT 1 Ψ p − A DK , leak where: V is the volume of the intake manifold, R is the specific gas constant of air, K is the isentropic exponent , p is the air pressure in the intake manifold, T 2 is the temperature of the air in the intake manifold, w vlv ( p ) is the outflowing air mass flow as a function of air pressure. p , which flows out of the intake manifold via the intake valves, w TEV is the incoming air mass flow that enters the intake manifold via the tank vent valve, p 1 is the air pressure applied upstream of the throttle valve,T 1 is the temperature of the air flowing into the intake manifold via the throttle valve, Ψ( p ) is the flow function as a function of air pressure p and A DK,leak is the effective leakage area of ​​the throttle valve.

[0030] In some embodiments, the modeled intake manifold pressure can be calculated as follows: p ^ = ∫ p ^ ˙ dt where V KRT 2 p ^ ˙ = ∑ W G = W thr − W vlv + W TEV = p 1 2 RT 1 A DK , lim + A DK , leak Ψ p − w vlv p + w TEV is, and where: W G is the air mass flow in the intake manifold, Wt hr is the incoming mass airflow that enters the intake manifold via the throttle valve, p 1 is the air pressure upstream of the throttle valve (boost pressure), V is the volume of the intake manifold, R is the specific gas constant of air, K is the isentropic exponent, p is the air pressure in the intake manifold, T 2 is the temperature of the air in the intake manifold, w vlv ( p ) is the outflowing air mass flow as a function of air pressure.p , which flows out of the intake manifold via the intake valves, w TEV is the incoming air mass flow that enters the intake manifold via the tank vent valve, T 1 is the temperature of the air flowing into the intake manifold via the throttle valve, Ψ( p ) is the flow function as a function of air pressure p and A DK,leak is the effective leakage area of ​​the throttle valve.

[0031] According to the invention, the control system further filters the target suction manifold pressure by means of a filter.

[0032] The filter can, for example, be a first-order lag element (PT1 element). A first-order lag element, also known as a PT1 element, is used in control engineering to describe systems with lag behavior. Filtering allows the target suction manifold pressure to be stabilized.

[0033] In some embodiments, the control system can also filter the target area of ​​the throttle valve using a filter.

[0034] The filter can, for example, be a PT1 element. The filtering can stabilize and dampen the throttle valve's target area.

[0035] In some embodiments, the control system can further filter the difference between the measured intake manifold pressure and the modeled intake manifold pressure using a filter.

[0036] The filter can, for example, be a PT1 element. By filtering this difference, measurement noise can be suppressed.

[0037] In some embodiments, the control of the throttle valve position in the turbocharged operating range of the internal combustion engine can be supported by an adjustable turbine geometry (VTG).

[0038] For example, the intake manifold pressure in the turbocharged operating range can be increased / decreased by a compressor of an exhaust gas turbocharger if the difference between the required intake manifold pressure (= target intake manifold pressure) and the measured intake manifold pressure is (too) large / (too) small.

[0039] A second aspect concerns an engine control unit which is configured to carry out a procedure according to one of the preceding embodiments.

[0040] A third aspect concerns a vehicle with the previous engine control unit.

[0041] Exemplary embodiments of the invention are now described by way of example and with reference to the accompanying drawing: Fig. 1 shows a block diagram schematically representing the configuration of a vehicle according to an embodiment of the present invention; Fig. 2 shows a block diagram schematically representing the configuration of a 4-cylinder internal combustion engine of a vehicle according to an embodiment of the present invention; Fig. 3 shows, as an embodiment, a control system for controlling the throttle valve position in the intake, transition, and charging ranges of the internal combustion engine; Fig. 4 shows, as an embodiment, a method approach for model-based feedforward control of the control system; and Fig. 5 shows, as an embodiment, a method approach for the process model of the control system.

[0042] Fig. 1 shows a block diagram that schematically represents the configuration of a vehicle according to an embodiment of the present invention.

[0043] The vehicle 100 comprises several components that communicate with each other via a data bus 20, namely an engine control unit 10, a throttle valve control unit 30, an exhaust gas turbocharger control unit 40, a transmission control unit 50, and a clutch control unit 60. The vehicle 100 can be powered by an internal combustion engine, the internal combustion engine being a multi-cylinder gasoline engine.

[0044] An engine control unit (ECU) 10 is an electronic control unit that controls a number of actuators of the internal combustion engine to ensure optimal engine performance. For example, the engine control unit (ECU) 10 can control the position of a throttle valve and / or the operation of an exhaust gas turbocharger. The control of the throttle valve and / or the exhaust gas turbocharger can be based on continuous control (intake manifold pressure control, boost pressure control) across the entire operating range (intake range, overrun range (pressure equalization), boosted operating range) of the internal combustion engine 4. A more detailed explanation of the control is given in Fig. 3 You can find it below.

[0045] The data bus 20 can be implemented using communication technologies such as CAN (controller area network), LIN (local interconnect network), FlexRay, LAN / Ethernet, or MOST. Several different bus types can also be used in combination within the vehicle.

[0046] The throttle valve control unit 30 controls the throttle valve position. The control of the throttle valve control unit 30 is based on the continuous control of the engine control unit (ECU) 10. A throttle valve is located in the intake manifold of the internal combustion engine. The throttle valve regulates the air or mixture supply to the internal combustion engine.

[0047] The exhaust gas turbocharger control unit 40 controls the operation of an exhaust gas turbocharger. The control of the exhaust gas turbocharger is based on the boost pressure control of the engine control unit (ECU) 10. An exhaust gas turbocharger compresses the combustion air supplied to the internal combustion engine. An exhaust gas turbocharger consists of a turbine and a compressor. Part of the energy from the exhaust gas of the internal combustion engine is used to drive the turbine. The compressor is mounted on a turbocharger shaft opposite the turbine. The compressor draws in the combustion air and supplies it to the internal combustion engine in compressed form.

[0048] The transmission control unit 50 evaluates relevant sensor signals and, with the help of the engine control unit, converts them into control commands for the transmission actuators. The transmission control unit 20 can be a dual-clutch transmission, which, using two sub-transmissions, enables fully automatic gear changes without interruption of traction. The transmission control unit 50 selects the gears based on control signals from the engine control unit 10 or according to driver input (paddle shifters / selector lever).

[0049] The clutch control unit 60 is a clutch system for vehicle transmissions in which the opening (disengaging) and closing of the disconnect clutches (engaging) is triggered by signals from the engine control unit (ECU) 10.

[0050] Fig. 2 Figure 1 shows a block diagram schematically representing the configuration of a 4-cylinder internal combustion engine of a vehicle according to an embodiment of the present invention.

[0051] The internal combustion engine 200 is coupled with an exhaust gas turbocharger 210, which comprises a turbine 211 and a compressor 212, wherein the turbine 211 and the compressor 212 are mounted on a common shaft 213, the so-called turbocharger shaft.

[0052] Turbine 211 is connected to the internal combustion engine 200 via an exhaust manifold 220. Turbine 211 receives the exhaust gas from the internal combustion engine 200 via the exhaust manifold 220 and uses the energy contained in the exhaust gas of the internal combustion engine 200 to drive the compressor 212. The compressor 212 is coupled to an air filter via an intake pipe 214 (in Fig. 1 (not shown). The compressor 212 draws in the fresh air filtered through the air filter and forces pre-compressed air into the individual cylinders of the internal combustion engine 200. Furthermore, the turbine 211 is connected to an exhaust system (in the direction of exhaust flow) via an exhaust pipe 230. Fig. 1 (not shown) connected. The exhaust system breaks down the pollutants in the exhaust gases produced during the operation of the combustion engine 200 and discharges the remaining exhaust gases. The turbocharger shaft 213 of the exhaust gas turbocharger 210 rotates faster and faster with increasing engine speed and power due to the driving increase in exhaust gas volumes. At a certain speed, the compressor 212 reaches its delivery limit, and there is also a risk that the mechanical and thermal limits of the exhaust gas turbocharger 210 or the combustion engine 200 will be exceeded. The turbocharging of the combustion engine 200, which is desired at low speeds, can become problematic at higher speeds. To avoid this, the exhaust gas turbocharger 210 is equipped with a boost pressure control system that allows the turbocharger to deliver high power even with low exhaust gas flows and not to exceed the load limit at high speeds.A pressure sensor supplies the current actual boost pressure to the engine control unit (10 in . Fig. 1 Based on the current actual boost pressure, the engine control unit (10 in Fig. 1 ) the boost pressure. The boost pressure control system has the task of compensating for the difference between the target and actual boost pressure as quickly as possible. For this purpose, the boost pressure control system moves the existing actuator (wastegate or adjustable guide vanes (variable turbine geometry, VTG)) as the manipulated variable. The air drawn in and pre-compressed by the compressor is supplied to the throttle valve 240. Depending on the opening angle, the throttle valve 240 regulates the flow of more or less pre-compressed air into the individual cylinder of the internal combustion engine 200. The flow of pre-compressed air regulated by the throttle valve 240 is supplied to the individual cylinders of the internal combustion engine 200 via an intake manifold 250. The intake manifold 250 includes a pressure sensor (in Fig. 1 (not shown), which measures the current actual boost pressure of the intake manifold pressure. The throttle position of the throttle valve 240 is controlled by continuous throttle position control across the entire operating range of the internal combustion engine 200. This operating range extends from the intake range, through the transition range (pressure equalization at the throttle valve), to the turbocharged operating range of the internal combustion engine. Continuous throttle position control across the entire operating range of the internal combustion engine 200 makes it possible to precisely maintain a steady intake manifold pressure throughout the entire operating range. This steady-state accuracy of the intake manifold pressure also ensures that the required target fresh air charge in the cylinder is maintained. Furthermore, continuous throttle position control can also support intake manifold pressure control in turbocharged internal combustion engines with variable turbine geometry (VTG).During load reduction phases, continuous control of the throttle valve position can support the throttle position and thus prevent over-run. Detailed throttle valve position control is described in [reference to relevant document]. Fig. 3 depicted.

[0053] Fig. 3 Figure 1 shows, as an exemplary embodiment, a control system for regulating the throttle valve position in the intake, transition and charging range of the internal combustion engine.

[0054] Control system 300 depicts a closed-loop internal model control (IMC) system. An IMC system is a process that simulates the system's response to estimate the outcome of a system disturbance. Control system 300 comprises three filters 310, 330, and 370, a model-based feedforward control 320, a limiting element 340, a process 350, and a process model 360.

[0055] Filters 310, 330, and 370 can, for example, be low-pass filters. A low-pass filter (LPF) is a filter that allows signals with a frequency below a selected cutoff frequency to pass through and attenuates signals with frequencies above the cutoff frequency. The exact frequency response of the filter depends on the filter design. In one implementation, filters 310, 330, and 370 can be either a first-order (PT1) or second-order (PT2) element. A PT1 element is a linear time-invariant (LTI) transfer element that exhibits a proportional transfer characteristic with a first-order delay (low-pass). A PT2 element is an LTI transfer element used in control engineering that exhibits a proportional transfer characteristic with a second-order delay. Due to its conjugate complex poles, the PT2 element responds to a change in the input signal with an oscillator-damped output signal.

[0056] The target suction manifold pressure forms the input to the control system. p SP . This target intake manifold pressure p SP The time derivative and stabilization of the setpoint are calculated using the PT1 element 310 for filtering. This time-filtered setpoint is then used to determine the next value. p SP,f First, the time-filtered difference Δ is calculated. p f Subtracting the value between process 350 and process model 360 results in the corrected target value. p SPcor,f . The model-based feedforward control 320 calculates from the corrected setpoint. p SPcor,f Following this, a target area of ​​the throttle valve A DK,soll . This target value A DK,soll The PT1 element 330 stabilizes and smooths the response. The PT1 element 330 can also be used to adjust the controller's dynamics. Subsequently, the time-filtered target area of ​​the throttle valve is calculated. A DK,soll,f limited by a limiting element 340 of the physical actuator limits A DK,lim and simultaneously made available to process 350 and process model 360 according to the IMC principle. Based on the limited target area of ​​the throttle valve. A DK,lim The throttle valve is adjusted. The resulting intake manifold pressure p, determined by the throttle valve position, is measured by a pressure sensor. The measured intake manifold pressure p and the modeled intake manifold pressure p̂ They can differ from each other due to noise introduced into the system by either internal (e.g., imperfect body sensors, sensory noise) or external (e.g., unpredictable forces from outside the body) sources. The difference Δ p of the measured intake manifold pressure p and the modeled intake manifold pressure p̂ The signal is filtered and fed back using the PT1 element 370 to shape the dynamics and suppress measurement noise. This closes the control loop. A detailed procedural approach for model-based feedforward control 320 is described in Fig. 4 presented and a detailed procedural approach of the 360 ​​process model is in Fig. 5 depicted.

[0057] Fig. 4 As an example, it shows a methodological approach for model-based feedforward control of the control system.

[0058] In step 400, the model-based feedforward control receives the corrected setpoint. p SPcor,f and the time-derived setpoint ṗ SPcor,f .

[0059] In step 410, based on the obtained target values, p SPcor,f and ṗ SPcor,f the target area of ​​the throttle valve (effective cross-sectional area of ​​the throttle valve) A DK,soll calculated. The target area of ​​the throttle valve A DK,soll is calculated as follows: A DK , soll = V KRT 2 p ˙ SPcor , f + w vlv p − w TEV p 1 2 RT 1 Ψ p − A DK , leak where: V is the volume of the intake manifold, R is the specific gas constant of air, K is the isentropic exponent , p is the air pressure in the intake manifold, T 2 is the temperature of the air in the intake manifold, w vlv ( p ) is the outflowing air mass flow as a function of air pressure. p , which flows out of the intake manifold via the intake valves, w TEV is the incoming air mass flow that enters the intake manifold via the tank vent valve, p 1 is the air pressure applied upstream of the throttle valve, T 1 is the temperature of the air flowing into the intake manifold via the throttle valve, Ψ( p ) is the flow function as a function of air pressure p and A DK,leak This is the effective leakage area of ​​the throttle valve. The effective leakage area of ​​the throttle valve A DK,leak This can occur as a result of the throttle valve not closing completely.

[0060] The effective leakage area of ​​the throttle valve A DK,leak , the temperature T 1 of the air flowing into the intake manifold via the throttle valve, and the temperature T 2. The air in the intake manifold can be determined using a reference map. The reference map can be determined on a test bench using mass flow and boost pressure variation in normal operating mode. Alternatively, the temperatures can be T 1 and T 2 are measured by sensors.

[0061] In step 420, the calculated target area of ​​the throttle valve is determined. A DK,soll to the PT1 element (330 in Fig. 3 ) transmitted.

[0062] Fig. 5 As an example, it shows a procedural approach to the process model of the control system.

[0063] In step 500, the process model receives the limited target area of ​​the throttle valve. A DK,lim .

[0064] In step 510, based on the obtained limited target area of ​​the throttle valve, A DK,lim the modeled intake manifold pressure p̂ calculated. The modeled intake manifold pressure p̂ is calculated as follows: p ^ = ∫ p ^ ˙ dt where V KRT 2 p ^ ˙ = ∑ W G = W thr − W vlv + W TEV = p 1 2 RT 1 A DK , lim + A DK , leak Ψ p − w vlv p + w TEV is. The following applies: W G is the air mass flow in the intake manifold, Wt hr is the incoming mass airflow that enters the intake manifold via the throttle valve, p 1 is the air pressure upstream of the throttle valve (boost pressure), V is the volume of the intake manifold, R is the specific gas constant of air, K is the isentropic exponent, p is the air pressure in the intake manifold, T 2 is the temperature of the air in the intake manifold, w vlv ( p ) is the outflowing air mass flow as a function of air pressure. p, which flows out of the intake manifold via the intake valves, w TEV is the incoming air mass flow that enters the intake manifold via the tank vent valve, T 1 is the temperature of the air flowing into the intake manifold via the throttle valve, Ψ( p ) is the flow function as a function of air pressure p and A DK,leak is the effective leakage area of ​​the throttle valve.

[0065] The effective leakage area of ​​the throttle valve A DK,leak , the temperature T 1 of the air flowing into the intake manifold via the throttle valve, and the temperature T 2. The air in the intake manifold can be determined using a reference map. The reference map can be determined on a test bench using mass flow and boost pressure variation in normal operating mode. Alternatively, the temperatures can be T 1 and T 2 are measured by sensors. Bezugszeichenliste

[0066] 10 Engine control unit 20 Data bus 30 Throttle valve control unit 40 Exhaust gas turbocharger control unit 50 Transmission control unit 60 Clutch control unit 100 Vehicle 200 Internal combustion engine 210 Exhaust gas turbocharger 211 Turbine 212 Compressor 213 Turbocharger shaft 214 Intake manifold 220 Exhaust manifold 230 Exhaust pipe 240 Throttle valve 250 Intake manifold 300 Control system 310 Filter 320 Model-based feedforward control 330 Filter 340 Limiting element 350 Process 360 Process model 370 Filter

Claims

1. Method for adjusting a throttle valve (240), comprising: controlling (300), by means of closed-loop control, a throttle valve position of the throttle valve (240) over the entire operating region of an internal combustion engine (200), wherein the closed-loop control step (300) is based on an internal model control (IMC) principle, wherein the closed-loop control step (300) comprises receiving a target intake manifold pressure (pSP) as an input variable; and calculating (320) a target area for the throttle valve (ADK,target) on the basis of the target intake manifold pressure (pSP), wherein the closed-loop control step (300) further filters the target intake manifold pressure (pSP) by means of a filter (310).

2. Method according to claim 1, wherein the entire operating region of the internal combustion engine (200) comprises an intake region, a transition region for pressure equalization, upstream, at and downstream of the throttle valve, and a turbocharged operating region of the internal combustion engine (200).

3. Method according to claim 2, wherein the target area of the throttle valve (ADK,target) is simultaneously provided, in accordance with the IMC principle, to a process (350) and a process model (360).

4. Method according to claim 3, wherein the calculated target area (ADK,target) is a target area (ADK,lim) limited by physical adjuster limits.

5. Method according to claim 3 or claim 4, wherein the process (350) determines the position of the throttle valve (240) on the basis of the calculated target area (ADK,target) and measures the resulting intake manifold pressure (p); and the process model (360) determines a modeled intake manifold pressure (p̂) on the basis of the calculated target area (ADK,target).

6. Method according to claim 5, wherein the closed-loop control step (300) further comprises: ascertaining a difference (Δp) between the measured intake manifold pressure (p) and the modeled intake manifold pressure (p̂); and ascertaining a corrected target intake manifold pressure (pSPcor,f) on the basis of the ascertained difference (Δp).

7. Method according to any of claims 1 to 6, wherein the target area of the throttle valve (ADK,target) is calculated as follows: A DK , target = V KRT 2 p ˙ SPcor , f + w vlv p − w TEV p 1 2 RT 1 Ψ p − A DK , leak where: V is the volume of the intake manifold, R is the specific gas constant of air, K is the isentropic exponent, p is the air pressure in the intake manifold, T2 is the temperature of the air in the intake manifold, wvlv(p) is the outflowing air mass flow that flows out of the intake manifold via the intake valves, as a function of the air pressure p, wTEv is the inflowing air mass flow that flows into the intake manifold via the tank vent valve, p1 is the air pressure present upstream of the throttle valve, T1 is the temperature of the air that flows into the intake manifold via the throttle valve, Ψ(p) is the flow function as a function of the air pressure p, and ADK,leak is the effective leakage area of the throttle valve.

8. Method according to either of claims 5 and 6, wherein the modeled intake manifold pressure (p̂) is calculated as follows: p ^ = ∫ p ^ ˙ dt where V KRT 2 p ^ ˙ = ∑ W G = W thr − W vlv + W TEV = p 1 2 RT 1 A DK , lim + A DK , leak Ψ p − w vlv p + w TEV and where: WG is the air mass flow in the intake manifold, Wthr is the inflowing air mass flow that flows into the intake manifold via the throttle valve, p1 is the air pressure upstream of the throttle valve (boost pressure), V is the volume of the intake manifold, R is the specific gas constant of air, K is the isentropic exponent, p is the air pressure in the intake manifold, T2 is the temperature of the air in the intake manifold, wvlv(p) is the outflowing air mass flow that flows out of the intake manifold via the intake valves, as a function of the air pressure p, wTEV is the inflowing air mass flow that flows into the intake manifold via the tank vent valve, T1 is the temperature of the air that flows into the intake manifold via the throttle valve, Ψ(p) is the flow function as a function of the air pressure p, ADK,leak is the effective leakage area of the throttle valve and ADK,lim is the limited target area of the throttle valve.

9. Method according to any of the preceding claims, wherein the closed-loop control step (300) further filters the target area of the throttle valve (ADK,target) by means of a filter (330).

10. Method according to either of claims 6 and 8, wherein the closed-loop control step (300) further filters the ascertained difference (Δp) by means of a filter (370).

11. Method according to any of the preceding claims, wherein in the turbocharged operating region of the internal combustion engine (200) the step of controlling (300), by means of closed-loop control, the throttle valve position of the throttle valve (240) is supported by an adjustable turbine geometry (VTG).

12. Engine control unit (10) which is configured to carry out a method according to any of claims 1 to 11.

13. Vehicle (100) comprising an engine control unit (10) according to claim 12.